Influence of turbulence on train noise

The subject of this paper is the long distance propagation of train noise. The sound exposure level of train noise L_AE was measured. To describe the results of measurements, a semi-analytical model was used. It takes into account the wave-front divergence, air absorption, ground effect, and the turbulence destroying the coherent nature of the ground effect. The model contains three adjustable parameters that must be estimated at the site. To verify the model, we performed measurements of L_AE at the distance D = 450 m from the train track center. The difference between the calculated and measured mean values of L_AE equals 1.3 dB.     

Annoyance and self-reported sleep disturbances due to structurally radiated noise from railway tunnels

In Norway, the requirement for structure borne noise from tunnels is L_pAFmax = 32 dB inside dwellings. According to the Norwegian Standard 8175 it is expected that up to 20% of the exposed population are disturbed by the noise at this level. However, the scientific basis for this noise limit is poor. The aim of this study was to determine the degree of annoyance and self-reported sleep disturbances as a function of L_pAFmax. In the present study, 521 dwellings exposed to structural sound from railway rock-tunnels were identified. A questionnaire was sent to one randomly selected person above 18 years of age from each dwelling. The results showed that both noise induced annoyance and reported sleep disturbances were significantly related to L_pAFmax. Other factors that increased the annoyance were high pass-by frequency of freight trains per day, and degree of sound insulation of the windows. At L_pAFmax = 32 dB, 20% were slightly or more than slightly annoyed, and 4% were moderately or more than moderately annoyed. According to the pre-existing assumption that up to 20% of the exposed population are disturbed by the noise at this level, the present results give support to the Norwegian noise limit L_pAFmax = 32 dB inside dwellings of structure borne noise from railway tunnels.     

Investigation of the dose-response relationship for road traffic noise in Assiut, Egypt

A field study has been carried out in urban Assiut city, Egypt. The goals of this study are: (1) to carry out measurements to evaluate road traffic noise levels, (2) to determine if these levels exceeds permissible levels, (3) to examine people’s attitudes towards road traffic noise, (4) to ascertain the relationship between road traffic noise levels and degree of annoyance. The measurements indicate that traffic noise noise levels are higher than those set by Egyptian noise standards and policy to protect public health and welfare in residential areas: equivalent continuous A - weighted sound pressure levels (L_A eq) = 80 dB and higher were recorded, while maximum permissible level is 65 dB. There is a strong relationship between road traffic noise levels and percentage of highly annoyed respondents. Higher road traffic noise levels mean that the percentage of respondents who feel highly annoyed is also increased.     

Noise characteristics of tractors and health effect on farmers

An investigation was conducted to determine the noise propagation (under stationary condition) and noise at operator’s ear level of popular 18.7 and 26.1 kW tractors and 4.6 and 6.7 kW hand tractors during field operations with various implements. It was observed that both tractors produced the noise of 92 dB(A) L_eq in the working zone of operator. The sound pressure level (SPL) of the hand tractor was about 2 dB(A) L_eq higher than that of the tractor. The SPL during field operations at operator’s ear level increased with increase in engine speed and forward speed. Furthermore, the SPL was higher for field operations corresponding to the implement requiring higher draft. It was observed that the SPLs of the tractors and hand tractors were more than the exposure limit of noise for 8-h workday recommended by ISO and OSHA. This may cause health problems to the farmers in the long run.     

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.     

The impact of urban noise on primary schools. Perceptive evaluation and objective assessment

This paper aims to assess the impact of environmental noise in the vicinity of primary schools and to analyze its influence in the workplace and in student performance through perceptions and objective evaluation. The subjective evaluation consisted of the application of questionnaires to students and teachers, and the objective assessment consisted of measuring in situ noise levels. The survey covered nine classes located in three primary schools. Statistical Package for Social Sciences was used for data processing and to draw conclusions. Additionally, the relationship of the difference between environmental and background noise levels of each classroom and students with difficulties in hearing the teacher’s voice was examined. Noise levels in front of the school, the schoolyard, and the most noise-exposed classrooms (occupied and unoccupied) were measured. Indoor noise levels were much higher than World Health Organization (WHO) recommended values: L_Aeq,30min averaged 70.5 dB(A) in occupied classrooms, and 38.6 dB(A) in unoccupied ones. Measurements of indoor and outdoor noise suggest that noise from the outside (road, schoolyard) affects the background noise level in classrooms but in varying degrees. It was concluded that the façades most exposed to road traffic noise are subjected to values higher than 55.0 dB(A), and noise levels inside the classrooms are mainly due to the schoolyard, students, and the road traffic. The difference between background (L_A95,30min) and the equivalent noise levels (L_Aeq,30min) in occupied classrooms was 19.2 dB(A), which shows that students’ activities are a significant source of classroom noise.     

Testing the accuracy of smartphones and sound level meter applications for measuring environmental noise

This paper reports on experimental tests undertaken to assess the capability of noise monitoring applications to be utilized as an alternative low cost solution to traditional noise monitoring using a sound level meter. The methodology consisted of testing 100 smartphones in a reverberation room. Broadband white noise was utilized to test the ability of smartphones to measure noise at background, 50, 70 and 90 dB(A) and these measurements were compared with true noise levels acquired via a calibrated sound level meter. Tests were conducted on phones using the Android and iOS platforms. For each smartphone, tests were completed separately for leading noise monitoring apps culminating in 1472 tests. The results suggest that apps written for the iOS platform are superior to those running on the Android platform. They show that one of the apps tested – SLA Lite – is within ±1 dB of true noise levels across four different reference conditions. The results also show that there is a significant relationship between phone age and its ability to measure noise accurately. The research has implications for the future use of smartphones as low cost monitoring and assessment devices for environmental noise.     

Noise abatement schemes for shielded canyons

Access to quiet areas in cities is important to avoid adverse health effects due to road traffic noise. Most urban areas which are or can become quiet (L_A,eq < 45 dB) are shielded from direct road traffic noise. By transfer paths over roof level, many road traffic noise sources contribute to the level in these shielded areas and noise abatement schemes may be necessary to make these areas quiet. Two real life shielded courtyards in Göteborg have been selected as reference cases for a numerical investigation of noise abatement schemes. The selected areas are modelled as canyons with a road traffic noise source modelled outside the canyon by a finite incoherent line source, which is more realistic than both a coherent and an incoherent line source of infinite length. The equivalent sources method has been used for the calculations. For all studied noise abatement schemes in the shielded canyon, the reductions are largest for the lower canyon observer positions. Façade absorption is the most effective when placed in the upper part of the canyon and can typically yield a reduction of 4 dB(A). Constructing 1 m wide walkways with ceiling absorption reduces the level typically by 3 dB(A). These effects are most effective for narrower canyons. For treatments at the canyon roof, reductions are independent of the canyon observer position and amount to 4 dB(A) for a 1 m tall screen and 2 dB(A) for a grass covering of a saddle roof. Downward refracting conditions increase the levels for the lower canyon observer positions and higher frequencies. For sources located in canyons, abatement schemes therein are more effective for noise reduction in the shielded canyon than similar abatement schemes in the shielded canyon itself, given that all contributing source canyons are treated.     

Sleep disturbance by traffic noise: an experimental study in subjects' own houses using a portable CD player

The current study investigated the effect of noise on sleep in subjects' own houses using recorded traffic noises. A railway noise and two kinds of road traffic noise differing in level-fluctuations were used as stimuli. Subjects were exposed all night to the artificially controlled stimuli for 10 days through a portable compact disc (CD) player. The effect of noise on sleep was judged in three ways, namely whether the subject had switched off the CD player, a self-declaration of the subject based on a questionnaire, and the amount of arm movement of the subject during the night as measured by an actigraph. The results of the analysis of the self-declaration data showed that the thresholds where sleep disturbance began were 40-45 dB in for road traffic noise and about 35 dB for railway noise, which corresponded to 50-55 dB in L_A,Fmax of each train noise event. The results of the analysis of the actigraphy data showed a rapid increase in the incidence of mid-sleep awakening at sound pressure levels higher than 50 dB, for railway noise. However, neither of the road traffic noises showed such a tendency, as long as the sound pressure level was less than 55 dB, .     

Factors affecting sound exposure from firing an SA80 high-velocity rifle

The effect of distance on the peak sound pressure level and sound exposure level from an SA80 rifle has been investigated. Sound pressure waveforms were measured in two directions from the gun: downrange, from 50 m to 300 m, and to the left-hand side, from 0.3 m to 32 m. Some additional measurements were made to the right of the gun. Measurements made downrange showed three distinct features of the waveform; the shock wave from the supersonic bullet, the reflection from the ground, and the muzzle blast. The time elapsed between the shock wave and the muzzle blast increased with increasing distance: 94 ms for a distance of 50 m, and 507 ms for a distance of 300 m. The highest peak sound level downrange from a single round was between 151 dB(C) and 148 dB(C) at distances from 50 m to 300 m, and varied little if at all with distance. To the left of the gun, the peak sound pressure level of 161 dB(C) at 0.3 m reduced to 128 dB(C) at 32 m. The peak sound pressure level was estimated to be 137 dB(C) at a distance of approximately 20 m to the left-hand side. Hearing protection must therefore be worn by anyone closer than 20 m to a person firing. The peak sound pressure level was estimated to be 135 dB(C) at a distance of approximately 25 m and therefore hearing protection is recommended at distances of up to 25 m. The sound exposure level of 98 dB(A) at 20 m indicated that an observer at this distance could hear about 1440 rounds without hearing protection before the noise exposure reached the upper exposure action value specified in the Control of Noise at Work Regulations 2005. Peak sound pressure levels were on average 2.4 dB higher at the left ear compared with the right ear.     

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.     

A rail noise prediction model for the Tehran-Karaj commuter train

Rail noise prediction models enable consideration of different scenarios for the optimal management of noise prevention and mitigation. This project is aimed at developing an equation that enables computation of L_A,max for the Tehran-Karaj commuter train, a type of Diesel-Electric Locomotive. The form of the proposed model is derived from equations for predicting L_A,max for a single locomotive pass-by, proposed in the manual prepared by Harris Miller Miller & Hanson Inc. for the US Federal Transit Administration, and in the French rail noise prediction model. The algorithm for predicting L_A,max for the Tehran-Karaj commuter train has been developed on the basis of the 50 measurements from 5 locations at distances of 25 m, 35 m, 45 m, 55 m, and 65 m from the centre of the track and at a height of 1.5 m. In the field measurements, the reference distance and the reference vehicle speed have respectively been set equal to 25 m and 80 km per hour. The reference L_A,max, length and the speed correction coefficients have been estimated from the field measurements and have been found to be 86.2 dB(A), 11.3, and 18.4 respectively. The fitness test (Kolmogorov-Smirnov) and regression analysis indicate satisfactory results.     

Environmental noise pollution in the city of Curitiba, Brazil

This paper presents the results obtained in a study on environmental noise pollution in the city of Curitiba, Brazil. The equivalent sound level values—L_{Aeq, 2hr}—were measured and tabulated for 1000 locations spread over the urban zones of the city of Curitiba. It has been found out that 93.3% out of the locations display during the day equivalent sound levels over 65 dB(A), and 40.3% out of the total number of locations measured display during the day extremely high values of equivalent sound levels: over 75 dB(A).     

The relationship between traffic noise and insomnia among adult Japanese women

To clarify the relationship between traffic noise and insomnia, the authors conducted a survey and measured the actual sound level of noise in an urban area. Questionnaires were distributed to adult women who lived within 150 m from two major roads and were completed by 648 of the 1286 subjects (50.4%). The area was divided into three zones according to distance from the road (more than 50, 20-50 and 0-19.9 m). Fifty-seven subjects (8.8%) were classified as having insomnia. Average values of sound level at distances of 20, 50, and 100 m from the major road were L_eq 64.7, 57.1, and 51.8 dBA, respectively. Overall, there were no significant differences among the three zones in the prevalence of insomnia and no association between distance from the road and insomnia. However, the result from a sub-data set of the subjects who lived in the areas that showed decreasing noise level as the distance from the main road increased showed that distance from the road was associated with insomnia. This study suggests that researchers should consider the actual traffic situation and its sound level in epidemiological studies about the effects of traffic noise on insomnia.     

Sound radiation and sound quality characteristics of refrigerator noise in real living environments

The characteristics of various types of refrigerator noise were investigated in an anechoic chamber and in a real living environment - a 100 m² apartment which is a common size in Korea. It was found that the sound pressure level of the refrigerator noise in the real living room was about 10 dB higher than the level in the anechoic chamber at the same position (1 m in front of refrigerator). In addition, a tolerance level for refrigerator noise was determined by subjective evaluation experiments. Refrigerator noise was presented by a loudspeaker placed in the kitchen where the refrigerator is normally located. Level 2 responses to the subjective evaluation (“hardly perceivable”) corresponded to a sound pressure level of about 26 dB(A), for which 90% of participants were satisfied with the level of refrigerator noise. A semantic differential test using various adjectives was also conducted to evaluate the sound quality of refrigerator noise. With the semantic differential and the factor analysis, adjectives used in this experiment were grouped into three factors. From the results of correlation and multiple regression analyses on the psychoacoustical parameters and subjective evaluations of 30 kinds of refrigerators, sound quality index which predict the subjective rating score were proposed.     

Practical guidance for risk assessment of traffic noise effects on sleep

Environmental noise disturbs sleep and may impair well-being, performance and health. The European Union Directive 2002/49/EC (END) requires member states to generate noise maps and action plans to mitigate traffic noise effects on the population. However, practical guidance for the generation of action plans, i.e. for assessing the effects of traffic noise on sleep, is missing. Based on the current literature, we provide guidance on hazard identification, exposure assessment, exposure-response relationships and risk estimation: there is currently no consensus on both exposure and outcome variables that describe traffic noise effects on sleep most adequately. END suggests the equivalent noise level L_night as the primary exposure variable, and our own simulations of single nights with up to 200 noise events based on a field study on the effects of aircraft noise on sleep support using expert consensus L_night ranges (<30, 30-40, 40-55, >55 dB) for risk assessment. However, the precision of risk assessment may be considerably improved by adding information on the number of noise events contributing to L_night. The calculation of L_night should be extended to the shoulder hours of the day if traffic is busy during these periods. More data are needed on the combined effects of different traffic modes.     

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.     

Anthropogenic sound exposure of marine mammals from seaways: Estimates for Lower St. Lawrence Seaway, eastern Canada

The impact of shipping noise on marine life and quality of marine mammal habitats in oceans and coastal environments has become a major concern worldwide. Background noise can also limits detection of marine mammal sounds in passive acoustic monitoring (PAM) systems. Characterisation of this noise over long time periods and estimates of the exposure of the different marine mammal groups are still very fragmentary and limited to only a few locations. This paper presents such observations for a part of a busy seaway of North America, the St. Lawrence Seaway, which cuts through the Gulf of St. Lawrence and crosses several cetaceans and pinnipeds feeding areas. Noise was continuously recorded for a 5-month period in summer 2005 by an AURAL autonomous hydrophone deployed close to the bottom in the 300-m deep seaway. The maximum received noise level in the 20 Hz-0.9 kHz band reached 136 dB re 1 μPa_rms. The median level of 112 dB re 1 μPa_rms was exceeded 50% of the time due to transiting merchant ships. Median spectral level tracks the reference curve for heavy traffic in oceans and 50% of the noise is within a ±6 dB envelope around it. Strong spectral lines were common at low frequencies and in the 400-800 Hz band. M-weighting functions applied for the three groups of cetaceans and pinnipeds indicate wideband median levels varying from 106 to 112 dB-M re 1 μPa_rms surrounded by a ±5 dB two-quartile interval. Higher values are expected for animals frequenting the sound channel at intermediate depths. As expected, the highest M-weighting levels correspond to low-frequency specialists and pinnipeds. Criteria for assessing the behavioural and physiological impacts of long term exposure of marine mammals to such shipping noise levels need to be worked out.