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1.
This analysis extends the development and testing of a probabilistic model of noise annoyance proposed in an earlier paper [1]. In the model, noise, measured as the level and number of specific events, leads to annoyance through its interference with activities. Testing of the model is based on noise and survey data collected at 56 sites around Toronto International Airport. Logit analysis is used to estimate equations to predict the probabilities of activity interference and annoyance due to road traffic noise and aircraft noise at each site. From these equations, probabilities of high annoyance are predicted and are compared with the proportion of respondents at each site reporting being highly annoyed. For this comparison, the sites are grouped on the basis of having the same 24 hour Leq. Both predicted and reported annoyance values are consistently higher for aircraft noise than for road traffic noise at the same 24 hour Leq. The results support the underlying argument of the model that previously reported source differences in dose-response relationships can be explained by using a model based on single event rather than daily average noise measures.  相似文献   

2.
A path model of aircraft noise annoyance   总被引:1,自引:0,他引:1  
This paper describes the development and testing of a path model of aircraft noise annoyance by using noise and social survey data collected in the vicinity of Toronto International Airport. Path analysis is used to estimate the direct and indirect effects of seventeen independent variables on individual annoyance. The results show that the strongest direct effects are for speech interference, attitudes toward aircraft operations, sleep interruption and personal sensitivity to noise. The strongest indirect effects are for aircraft Leq(24) and sensitivity. Overall the model explains 41% of the variation in the annoyance reported by the 673 survey respondents. The findings both support and extend existing statements in the literature on the antecedents of annoyance.  相似文献   

3.
The results of a study on the relative annoyance by rail or road traffic noise in urban and rural areas are reported. Fourteen areas with rail and road traffic noise with differing levels of loudness (Leq) were investigated. The annoyance was assessed by means of a questionnaire. The analysis of the relationship between annoyance and Leq—performed separately for rail and road traffic noise—shows that the same amount of annoyance is reached for railway traffic noise at Leq levels 4–5 dB(A) higher than for road traffic noise (railway/traffic noise “bonus”). The estimation for the difference values vary for the different variables of annoyance. Furthermore, the difference levels tend to be higher in urban than in rural areas.  相似文献   

4.
The acute annoyance reaction to different noise sources (lorries, aircraft, mopeds and trains) was investigated in a laboratory experiment. Students were exposed to different noise climates at noise levels 70 and 80 dB(A) for 25 minutes, and their reactions were subsequently assessed by using a questionnaire. Their general sensitivity to noise was also evaluated. The results demonstrated that Leq gave the best correlation with annoyance. However, lorry noise was found to be less disturbing than aircraft noise at the same Leq value. This was more pronounced if the different noises were compared at equal peak dB(A) levels. The results suggest that other factors such as the irregularity of the noise or the individual experience of the noise are of importance for the annoyance reaction. A relationship was found between the general annoyance score and annoyance reactions in the laboratory. Questionnaires could thus be a suitable tool for identifying noise sensitive persons.  相似文献   

5.
Seven models were compared in terms of the ability to predict the annoyance due to the combination of aircraft and road traffic noises on the basis of data collected around airports in Ho Chi Minh City and Hanoi, Vietnam. The 24-h average sound levels LAeq,24h and unweighted means of annoyance scores for aircraft, road traffic, and combined noise were used to solve the regression equations for the seven models. The results indicate that road traffic noise exposure and annoyance were more than those of aircraft noise at almost all sites in both Ho Chi Minh City and Hanoi. Among the considered models, the dominant source model yielded the highest coefficients of determination, with R2 values of 0.82 and 0.90 for surveys in Ho Chi Minh City and Hanoi, respectively. These results suggest that the dominant source model is the most useful model in the vicinity of those airports in Vietnam where road traffic noise is more dominant than aircraft noise. This is convenient for situations in which dose-response curves are established separately for different noise sources.  相似文献   

6.
A laboratory study has been carried out to examine the relationships between annoyance and the level of road noise made up of background noise with emergent noisy truck passages. The annoyance caused to test persons was examined in experimental situations for periods of 30 minutes. There were two independent variables: the number of truck passages varied from three to 30, and the categories of overall noise level (Leq for road noise) were 50, 55 and 60 dB(A). Generally, the results showed that for a constant Leq level, annoyance increases with the number of truck passages as far as a certain threshold, where it tends to stabilize; for a constant number of truck passages, the annoyance increases with the Leq level. It is found that although the index Leq is a better criterion of annoyance than the number of truck passages a composite index with the general form αLeq + β log N nevertheless appears to be more reliable in predictions.  相似文献   

7.
The effects of railway noise on residents have been measured with a combined social survey (1453 respondents) and noise measurement survey (over 2000 noise measurements) at 403 locations in 75 study areas in Great Britain. In the analysis of the data methods have been used which take into account many typical noise survey problems including noise measurement errors, unique locality effects and the weakness of the noise annoyance relationship. Railway noise bothers 2% of the nation's population. Approximately 170 000 people live where railway noise levels are above 65 dB(A) 24 hour Leq. Annoyance increases steadily with noise level; thus there is no particular “acceptable” noise level. Railway noise is less annoying than aircraft or road traffic noise of equivalent noise level, at least above 50 to 65Leq. Noise is rated as the most serious environmental nuisance caused by railways. Maintenance noise is rated as a bigger problem than passing train noise. Vibration is the most important non-noise problem. Reactions to vibrations are related to distance from route, train speed and number of trains. The railway survey's highly stratified, probability sample design with many study areas makes it possible to evaluate the effects of area characteristics on reactions. The 24 h Leq dB(A) noise index is more closely related to annoyance than are other accepted noise indices examined. There is no support for ambient noise level or night-time corrections. Thirteen railway operation characteristics were examined. One, the type of traction, has a strong effect on reactions after controlling for Leq (overhead electrified routes are the equivalent of about 10 dB less annoying at high noise levels). Three indicators of railway ancillary noises and non-noise environmental nuisances affect annoyance but most operational characteristics have no effect. The effects of over 35 demographic, attitudinal and neighbourhood characteristics on annoyance are examined. Though most objective characteristics of neighbourhoods and respondents are not correlated with annoyance, three do decrease annoyance (older dwellings, older respondents, and life-time residence). The attitudes which affect annoyance with railway noise are not general ones about railways as transportation sources, but rather ones which are specific to the neighbourhood setting or to railways as environmental intrusions in the neighbourhood. Such attitudes often have less effect on annoyance at low noise levels. In such cases it is the reactions of the more annoyed types of people which are most closely related to noise level.  相似文献   

8.
Exposure-response relationships vary with different noise sources when conventional Leq is used as the noise exposure measure. Further, reported annoyance to multiple noise source environments can be higher than predicted by conventional Leq. Pressure Leq is proposed as a superior unified noise index and some evidence is presented in support of this proposal.  相似文献   

9.
Effect of background levels on community responses to aircraft noise   总被引:1,自引:0,他引:1  
The effect of variations in background noise levels on community reactions to aircraft noise has been investigated by using questionnaire and sound level data collected at a stratified random sample of residential sites in the vicinity of Toronto International Airport. The effects of variations in background noise (24 hour Leq) on both individual and aggregate responses to aircraft noise have been examined. The response variables considered include annoyance, activity interference and complaints. The results of various statistical analyses show that the effect of background level is generally not significant. These findings are consistent with relevant findings from previous laboratory studies, but not with those from previous field studies.  相似文献   

10.
Studies of community annoyance caused by civil aircraft noise exposure were carried out in 18 areas around Gimpo and Gimhae international airports in order to accumulate social survey data and assess the relationship between aircraft noise levels and annoyance responses in Korea. WECPNL, adopted as the aircraft noise index in Korea, and the percentage of respondents who felt highly annoyed (%HA) have been used to assess the dose-response of aircraft noise. Aircraft noise levels were measured automatically by airport noise monitoring system, B&K type 3597. Social surveys were carried out to people living within 100 m of noise measurement points. The Questionnaire used in the survey contained demographic factors, noise annoyance, interference with daily activities and health-related symptoms. The question relating to the aircraft noise annoyance was answered on an 11-point numerical scale. The randomly selected respondents who were aged between 18 and 70 years completed the questionnaire by themselves. In total, 705 respondents participated in the questionnaire. The results show that WECPNL, noise metric considering characteristics of event and intrusive noise, is more reasonable than Ldn, noise metric considering total sound, to assess the effects of aircraft noise on health. It is also shown that the annoyance responses caused by aircraft noise in Korea seems higher than those reported in other countries.  相似文献   

11.
This paper summarizes the results from the 1975 British railway noise study. Noise from railways does cause annoyance and interfere with activities. People in Great Britain appear to find high levels of railway noise to be somewhat less annoying than high levels from other sources. Leq is as closely related to annoyance as any other index examined. Since annoyance increases steadily with noise level there is no particular “acceptable” railway noise level. Overhead electrified routes appear to be less annoying than diesel routes at the same noise levels. Through train noise, maintenance noise and vibration are the most widely noticed problems associated with railways in residential areas.  相似文献   

12.
Some people say they are annoyed by traffic noise. There is rather a lot of evidence to show that where traffic noise is louder, more people say they are annoyed by it. On the basis of this sort of evidence, there is a consensus that road traffic noise causes annoyance, but some studies have detected unexplained peaks of annoyance in quieter places, or a plateau of annoyance in high noise. Such anomalies may especially affect those sensitive to noise. The pattern of alternation of passby noise and background traffic noise explains the positioning in soundspace of anomalies variously reported at 60 dB(A) Leq, 4000 NV and 1800 NHV. Such anomalies occur where there are regular or rapidly alternating patterns of passby noise.  相似文献   

13.
A further study consisting of acoustic and subjective measurements of 552 Chinese firemen at 12 fire stations in Hong Kong has been carried out. Annoyance with aircraft and traffic noise conditions, as expressed by the firemen, was found to correlate well with the acoustic measurements. For aircraft noise the correlation of annoyance with the Number and Noise Index (NNI) was slightly better than with the dB(A) peak value. For traffic noise the similar correlation with the mean sound pressure levels which exceeds 10 % of the sampling period (L10) was slightly better than with the Noise Pollution Level and the Traffic Noise Index. The correlation of the arousal due to the aircraft and traffic noise was similarly found to depend on the NNI and L10 values. However, traffic noise was responsible for more disturbance than aircraft noise. The study demonstrated the desirability of adopting indoor acoustic measurements instead of outdoor measurements for any survey of this kind.  相似文献   

14.
15.
This paper describes a novel aircraft noise simulation technique developed at RWTH Aachen University, which makes use of aircraft noise auralization and 3D visualization to make aircraft noise both heard and seen in immersive Virtual Reality (VR) environments. This technique is intended to be used to increase the residents’ acceptance of aircraft noise by presenting noise changes in a more directly relatable form, and also aid in understanding what contributes to the residents’ subjective annoyance via psychoacoustic surveys. This paper describes the technique as well as some of its initial applications. The reasoning behind the development of such a technique is that the issue of aircraft noise experienced by residents in airport vicinities is one of subjective annoyance. Any efforts at noise abatement have been conventionally presented to residents in terms of noise level reductions in conventional metrics such as A-weighted level or equivalent sound level Leq. This conventional approach however proves insufficient in increasing aircraft noise acceptance due to two main reasons – firstly, the residents have only a rudimentary understanding of changes in decibel and secondly, the conventional metrics do not fully capture what the residents actually find annoying i.e. characteristics of aircraft noise they find least acceptable. In order to allow least resistance to air-traffic expansion, the acceptance of aircraft noise has to be increased, for which such a new approach to noise assessment is required.  相似文献   

16.
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 (LA 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.  相似文献   

17.
Announcements     
A modification of Leq is suggested. The modification is based on the simple fact that noise below a certain threshold may not be heard, and consequently cannot contribute to the annoyance. Results from laboratory experiments show a reasonably good correlation with subjective evaluation. The proposed index may give a new basis for the understanding of the effects of noise control measures.  相似文献   

18.
Several problems related to identifying the potential future impacts of road traffic noise on residential areas require for their solution the ability to predict subjective response to road traffic noise. The main difficulty in using existing regression equations relating subjective response and traffic noise for such predictions is that there has been no reported test of whether or not the data used meet the assumptions of the regression model. If the assumptions are not met, the replicability of the results and hence the reliability of the predictions, as measured by confidence limits or standard errors, cannot be established, because such inference rests on the statistical assumptions. Investigation of the data collected in a traffic noise impact study in southern Ontario indicates that such data meet the assumptions necessary for inference from regression analysis. Consequently, valid estimates of the reliability of predictive equations derived from regression analysis can be made using the standard errors of the regression parameters. This stronger inferential base also permits comparisons among different noise measures oramong different response measures. It appears that several noise measures (Leq, L10, Ldn) are all equally good predictors of subjective response. It also appears that different indicators of subjective response yield significantly different regression parameters.  相似文献   

19.
The effects of traffic background noise on the judged noisiness of aircraft flyover events has been further examined in the study reported here. A series of 72 flyover events were assessed by a jury of 35 observers, during 12 separate listening sessions conducted in a controlled test area designed to simulate typical indoor listening conditions. Each aricraft signal was superimposed on a controlled random traffic background signal having a duration exceeding that of the aircraft event. The primary conclusions reached in this investigation show that the presence of a steady mean traffic background noise can reduce the perceived noisiness of aircraft flyover events, provided that the judgment time available is sufficiently greater than the aircraft event time. For a given peak event level, a reduction in associated background noise of 21 dB(A) is shown to be equivalent subjectively to an increase of 5·5 dB(A) in peak event level, with fixed background conditions. Best linear data regressions were found with an index of the form L0 + k(Lp ? L0), where Lp and L0 are the peak signal and mean background levels, respectively. Although the regressions obtained with the noise pollution index, LNP, for single event judgments generally showed a lower correlation than the L0 and (Lp ? L0) regression variables the score data did show a number of significant trends which are also associated with the LNP index variations computed for single noise events.  相似文献   

20.
Disturbance of sleep by train and road noises was studied through in situ physiological recordings. For the same value of Leq three times as many disturbances due to the noise from road traffic were found as there were due to the train noise. The data on sleep reactions for all the noise events does not show a better train noise adaptation than that for the road noise.  相似文献   

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