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.     

Industrial noise levels and annoyance in Egypt

Annoyance and increase of accident risk of workers from industrial noise levels in Egypt were studied. 683 workers from 15 Egyptian sites of industry, ranging from food to metal industry were evaluated. The goals of this study are to carry out measurements to evaluate industrial noise levels, are these levels exceeded the permissible levels set by Egyptian noise standard and policy to protect public health of workers?, to examine worker’s attitudes towards industrial noise, to know the relationship between industrial noise levels and degree of annoyance. Results showed that equivalent continuous noise levels ranged from 70 to 100 dB (A). Annoyance of respondents showed that 47.1% were highly annoyed, 5.8% their hearing were harmed. There was a strong relationship between industrial noise levels and percentage of highly annoyed respondents. By increasing industrial noise level possibility of workers to make accident was also increased. Respondents suggest less maximum daily exposure duration than those set by Egyptian law.     

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.     

Exposure-effect relationships between road traffic noise annoyance and noise cost valuations in Valladolid, Spain

Environmental noise can produce negative effects on people’s health since it interferes with basic activities such as sleeping, resting, studying and communicating. These effects depend not only on the physical characteristics of the noise itself, but also on parameters associated to each person and each environment. It is thus important to study noise pollution from a quantitative point of view as well as a from the point of view of the annoyance that it produces in the population.We have conducted a social survey aiming to identify the main sound sources, evaluate the annoyance and analyse the main effects of noise on people. The survey was distributed to a sample of people living approximately in the corners of an imaginary 250 m grid placed over the map of the city of Valladolid (Spain). The same corners were used to perform in situ measurements for a noise city map.There are two main purposes for this research work: (1) we want to compare the objective noise measurements to the annoyance reported by the people in order to find some kind of dose-effect relationship, and (2) we want to analyse how the population of Valladolid evaluates noise reduction from an economical and social point of view.     

Influence of noise sensitivity on annoyance of indoor and outdoor noises in residential buildings

A survey and a laboratory experiment were conducted to investigate the influence of noise sensitivity on the annoyance caused by indoor residential noises and outdoor traffic noise. Results showed that noise sensitivity significantly influenced the annoyance level caused by both indoor and outdoor noise, consistent with previous studies on transportation noise. Annoyance level was significantly correlated with sensitivity in both the survey (r = 0.42–0.48 and 0.35 for indoor and outdoor noises, respectively) and the laboratory experiment (r = 0.25 and 0.14 for indoor and outdoor noises, respectively), in which noise exposure was controlled at 50 dBA. The correlation coefficient for indoor noise was higher than that for outdoor noise and was also higher than the average values (r = 0.3 and 0.22 for uncontrolled and controlled noise exposures, respectively) calculated using the results of several previous studies on outdoor transportation noise. Sensitivity was found to have a greater influence on the percentage of people who were highly annoyed by the indoor noise than it did on those affected by the outdoor noise.     

Effects of acoustical noise on annoyance, performance and fatigue during mental memory task

This paper describes the effects of meaningful and meaningless external acoustical noise, at various sound pressure level values, on participants during a mental task. That is, the authors focused on the psychological impression of `annoyance' caused by noise, and `performance' indicated by factors such as percentage of correct answers and reaction time. More specifically, the authors discussed how these two items depend on the sound pressure level value of noise, and how they change due to meaningful or meaningless noise. Moreover, the difference between subjective feelings of `fatigue' before and after the task, both with and without noise was considered. Furthermore, an investigation was made into how the above items change in the case of aural or visual task presentations. The task was the probe digit, which is a short-term memory task. As a result, the importance of reducing meaningful external noise at low sound pressure level values was shown.     

Noise annoyance assessment of various urban road vehicle pass-by noises in isolation and combined with industrial noise: A laboratory study

Noise maps are diagnosis tools which represent the noise exposure situation using the energy-based index L_den (the day–evening–night level). Two major drawbacks may be attributed to noise maps: (1) energy-based indices only account for one acoustical factor (exposure level) that may give rise to annoyance; (2) combined exposures situations are left unframed.     

Effect of masking noise on cognitive performance and annoyance in open plan offices

Even for low noise levels, employees working in open-plan offices declare they are disturbed by different sound sources and especially by intelligible speech. This paper presents two experiments that aim at studying the effects of sound sources on task performance and cognitive load. In the first experiment, thirty-five individuals were assigned a serial memory task in four noise conditions: printers, intelligible speech, non-intelligible speech and phone rings. Noise annoyance was assessed by measuring task performance and cognitive workload (NASA-TLX). Although there was no significant difference between intelligible speech, unintelligible speech and phone ring tone signals in terms of annoyance, the performance in a memory task decreased in the presence of intelligible speech. In the second experiment, the relevance of a new intelligibility index was evaluated. This index was derived from eSII as defined by Rhebergen et al. (2006) to deal with fluctuating noise as speech babble. Fifty-five subjects performed a serial memory task in four STIt (time varying Speech Transmission Index calculated for every 12.5 ms in dynamic environment) conditions (from 0.38 to 0.69) while STI values were kept constant (around 0.36). No significant difference appeared between the decreases in performance observed with multiple levels of intelligibility. However, a significant difference between two groups of individuals appeared in performance measurements. The group of better performers seemed to be less affected by the high level of intelligibility condition than the other ones.     

Pair-wise comparison experiment on subjective annoyance rating of noise samples with different frequency spectrums but same A-weighted level

A pair-wise comparison experiment on subjective annoyance rating of nine different noise samples is the focus of this paper. These noise samples collected from some associated facilities in urban residential areas are classified into three different types according to their frequency characteristics, and their A-weighted levels are equalized at 65 dBA. Based on the assessment of judging errors and statistical validity analysis of each testee’s evaluating matrix, invalid data are eliminated. The results show that the percentage of testees who chose noise samples containing more low frequency components had an obvious downside trend with the descending degree of annoyance from ‘the most annoyed’ to ‘the least annoyed’. The result indicates that noise which has low frequency characteristic is more annoying than noise of other frequencies when their A-weighted level are the same. Therefore, A-weighted level cannot scientifically assess noise annoyance which contains low frequency components mostly.     

Correlation between rolling noise generation and rail roughness of tangent tracks and curves in time and frequency domains

Despite considerable advantages of the railway track over other means of transportation, noise pollution is the main adverse consequence of railway transportation. The basic cause of railway noise is rail corrugation. Although characteristics of railway noise have been considerably studied in the literature, rail corrugation effects on rolling noise generation in tangent tracks and the curves have not been sufficiently investigated. This research addresses the limitations of the current understanding of the rolling noise generation by investigating rail corrugation effects on rolling noise in tangent tracks and curves. This research was made based on the results obtained form a thorough field investigation carried out in a railway line which includes tangents tracks and sharp curves. A track geometry recording car was used to measure rail corrugations. For this purpose, an indirect method was developed in this research to obtain rail corrugation patterns from the data recorded by the track recording car. The effectiveness of the new method was shown. The induced noises were recorded using two particular types of microphones and implementing the method suggested by the ISO 3095 Standard. The rolling noise signal was distinguished from the total noise, using Butterworth Band-Pass Filtering. The role of rail corrugations in the rolling noise was discussed. Correlations were made between various types of corrugations and the induced noises. The results were presented and discussed in the spatial and frequency scales. Results obtained have led to new findings in rail corrugation effects on rolling noise generation. This research paves a way toward a better understanding of rolling noise sources and the parameters influencing the noise.     

Railway noise and vibration annoyance in residential areas

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. L_eq 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.     

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.     

Aircraft noise annoyance modeling: Consideration of noise sensitivity and of different annoying acoustical characteristics

Noise annoyance due to aircraft flyover noise was assessed under laboratory conditions. The main objectives of the study were: (i) to identify influential acoustical features of noise annoyance, (ii) to propose noise indices to characterize these acoustical features and (iii) to enhance annoyance models including influential acoustical and non-acoustical variables. Therefore, a verbalization task was performed by the participants of the experiment to collect their whole impression concerning the aircraft flyover noises for which they rated annoyance. This verbalization task highlights that noise annoyance was influenced by three main acoustical features: (i) the spectral content, (ii) the temporal variation and (iii) the perceived sound intensity. Four combinations of noise indices were used to propose multilevel annoyance models, in combination with the individual noise sensitivity. Noise sensitivity was found to highly contribute to annoyance models and should therefore be considered in future studies dealing with noise annoyance due to aircraft noise. Different combinations of noise indices coupled with noise sensitivity were found to be promising for future studies that aim to enhance current annoyance models.     

A quantification model of overall dissatisfaction with indoor noise environment in residential buildings

A quantification model concerning overall dissatisfaction from multiple noise sources in residential buildings and underlying assumptions were presented. The model was constructed by two steps; a survey and an auditory experiment. The relation between dissatisfaction with the indoor noise environment and dissatisfaction with individual noises such as floor impact, airborne, drainage, and traffic noises was first found in the survey. The annoyance from individual noises was obtained as a function of the noise level from the laboratory experiment. Then, annoyance ratings were translated into the percentage of dissatisfaction based on the relation between annoyance and dissatisfaction obtained from the survey. Finally, equations were derived for predicting the degree of dissatisfaction with the overall indoor noise environment using individual noise levels, and a classification method for the noise environment with multiple noise sources were proposed. The procedure and the quantification model can be used for the assessment of the associated overall dissatisfaction of the indoor noise environment on the basis of the level of individual sources.     

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.     

A methodology to study noise annoyance and to perform Action Plans follow up using as input an existing survey and noise map: Application to the city of Málaga (Spain)

The main purpose of this work is to establish a methodology which uses the advantages of stratified sampling to study noise perception. Taking as a starting point the results of an existing psychosocial survey of a large population sample, the proposed procedure consists in stratifying the original sample into homogeneous groups (clusters or classes) as far as noise perception/annoyance, and then select some representatives within each group. Those representatives will be used for further inquiries relating to noise annoyance perception (i.e. action plans follow up) and may facilitate further data acquisition making it faster and cheaper to acquire without significant precision loss.According to the European Directive 2002/49/EC, action plans for noise perception and noise level conflicts reduction shall be based both on existing noise maps and existing psychosocial surveys. It is in this context that the proposed methodology can be useful, since it will allow action plans follow up and thus evaluate in a fast and cost effective way the impact of action plans on the population.The methodology has been applied to the Málaga psychosocial survey results and the variability of estimates when working with subsamples (representatives from each group) has been studied. It is observed that performing a stratified sampling technique on the clusters optimizes the cost/precision ratio of estimators.     

Annoyance due to railway noise before and after the opening of the Kyushu Shinkansen Line

The development of the Shinkansen railway network in Japan has continued since 1964; however, associated noise and vibration have seriously affected communities located beside the lines. The Kyushu Shinkansen Line (KSL) was opened in 2011 and a second temporary conventional railway line (STL) was operated in 2012. The purpose of this study was to compare community responses to railway noise and vibration before and after the opening of these two lines. Socio-acoustic surveys were performed in Kumamoto from 2009 to 2012, where the conventional and Shinkansen lines are adjacent. The noise and vibration exposures were increased slightly after the opening of the KSL but decreased slightly after the opening of the STL. When multiple logistic regression analysis was applied using highly annoyed/annoyed as the dependent variable and using day–evening–night sound level (L_den) and a dummy variable of before or after the opening of the KSL as independent variables, high annoyance was not changed significantly but moderate annoyance decreased significantly following the opening. There was no significant difference in either high or moderate annoyance between the periods before and after the opening of the STL.     

Evaluation and analysis of the environmental noise of Messina, Italy

In this paper, the results of a study on the environmental noise pollution of the city of Messina (Italy) are presented. The investigation has included a preliminary classification of the territory in six acoustically homogeneous areas according to Italian noise regulations. On the basis of the resultant acoustic zoning 35 sites were selected for an experimental survey. This last has been carried out by extensive measurements of the main indexes for noise pollution (L_eq, L₁, L₁₀, L₅₀, L₉₀, L₉₉) and of the traffic flow and composition. Results indicate that: (a) main roads of Messina are overloaded by traffic flow during day-time period and that in all the examined sites daily average sound levels due to road traffic exceed environmental standards by about 10 dBA; (b) environmental noise exhibits a certain degree of spatial variance resulting primarily from the peculiar geo-morphological structure of the town and from the transport infrastructure and (c) more than 25% of residents should be highly disturbed by road traffic noise.     

Annoyance response to mixed transportation noise in Hong Kong

To better understand mixed transportation noise-annoyance response, a study was undertaken in Hong Kong to (1) unravel factors affecting annoyance response to mixed transportation noise; (2) contrast noise-annoyance relationships between road traffic and railway noise dominant situations; and (3) explain the differences, if any, between the two using structural equation modelling from the data collected in a social survey. Results of this study show that annoyance is largely determined by noise disturbance and perceived noisiness. Personal noise sensitivity, attitudes towards different means of transport and perceived quality of the living environment are secondary contributing factors. When road traffic noise dominates, annoyance is primarily determined by noise disturbance caused by the peaks of railway noise events; when railway noise dominates, peaks of train events can induce annoyance response directly without causing disturbance. Policy implications of such results on how to minimize noise-annoyance response are discussed in the paper.