Impact of aircraft sound quality combined with the repetition of aircraft flyovers on annoyance as perceived activity disturbance in a laboratory context

This study focuses on perceived activity disturbance evaluated by participants who are subjected to the repetition noise of current aircraft and modified aircraft in regard to tonal quality. A previous study devoted to the sound quality of aircraft noise revealed that one of the most important perceptive features is the emergence of Doppler shifted tones. Six 20-min sound sequences were created combining two variables: number of aircraft (N₁ with six aircraft and N₂ with 10 aircraft plus one sequence without aircraft N₀) and tonality (sequences with current aircraft, sequences with +5 dB-amplified tonality and sequences with −5 dB-attenuated tonality). For all sequences, the equivalent sound level and the peak level of the loudest event are constant, except for the sequence without aircraft. Sixty-three subjects, attending two different sequences in one session, rated on a category scale the level of activity disturbance due to the noise environment when carrying out memory and concentration tasks. The order of presentation was controlled as an additional variable in the variance analyses. The perceived activity disturbance is significantly influenced by the equivalent sound level. The influence of the number of aircraft flyovers is statistically significant at the 5% level. High tonal components have no effect on perceived disturbance. Memory and concentration performances, measured by number of incorrect or correct answers, are influenced only by the order of presentation, revealing the importance of the learning effect. Reaction time, which is influenced by the equivalent sound level, seems better adapted for measuring the effect of noise on task achievement. These results are discussed in regard to related research.     

Review of field studies of aircraft noise-induced sleep disturbance

Aircraft noise-induced sleep disturbance (AN-ISD) is potentially among the more serious effects of aircraft noise on people. This literature review of recent field studies of AN-ISD finds that reliable generalization of findings to population-level effects is complicated by individual differences among subjects, methodological and analytic differences among studies, and predictive relationships that account for only a small fraction of the variance in the relationship between noise exposure and sleep disturbance. It is nonetheless apparent in the studied circumstances of residential exposure that sleep disturbance effects of nighttime aircraft noise intrusions are not dramatic on a per-event basis, and that linkages between outdoor aircraft noise exposure and sleep disturbance are tenuous. It is also apparent that AN-ISD occurs more often during later than earlier parts of the night; that indoor sound levels are more closely associated with sleep disturbance than outdoor measures; and that spontaneous awakenings, or awakenings attributable to nonaircraft indoor noises, occur more often than awakenings attributed to aircraft noise. Predictions of sleep disturbance due to aircraft noise should not be based on over-simplifications of the findings of the reviewed studies, and these reports should be treated with caution in developing regulatory policy for aircraft noise.     

Testing a theory of aircraft noise annoyance: a structural equation analysis

Previous research has stressed the relevance of nonacoustical factors in the perception of aircraft noise. However, it is largely empirically driven and lacks a sound theoretical basis. In this paper, a theoretical model which explains noise annoyance based on the psychological stress theory is empirically tested. The model is estimated by applying structural equation modeling based on data from residents living in the vicinity of Amsterdam Airport Schiphol in The Netherlands. The model provides a good model fit and indicates that concern about the negative health effects of noise and pollution, perceived disturbance, and perceived control and coping capacity are the most important variables that explain noise annoyance. Furthermore, the model provides evidence for the existence of two reciprocal relationships between (1) perceived disturbance and noise annoyance and (2) perceived control and coping capacity and noise annoyance. Lastly, the model yielded two unexpected results. Firstly, the variables noise sensitivity and fear related to the noise source were unable to explain additional variance in the endogenous variables of the model and were therefore excluded from the model. And secondly, the size of the total effect of noise exposure on noise annoyance was relatively small. The paper concludes with some recommended directions for further research.     

Aircraft noise-monitoring according to ISO 20906: Evaluation of uncertainty derived from the human factors affecting event detection

One of the most important issues in aircraft noise monitoring systems is the correct detection and marking of aircraft sound events through their measurement profiles, as this influences the reported results. In the recent ISO 20906 (unattended monitoring of aircraft sound in the vicinity of airports) this marking task is split into: detection from the sound level time history, classification of probable aircraft sound events, and the concluding identification of aircraft sound events through non-acoustic features.An experiment was designed to evaluate the factors that influence the marking tasks and quantify their contribution to the uncertainty of the reported monitoring results for some specific cases. Several noise time histories, recorded in three different locations affected by flyover noise, were analyzed by practitioners selected according to three different expertise levels. The analysis was carried out considering three types of complementary information: noise recordings, list of aircraft events and no information at all.Five European universities and over 60 participants were involved in this experiment.The results showed that there were no significant differences in the results derived from factors such as the participant’s institution or the expertise of the practitioners. Nonetheless, other factors, like the noise event dynamic range or the type of help used for marking, have a statistically significant influence on the marking tasks. They cause an increase of the uncertainty of the reported monitoring and can lead to changes in the overall results.The experiment showed that, even when there are no classification and identification errors, the detection stage causes uncertainty in the results. The standard uncertainty for detection ranges from 0.3 dB for those acoustic environments where aircraft are clearly detectable to almost 2 dB in more difficult environments.     

Sound quality characteristics of refrigerator noise in real living environments with relation to psychoacoustical and autocorrelation function parameters

Psychoacoustical and autocorrelation function (ACF) parameters were employed to describe the temporal fluctuations of refrigerator noise during starting, transition into/from the stationary phase and termination of operation. The temporal fluctuations of refrigerator noise include a click at start-up, followed by a rapid increase in volume, a change of pitch, and termination of the operation. Subjective evaluations of the noise of 24 different refrigerators were conducted in a real living environment. The relationship between objective measures and perceived noisiness was examined by multiple regression analysis. Sound quality indices were developed based on psychoacoustical and ACF parameters. The psychoacoustical parameters found to be important for evaluating noisiness in the stationary phase were loudness and roughness. The relationship between noisiness and ACF parameters shows that sound energy and its fluctuations are important for evaluating noisiness. Also, refrigerator sounds that had a fluctuation of pitch were rated as more annoying. The tolerance level for the starting phase of refrigerator noise was found to be 33 dBA, which is the level where 65% of the participants in the subjective tests were satisfied.     

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.     

Perceived quality features of aircraft sounds: An analysis of the measurement characteristics of a newly created semantic differential

The increasing air traffic in the past has led to the fact that and more and more people were affected by aircraft noise. Since the potential of reducing noise level of current aircraft will be limited in the future after recent developed techniques have been realized in practice.Therefore, additional efforts are necessary to improve the sound quality of aircraft noise and give hints to aircraft manufactures concerning components that have to be acoustically optimized. The present study describes the development of an item list for a semantic differential (SD) that is appropriate for the determination of different perceptive features of aircraft sound quality and focuses on the estimation of the reliability of this new instrument. The selected 10 SD items have relation to the sound components emitted by the different technical devices of airplane engines.The analyses of the measurement characteristics of the different items were based on G-theory. This method presupposes data possessing interval-scale-level characteristics. Therefore, the used rating scales were examined with respect to this attribute. The results verified that the data fulfill this precondition. The results gave evidence that the judgments show large inter-individual differences. The proportion of variance which can be traced back to the factor “aircraft sound” amounted to at most one-fifth of total variance indicating that the differences between the aircraft sounds are rather small. Nevertheless, the findings demonstrate that it is possible to measure not all but several decisive aspects with sufficient reliability and expense.     

Effects of different noise combinations on sleep, as assessed by a general questionnaire

In the present study, the effects of different noise combinations on sleep were assessed in two contexts, with a single noise source and with combined noise sources. Road traffic noise, and construction or movie noise combined with road traffic noise were used as the single noise source and the combined noise sources, respectively. When the sound pressure level of road traffic noise was kept constant, levels of the construction and movie noise were changed. Twenty participants were followed for approximately 2 weeks, during which their sleep was evaluated using a questionnaire, including questions on sleeping behavior, premature awakening, and subjective responses. The results showed that the combined noise sources including construction noise decreased the number of participants who fell asleep within an hour and increased the number that were awakened prematurely compared to the effects of road traffic noise combined with movie noise. However, similar tendencies were observed while evaluating sleep quality, sleep disturbance, and annoyance.     

Interactive simulation of aircraft noise in aural and visual virtual environments

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 L_eq. 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.     

Highway noise barrier perceived benefit

A laboratory experiment was performed in which 82 subjects judged the benefit of a noise barrier by listening to tape recordings of before-barrier and after-barrier traffic noise. These perceived benefit judgments were related by regression analysis to the barrier attenuation, the before-barrier traffic sound level, and a music background level, all of which were varied over the course of the experiment. Prediction equations were developed for barrier benefit in terms of these sound levels, their purpose being to provide a model for barrier benefit that can be used in barrier site selection and design. An unexpected finding was that barrier benefit was highest when before-barrier sound levels were lowest: i.e., subjects preferred a noise barrier that solved a moderate noise problem over an equally-attenuating barrier that only partially solved a more severe noise problem.     

Noise within the social context: annoyance reduction through fair procedures

The social context of noise exposure is a codeterminant of noise annoyance. The present study shows that fairness of the exposure procedure (sound management) can be used as an instrument to reduce noise annoyance. In a laboratory experiment (N = 117) participants are exposed to aircraft sound of different sound pressure level (SPL: 50 vs 70 dB A)--which is experienced as noise--while they work on a reading task. The exposure procedure (fair versus neutral) is modeled in line with findings from social justice theory. In the fair condition, participants can voice their preference for a certain sound sample, although they cannot deduce whether their preference is granted. In the neutral condition, participants are not asked to voice their preference. Results show the predicted interaction effect of sound pressure level and procedure on annoyance: Annoyance ratings are significantly lower in the fair condition than in the neutral condition, but this effect is found only in the 70 dB condition. When the SPL is considerably disturbing, fair procedures reduce noise annoyance. Consequences of the reported findings for both theory and practice are discussed.     

The disturbance caused to school teachers by noise

A survey to investigate the disturbance caused to secondary school teachers by noise is described. Although the survey sample was selected on the basis of road traffic noise exposure it has also been possible to draw conclusions about the disturbance by aircraft noise. Quantitative relationships have been established between the proportions of teachers bothered by noise and the noise level to which they are exposed. The results of this school survey are compared with dwelling noise surveys.     

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.     

Annoyance caused by simultaneous impulse, road-traffic, and aircraft sounds: a quantitative model.

In this study, total annoyance caused by different simultaneous environmental sounds is investigated. In spite of a number of puzzling data in the literature, it is fairly well established that in combinations in which the annoyance of one source is considerably higher than that of another source, total annoyance is equal to the maximum annoyance of the separate sources. For combinations in which both sounds are about equally annoying, total annoyance seems to be higher than the maximum source-specific annoyance. The available data, however, are too rough to model total annoyance in these conditions. The present laboratory studies were therefore designed to explore further possible procedures to quantify total annoyance. Subjects rated the (total) annoyance caused by various combinations of impulse, road-traffic, and aircraft sounds. The results support a simple model which predicts the overall or total rating sound level L(t) for combinations of several types of sounds. Here, L(t) is numerically equal to the A-weighted equivalent sound level L(eq) of road-traffic sound with the same annoyance as caused by the combination of sounds. In the model, the sound exposure caused by the impulse and/or aircraft sounds is first expressed in the L(eq) of equally annoying road-traffic sound. With the help of source-specific dose-effect relationships, this is achieved by adding level-dependent penalties to the L(eq) of the respective sources. Weighted summation of the corrected L(eq)'s of the various sources then results in L(t). An optimal overall fit of the data from two separate experiments was obtained when the weighted summation of the corrected L(eq)'s was performed with the parameter k in k log(sigma 10(corrected L(eq) of source j)/k) set to 15. The standard deviation of the differences between the experimental results and the model predictions with k = 15 was equivalent to the small change in annoyance produced by a 1.5-dB shift in the L(eq) of road-traffic sound. Adoption of k = 15 implies that after correction, two equal L(eq)'s yield a total rating sound level which is 4.5 dB higher than each single-source corrected L(eq).     

MP3 player listening sound pressure levels among 10 to 17 year old students

Using a manikin, equivalent free-field sound pressure level measurements were made from the portable digital audio players of 219 subjects, aged 10 to 17 years (93 males) at their typical and "worst-case" volume levels. Measurements were made in different classrooms with background sound pressure levels between 40 and 52 dBA. After correction for the transfer function of the ear, the median equivalent free field sound pressure levels and interquartile ranges (IQR) at typical and worst-case volume settings were 68 dBA (IQR?=?15) and 76 dBA (IQR?=?19), respectively. Self-reported mean daily use ranged from 0.014 to 12 h. When typical sound pressure levels were considered in combination with the average daily duration of use, the median noise exposure level, Lex, was 56 dBA (IQR?=?18) and 3.2% of subjects were estimated to exceed the most protective occupational noise exposure level limit in Canada, i.e., 85 dBA Lex. Under worst-case listening conditions, 77.6% of the sample was estimated to listen to their device at combinations of sound pressure levels and average daily durations for which there is no known risk of permanent noise-induced hearing loss, i.e.,?≤ 75 dBA Lex. Sources and magnitudes of measurement uncertainties are also discussed.     

Effect of background levels on community responses to aircraft noise

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 L_eq) 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.     

我国机场噪声评价量与噪声影响的定量关系

本文对我国机场航空噪声评价量LWECPN(计权等效连续感觉噪声级)与国外常用的评价量LDN(昼夜等效声级)的内涵进行了分析，导出了两者之间的关系，并借助这一关系和国外研究成果得到了机场周边社区人群中受到航空噪声强烈干扰的人数比例与LWECPN的关系式。