Showing papers on "Annoyance published in 1982"

Community annoyance from aircraft and ground vehicle noise

Abstract: Data from published noise‐annoyance surveys are related to a common measure of noise exposure Ldn. The results provide means for predicting the annoyance (experienced by percentages of people of normal and of supersensitivity) attributable to noise from aircraft and from street and road traffic. Correlations of 0.90 to 0.95 are found between Ldn and percentages of people annoyed by aircraft noise when low, moderate, and higher levels of annoyance are measured for both a broad range (35 dB) and a restricted range (20 dB) of Ldn. Noise from urban street and road traffic is shown to cause less annoyance than the noise from aircrafts when both have the same Ldn as typically measured or estimated for outdoors. The difference, equivalent to a difference of about 10 dB in Ldn, is attributed to acoustical factors that diminish in‐and‐around‐the‐home noise dosages from ground vehicular traffic compared to dosages from aircraft operations. Generalized functions showing degrees of annoyance and percentages of U.S. u...

A Study of Annoyance Due to Low Frequency Noise in the Home

Abstract: A survey of complaints of low frequency noise was followed by noise measurements in complainants' homes. The survey showed that annoyance was greatest in the late evening and early morning, leading...

Comments on K. D. Kryter’s paper, ’’Community annoyance from aircraft and ground vehicle noise’’

Abstract: This paper presents a critique of K. D. Kryter’s paper, ’’Community Annoyance from Aircraft and Ground Vehicle Noise’’ [J. Acoust. Soc. Am. 72, xxx–xxx (1982)] in which he purports to show that an earlier paper of Schultz, ’’Synthesis of social surveys on noise annoyance’’ [J. Acoust. Soc. Am. 64, 377–405 (1978)], significantly underestimates the annoyance associated with aircraft noise, and underestimates that due to surface traffic noise. While the earlier Schultz paper may not be entirely correct, a careful study of Kryter’s new analysis suggests that his conclusions are considerably more dubious than he regards those of Schultz.

Measurement and prediction of annoyance caused by time‐varying highway noise

Abstract: Twenty‐eight audiologically normal adult subjects participated in a study designed to assess how well six noise‐rating indices would predict the annoyance caused by 3‐min recorded samples of traffic noise obtained from both nominally constant‐speed and stop‐and‐go traffic. The study was performed in a laboratory simulating a home environment. Annoyance judgments were obtained through the use of a magnitude estimation technique involving a 10‐point scale. Subjects were also asked if they could accept each of the 24 traffic sounds if heard on a regular basis in their homes. Data obtained indicate that the simpler noise‐rating indices, such as the average sound level and the level exceeded 10% of the time, predict annoyance as well as, if not better than, complicated schemes incorporating a measure of either variability or rate‐of‐change of levels with time. Thus it appears that the measurement and computational burdens associated with these complicated schemes are unwarranted.

Effects of repetition rate and impulsiveness of simulated helicopter rotor noise on annoyance

Abstract: Annoyance judgements were obtained for computer generated stimuli simulative of helicopter impulsive rotor noise to investigate effects of repetition rate and impulsiveness. Each of the 82 different stimuli was judged at 3 sound pressure levels by 48 subjects. Impulse repetition rates covered a range from 10 Hz to 115 Hz; crest factors covered a range from 3.2 dB to 19.3 dB. Increases in annoyance with increases in repetition rate were found which were not predicted by common loudness or annoyance metrics and which were independent of noise level. The ability to predict effects of impulsiveness varied between the noise metrics and was found to be dependent on noise level. The ability to predict the effects of impulsiveness was not generally improved by any of several proposed impulsiveness corrections. Instead, the effects of impulsiveness were found to be systematically related to the frequency content of the stimuli. A modified frequency weighting was developed which offers improved annoyance prediction.

Laboratory studies of scales for measuring helicopter noise

Abstract: The adequacy of the effective perceived noise level (EPNL) procedure for rating helicopter noise annoyance was investigated. Recordings of 89 helicopters and 30 fixed wing aircraft (CTOL) flyover sounds were rated with respect to annoyance by groups of approximately 40 subjects. The average annoyance scores were transformed to annoyance levels defined as the equally annoying sound levels of a fixed reference sound. The sound levels of the test sounds were measured on various scales, with and without corrections for duration, tones, and impulsiveness. On average, the helicopter sounds were judged equally annoying to CTOL sounds when their duration corrected levels are approximately 2 dB higher. Multiple regression analysis indicated that, provided the helicopter/CTOL difference of about 2 dB is taken into account, the particular linear combination of level, duration, and tone corrections inherent in EPNL is close to optimum. The results reveal no general requirement for special EPNL correction terms to penalize helicopter sounds which are particularly impulsive; impulsiveness causes spectral and temporal changes which themselves adequately amplify conventionally measured sound levels.

Annoyance caused by propeller airplane flyover noise

Abstract: Two laboratory experiments were conducted to examine the annoyance response of people to the noise of propeller airplane flyovers and to assess potential method of quantifying that annoyance. In each experiment, 64 subjects judged the annoyance of recordings of propeller and jet airplane operations presented at D‐weighted sound pressure levels of 70, 80, and 90 dB in a testing room which simulates the outdoor acoustic environment. The first experiment examined 11 propeller airplanes with maximum takeoff weights greater than or equal to 5700 kg. The second experiment examined 14 propeller airplanes weighing 5700 kg or less. Five jet airplanes were included in each experiment. Perceived noise level predicted annoyance better than A‐, D‐, or E‐weighted sound pressure level. Corrections for tones greater than or equal to 500 Hz generally improved prediction ability for the heavier propeller airplanes. Tone corrections generally degraded prediction ability for the light propeller airplanes. Duration corrections improved prediction ability for the heavier propeller airplanes and degraded prediction ability for the light propeller airplanes. The effect on prediction ability of critical band corrections to perceived noise level varied.

An improved procedure for evaluating the annoyance of small arms ranges

Abstract: By combining annoyance data published in studies of small arms ranges in Sweden and Australia with other data on the acoustics and levels of small arms fire published in limited distribution Army and Navy technical reports, the author derives a computer program for predicting the impact and annoyance of small arms ranges firing ammunition up to 25 mm. Copyright free copies of the computer program written in BASIC will be available for interested participants.

Noise and Annoyance: A New Methodology

Abstract: Two experiments were conducted to investigate the effects of noise intensity on annoyance. The procedure involved the use of a visual signal to designate the impending occurrence of noise (a 1000-Hz pure tone). If the response was performed within 250 ms, noise was avoided; if the response was performed after 250 ms, the noise occurred but terminated with the response. In the first experiment, the findings indicated that the no-noise condition and 50-dBA values were significantly different from the 90-dBA value for both number of avoidance responses and response latencies. These results imply that avoidance responses and their associated latencies are indicators of annoyance. Experiment 2 investigated range effects on the number of avoidance responses and their latencies. An analysis of the 70-dBA condition for three groups resulted in significant differences between a group exposed to 50, 60, 70 dBA and one exposed to 70, 80, and 90 dBA. These results suggest that both the number of avoidance responses a...

Annoyance due to street traffic and aircraft noise

Abstract: Annoyance is an important criterion to assess the health-impairing effects of noise. Affected are especially communications, due to speech interference, as well as relaxation and sleep. The extent of annoyance increases with rising noise load in the street traffic as well as in the air traffic. Air-traffic noise in residential areas should lie below NNI-values of 35; values of above 45 NNI result in a heavy noise load and require sound-protection measures. Street-traffic noise in residential areas should not surpass an Leq value of 60 dB(A) in daytime and 50 dB(A) at night; Leq values of more than 65 dB(A) are qualified as considerable annoyance and are thus critical. In recreation areas the threshold limits should be 5 dB(A) below these values, whereas for shops and offices at main thoroughfares values higher by 5 dB(A) can be tolerated. The noise load should first of all be diminished by stricter regulations for vehicles as well as by measures regarding traffic organization. Furthermore, noise-conscious driving is recommended. Very great traffic noise also requires sound protection measures. Language: de

Multiple-event airplane noise annoyance

Abstract: The annoyance of sessions of airplane noise which contained different noise levels and numbers of flyovers was investigated. The time of occurrence of the high noise level flyovers in the sessions did not significantly affect annoyance, but annoyance increased with the number of such flyovers. Annoyance decreased with test session duration but increased with the total number of flyovers in the test sessions. It is found that the results support an average energy model better than a total energy model, the annoyance decay model, or the dB(A) peak concept.

Subjective rating of sound insulation: A pilot study

Abstract: A pilot field study of the subjective rating of the sound insulation of party walls was carried out on 98 subjects. Twenty‐four hour background noise measurements were made in each home and the sound transmission loss of the party walls were measured in 1/3‐octave bands. Significant relationships were obtained between annoyance responses and both STC and A‐weighted transmission loss values. Measured noise levels in the neighbor's home also related significantly to measured annoyance, but no reduction of annoyance was observed due to noise levels in the subject's own home. The various annoyance responses were less homogeneous, more personal, and more unique than those commonly found in traffic noise studies.

Effect of Noise on Human Psychology and Performance: A Critical Review

Abstract: Human body is like a resonant and rhythmical instrument which may be excited by musical as well as noisy sounds. This excitation could be both physiological and psychological and the level of excitation is dependant on the type and the intensity of noise, duration of exposure and the person being exposed to it. Noise of low intensity may cause psychological over-excitation and hence annoyance to certain introvert persons and can cause severe irritation to people with slight psychological instability. This in turn may adversely affect the performance of an otherwise healthy and skilled worker on a demanding job.

A study of general aviation community noise impact and annoyance

Abstract: The method involved the selection of three airports which were dominated by aircraft weighing 12,500 lbs or under and which were also undergoing a change relative to utilization. Also, there was interest in airports with different utilization levels so that effect of number of operations could be considered. In addition, there was a requirement to select airports with communities in the surrounding areas which were exposed to aircraft operations noise. Noise annoyance response data was obtained from available sources. These sources included environmental impact statements, interviews with airport managers, noise complaint information, community meetings concerned with projected changes in airport utilization, and social survey data. As a means of objectively assessing the noise impact due to aircraft operations, noise measurement and computer noise modeling determinations were obtained for each airport. Listening quality tape recordings were also obtained.

Differences Between Anger and Annoyance

Abstract: In order to understand a phenomenon such as anger, it is often helpful to explore the similarities and differences between it and other closely related phenomena. That was the implicit rationale behind the discussion in Chapter 3 of cross-cultural variations in aggressive syndromes. The purpose of the present chapter is to contrast anger with a closely related emotion in our own culture, namely, annoyance. There is no special reason for selecting annoyance (as oppossed, say, to contempt or jealousy) for this purpose. A little reflection suggests, however, that “annoyance” is the most common, as well as the most inclusive, term for relatively mild states similar to anger.

Influence of the number of vehicles in the emergence of sound events on the annoyance expressed - experimental study

Abstract: The acoustical index leg was studied to determine its accuracy in predicting annoyance from traffic noise. Annoyance was tested in experimental situations where the frequency of the number of heavy vehicles varied from 3 to 30 HV/30 min for different classes of the Leg level at 50, 55, 60 dB(A) of traffic noise. The results showed that: (1) for a constant Leg level the annoyance increases as a function of the number of HV up to a certain threshold at which the annoyance is stabilized; (2) for a constant frequency of passage of HV, the annoyance increases with the Leg level; (3) composite indexes of the type Leg + Log NHV, L1 + EMER or L1 + L10 give a predictive value greater than that of the Leg pr Log nHV taken alone.

Effect of Synthesized Propeller Vibration on Passenger Annoyance in a Turboprop Interior Noise Environment

Abstract: The effect of synthesized propeller vibration on passenger annoyance to aircraft noise was investigated in passenger ride quality apparatus. Passenger reactions of annoyance to a wide range of potential turboprop interior noise environments were obtained under three simulated vibration conditions: no vibration, armrest vibration, and armrest plus cabin vibration. The noises, ranging from 71 to 95 dB(A) consisted of a turbulent boundary layer with a factorial combination of five blade passage frequencies (50 to 200 Hz), two harmonic roll offs, and three tone to noise ratios. Results indicate that passenger annoyance to noise in the presence of armrest vibration did not significantly change. However, those passengers exposed to cabin plus armrest vibration while being exposed to noise lower rating for the combined cabin vibration and noise environment compared with the rating for the noise along environment. This result is predicted by the ride quality model.