Showing papers on "Noise pollution published in 1972"

Community reaction to aircraft noise around smaller city airports

Abstract: The results are presented of a study of community reaction to jet aircraft noise in the vicinity of airports in Chattanooga, Tennessee, and Reno, Nevada. These cities were surveyed in order to obtain data for comparison with that obtained in larger cities during a previous study. (The cities studied earlier were Boston, Chicago, Dallas, Denver, Los Angeles, Miami, and New York.) The purpose of the present effort was to observe the relative reaction under conditions of lower noise exposure and in less highly urbanized areas, and to test the previously developed predictive equation for annoyance under such circumstances. In Chattanooga and Reno a total of 1960 personal interviews based upon questionnaires were obtained. Aircraft noise measurements were made concurrently and aircraft operations logs were maintained for several weeks in each city to permit computation of noise exposures. The survey respondents were chosen randomly from various exposure zones.

Development of a noise annoyance sensitivity scale

Abstract: Examining the problem of noise pollution from the psychological rather than the engineering view, a test of human sensitivity to noise was developed against the criterion of noise annoyance. Test development evolved from a previous study in which biographical, attitudinal, and personality data was collected on a sample of 166 subjects drawn from the adult community of Raleigh. Analysis revealed that only a small subset of the data collected was predictive of noise annoyance. Item analysis yielded 74 predictive items that composed the preliminary noise sensitivity test. This was administered to a sample of 80 adults who later rate the annoyance value of six sounds (equated in terms of peak sound pressure level) presented in a simulated home, living-room environment. A predictive model involving 20 test items was developed using multiple regression techniques, and an item weighting scheme was evaluated.

The cost of airport noise

Abstract: The model to estimate the cost of aircraft noise devised for the Roskill Commission on the Third London Airport is explained and discussed. The treatment used by the commission for different activities affected by noise was based on the principle of trying to forecast how the activity in question would react to the impact of noise. A first step in the costing noise nuisance model is to determine the smallest amount the government would have to pay to each householder to willingly accept the noise nuisance. Details of the model operation are discussed and illustrated by a diagram. Problems in arriving at values to use in the model are discussed. Residential noise costs for Nuthampstead (72 million pounds sterling) and the three other sites are discussed. These noise costs are important in distinguishing between alternative London Airport sites.

Predicting community response to blast noise

Abstract: A preliminary method is given to predict annoyance levels in the environs of a blasting area. The means are given to scale X pounds of TNT to 1 lb of TNT; buried charges and above ground detonations are also considered. Various ways to predict probable blast overpressure and spectrum as a function of distance on days exhibiting adverse weather conditions are considered. The annoyance of man by blast noise is predicted using the composite noise rating (CNR) and, for this calculation, the impulsive noise startle correction factor suggested by Kryter is added to the perceived noise level. Blast noise case histories are considered for verification of the prediction method, and the prediction method is suitable for computer computation of “equal annoyance” contours.

A survey into the annoyance caused by aircraft noise and road traffic noise

Abstract: The results of a social survey designed to investigate the influence of background (road traffic) noise on annoyance due to aircraft noise, and on general dissatisfaction with the total noise environment are presented. Nine sites with 3 aircraft and 3 traffic conditions were selected and 35 people per site interviewed. The regression lines for site mean aircraft annoyance scores (Guttman Scale) for each traffic condition show that the same annoyance score is achieved at an aircraft exposure 10 NNI lower, when traffic is reduced from heavy to access only. The general noise dissatisfaction shows an increase with traffic at low NNI, but a decrease at high NNI. The use of the noise pollution level unit satisfactorily explains this result, increasing the correlation coefficient for the grouped data from 0.94 against NNI to 0.96. (Author)

Community response to aircraft noise.

Abstract: Organized community resistance to any plan of airport development has become so intense that noise exposure is a primary consideration in plans for new airports, runway extensions, and the introduction of new types of aircraft. Approaches for evaluating the amount of aircraft noise and the annoyance produced by it are discussed. The sociometric studies considered show that fear of crash is the strongest single variable.

Preliminary evaluation of the effect of a dynamic preferential runway system upon community noise disturbance

Abstract: A dynamic preferential runway system (DPRS) was developed for John F. Kennedy International Airport for the purpose of controlling short term noise exposure in the neighboring communities. The DPRS is a computer-aided procedure for optimum selection of runways from the standpoint of noise and is based upon a community disturbance model which takes into account flyover levels, size of exposed populations, time of day and week, and persistence of overflights. A preliminary evaluation of the DPRS is presented on the basis of social survey data and telephone complaint records, for the trial period of August and September, 1971. Comparative use is made of data taken in a previous survey of the same community areas in 1969.

Community Noise Measurements in Los Angeles, Detroit, and Boston

Abstract: Quantitative descriptors of the noise environment have been obtained for 20 urban areas in Los Angeles, Detroit, and Boston. Measurements involved the acquisition of a 10‐min noise sample once each hour for a complete 24‐h day, and the subsequent analysis of each noise sample to obtain a statistical distribution of the A‐weighted noise levels and the number and frequency of occurrence of discrete noise intrusions. We present the time patterns of various community noise descriptors, such as the 50% level, the energy mean, the Noise Pollution Level (NPL), and the Traffic Noise Index (TNI), for several of the areas sampled. These noise measures show considerable spread in average daytime and nighttime levels. When classified in three groups according to gross differences in exposure to motor vehicle traffic, distinct differences in daytime and nighttime noise patterns and in sources of discrete noise intrusions are apparent. The several noise measures (including the 1, 10, 50, and 90% A‐levels, TNI and NPL), generally show high correlation among each other, with the exception of the TNI when it is calculated on other than a 24‐h basis.

Community sound levels (a comparison of measured and estimated data)

Abstract: The Office of Noise Abatement has developed several models of transportation‐generated sound levels. These models are useful in studying the magnitude of transportation noise and forecasting the noise reduction of alternative abatement programs. The Community Median Noise Level Model was used to estimate the median sound levels in Medford, Massachusetts. The estimated median sound levels were compared to the measured median sound levels. A total of 18 sets of measured and estimated average median sound levels were obtained, i.e., eight traffic control zones and the total for Medford, for two time periods. The average absolute difference between the measured and estimated average median sound levels was 1.5 dBA. The Community Median Noise Level Model operates on the following parameters: motor vehicle density, mix by type of vehicle, average vehicle speed and shielding due to structures between the noise source and the receiver. Analysis of the Medford data also confirmed the very strong statistical correlation between the median sound level and the decile sound levels. Regression equations were developed and used to generate estimates of the noise pollution level in Medford, Massachusetts.

Noise Pollution: The Unquiet Crisis.

Abstract: In this well-documented and amply illustrated handbook on noise pollution, Dr Bragdon discusses community noise in the first three chapters, the design and application of a noise survey to the community of metropolitan Philadelphia in the next three chapters, and makes some recommendations for possible solutions in the final chapter Chapter 1 details nine sources of the noise problem; namely, auditory regression, human ignorance, the priority of noise solutions, the priority of urban concerns, adaptation, conflicts and societal goals, unawareness, institutional apathy: the private sector, and institutional apathy: the public sector Chapter 2 discusses the characteristics and physical measurements of noise and the subjective measurements of noise Chapter 3 reviews the survival hazards of noise, the physiological effects of noise, the effects upon performance, and the nuisance effect upon health Chapter 4, entitled "The Design of the Community Noise Survey" is concerned with the selection of a sample population, the

A plan for ultra-short-haul air transportation

Abstract: ULTRASHORT-HAUL TRAVEL, CHARACTERIZED BY TRIP LENGTHS OF LESS THAN 50 MILES, REPRESENTS TH E SINGLE LARGEST BLOCK OF TRAVEL IN THE U. S. AND IS CURRENTLY DOMINATED BY THE AUTOMOBILE. IT IS SHOWN THAT THE TECHNOLOGY OF VTOL AIRCRAFT HAS ADVANCED TO A POINT WHERE A SATISFACTORY COMMON-CARRIER AIR TRANSPORTATION SYSTEM BASED ON THESE VEHICLES MAY BE ECONOMICALLY VIABLE FOR SUBURBAN-TO-CITY CENTER TRIPS OF 10 TO 50 MILES. STUDIES OF A HYPOTHETICAL AIR TRANSPORT SYSTEM INDICATE ADVANTAGES OF RAPID ACCESS TO PRESENTLY CONGESTED AREAS AT COSTS COMPETITIVE WITH LAND-BASE TRANSPORT. IMPROVEMENTS IN AIRCRAFT ENGINEERING MINIMIZE PROBLEMS OF NOISE POLLUTION, EXHAUST EMISSION, DISPATCH RELIABILITY, AND SAFETY. /IAA/

The Truck Noise Problem, and What Might Be Done About It

Abstract: From various sources of information it is clear that truck noise is a definite public nuisance. Early noise control efforts were very productive in that many heavy duty trucks did not have mufflers, and the addition of this device made clear improvements. Further improvement requires treatment of many sources significant to the overall level. It is felt that today's "tight but attainable" 88 dBA for heavy trucks can reduce to 86 dBA by 1975 and 84 dBA by 1978 with a lot of hard work. There is promise for meaningful noise regulation in the "real world" as indicated by "calibratability" of non-standard sites.

The control of noise

Abstract: This article describes the present legal measures in Great Britain against noise, the legal powers of local planning authorities to control noise, and the principles of physical planning against noise. The maximum permitted sound levels in urban and rural areas are mentioned together with their effect on airports, aircraft, traffic and traffic management methods of insulating buildings and houses, and their effectiveness in noise reduction are tabulated. /TRRL/

Noise Pollution and Abatement: A Review of Literature

Abstract: A PROPOSAL TO VERIFY THE NOISE PREDICTION PROCEDURE CURRENTLY IN USE BY THE KENTUCKY DEPARTMENT OF HIGHWAYS IS PRESENTED. RECORDINGS AT SITES WITH VARYING ROADWAY CONFIGURATIONS AND CHARACTERISTICS, AND UNDER VARYING TRAFFIC CONDITIONS WILL BE TAKEN AND ANALYZED. A PAPER INCLUDED IN SUPPORT OF THE PROPOSAL REVIEWS NOISE POLLUTION WITH RESPECT TO SENSORY PHYSIOLOGY, PUBLIC HEALTH, PSYCHOLOGICAL EFFECTS, OCCUPATIONAL EXPOSURE, AND CONTROL MEASURES. HIGHWAY NOISE IS CONSIDERED IN LIGHT OF THE PROBLEMS OF MEASUREMENT VALIDITY, IDENTIFICATION OF SIGNIFICANT VARIABLES, AND ADEQUATE CONTROL MEASURES. FOR THIS LAST, THREE GENERAL PRINCIPLES ARE CITED: VEHICLE NOISE CONTROL, BYPASSING POPULATED AREAS, AND HIGHWAY DESIGN FEATURES SUCH AS ELEVATED OR DEPRESSED ROADWAYS AND LANDSCAPING.

Noise and the Sound Insulation of Buildings

Abstract: It is claimed that noise results from failure to take into account the full consequences of our activities. Noise causes today an unjustifiable interference with human comfort and well-being. An outstanding task for the building industry in the 1980s is to ensure a proper noise climate in new buildings. The target must be to obtain a noise level which is so low that the noise causes no interference with human activities. Problems related to indoor noise sources in buildings are discussed. It is to be expected that the public demand in the 1980s will call for more severe requirements than at present. There will be a request for having within a dwelling one room which is highly insulated from the other rooms. The 1980s will present a request for apartment buildings with flexible flats. This will call for special sound insulation provisions. The noise level produced by intruding outdoor noise causes today severe nuisance. The use of building facades giving a high sound insulation is not an ideal method to be used for sound reduction. Reducing the noise emitted by outdoor sound sources provides the most attractive and most effective means of noise abatement. It is unlikely that the outdoor noise level can ever be reduced to such a level that outdoor noise produces no problem. Other methods for reducing the noise level at the facades of noise exposed buildings must be applied. Screening is a useful measure. Buildings used for noise-insensitive activities can be utilized. Earth banks or barriers are other examples of screening devices. Effective noise abatement will, however, not be possible unless land use planning is radically reconsidered in view of its use as a tool for noise abatement.

Automotive noise: environmental impact and control

Abstract: THE STEADY INCREASE IN AMBIENT NOISE LEVELS IN CITIES AND SUBURBS IS QUICKLY BECOMING AN IMPORTANT FACTOR IN THE POLLUTION OF THE ENVIRONMENT. AMONG ALL SOURCES OF URBAN NOISE, AUTOMOTIVE NOISE IS THE MOST WIDESPREAD AND IMPORTANT FACTOR CONTRIBUTING TO THIS INCREASE. THIS PAPER DISCUSSES THE EFFECTS OF NOISE ON PEOPLE, THE CHARACTERISTICS OF AUTOMOTIVE NOISE, AND A METHOD AVAILABLE TO HIGHWAY DESIGNERS AND ENGINEERS BY WHICH THE ENVIRONMENTAL IMPACT OF THE PROPOSED HIGHWAY ON THE SURROUNDING COMMUNITY CAN BE PREDICTED. THE PAPER CONCLUDES WITH A DISCUSSION OF NOISE CONTROL THROUGH HIGHWAY DESIGN. A QUANTITATIVE EXAMPLE OF SUCH A METHOD IS DISCUSSED. /AUTHOR/

Road traffic noise

Abstract: Following the publication of the Wilson report in 1963 much attention has been drawn to solving problems connected with road traffic noise. In this article the relevant noise level standards are described and the phenomenon of noise from individual vehicles and taffic as a whole is discussed. An account is given of how existing traffic noise is measured and the results are used for predicting noise levels in other circumstances, for example when planning new roads or building new housing developments.

Effects of highways on urban environments

Abstract: THIS ARTICLE DESCRIBES A STUDY PERFORMED TO IDENTIFY THE IMPACTS OF AN URBAN HIGHWAY ON THE COMMUNITIES THROUGH WHICH IT PASSES. AIR POLLUTION, NOISE POLLUTION, ACCESS DISRUPTION, LOSS OF JOB OPPORTUNITIES, AND LOSS OF HOUSING ARE ANALYZED. THE EFFECTS OF THE AUTOMOBILE ON THE ENVIRONMENT ARE REAL, THEY ARE COSTING COMMUNITIES MONEY, AND THEY ARE MEASURABLE. /AUTHOR/

Community Noise Levels of the DC-10 Aircraft

Abstract: The results of recent flyover noise tests show that the McDonnell Douglas DC-10 aircraft powered by General Electric CF6-6D engines is much quieter than the current jet transport aircraft powered by turbojet or low-bypassratio turbofan engines. Several major design features incorporated into the engine and the installation of the engine on the aircraft have accomplished this reduction in noise. The DC-10 will meet the noise level requirements established by the Federal Aviation Administration for new transport aircraft and will, in fact, generate noise levels which are well below the requirements for takeoff and sideline noise. It will also meet the noise level requirements established by the Port of New York Authority and other airport operators at specific noise monitoring stations for normal aircraft operations. The DC-10 represents a major step in the direction of reducing noise pollution in communities around airports.

Urban ground transportation noise: an overview

Abstract: THIS PAPER DISCUSSES THE MAJOR CONSIDERATIONS INVOLVED IN THE ISSUE OF URBAN GROUND TRANSPORTATION NOISE. IT PRESENTS A SPECTRUM OF PROBLEMS, ALTERNATIVE POLICIES AND SUGGESTED MEANS OF IMPLEMENTING HIGHER STANDARDS FOR EXISTING AND FUTURE VEHICLES AND GROUND ACCESS CORRIDORS. AN EXPLANATION IS GIVEN OF NOISE MEASUREMENT, AND THE SOURCES OF GROUND TRANSPORT NOISE IN URBAN ARE REVIEWED. THE EFFECTS OF NOISE ON MAN AND ON PROPERTY VALUES ARE OUTLINED, AND THE COSTS OF NOISE AND NOISE CONTROLS ARE DISCUSSED. VARIOUS MEANS, BOTH TECHNICAL AND LEGAL, OF REDUCING NOISE FROM GROUND TRANSPORT ARE DESCRIBED. /TRRL/

Correlations between different community noise measures

Abstract: Within the last several years there has been increased interest in the measurement of community noise, with new methods proposed for estimating community noise levels and for interpreting community noise measurements in terms of impact on people and communities. In distinct contrast to the direction of study in early post-war years, interest has shifted from detailed frequency spectral information to study of the statistical variation of noise levels with time. Thus, many recent studies rely primarily upon A-level measurements (perhaps supplemented with limited spectral analyses) but devote greater attention to the statistical properties of the noise signal. These statistical analyses are based upon studies of noise samples taken over time periods ranging from a few minutes to a number of hours. Proceeding from rather simple descriptions of the distribution of noise levels in terms of various percentiles, several more complex single number measures, such as the traffic noise index (TNI) and the noise pollution level (NPL), have been proposed and are being utilized. Most of these newer measures are derivable from knowledge of the cumulative distribution of noise levels observed over a period of time.

Evaluation of noise pollution level based upon community exposure and response data

Abstract: The results and procedures are reported from an evaluation of noise pollution level as a predictor of annoyance, based on aircraft noise exposure and community response data. The measures of noise exposure presented include composite noise rating, noise exposure forecast, noise and number index. A proposed measure as a universal noise exposure measure for noise pollution level (L sub NP) is discussed.