1 edition of Residents" annoyance responses to aircraft noise events found in the catalog.
Residents" annoyance responses to aircraft noise events
by National Aeronautics and Space Administration, Scientific and Technical Information Branch, For sale by the National Technical Information Service] in Washington, D.C, [Springfield, Va
Written in English
|Statement||Thomas K. Dempsey ... [et al.]|
|Series||NASA technical paper -- 2121|
|Contributions||Dempsey, Thomas K, United States. National Aeronautics and Space Administration. Scientific and Technical Information Branch|
|The Physical Object|
|Pagination||39 p. :|
|Number of Pages||39|
What do we know about aircraft noise? • Evidence from studies of annoyance: annoyance increases with noise level • Evidence from hedonic pricin g (HP) studies across the world: on average house prices fall by to % for every additional dB(A) of noise • European Commission study () “state of the art” value of € per dB(A. Background: This paper describes a systematic review and meta-analyses on effects of environmental noise on annoyance. The noise sources include aircraft, road, and rail transportation noise as well as wind turbines and noise source combinations. Objectives: Update knowledge about effects of environmental noise on people living in the vicinity of noise by:
conducted to quantify the annoyance response of peo-ple on the ground to en route noise generated by aircraft at cruise conditions. The specific objectives were: (1) to compare the annoyance responses to en route noise with the annoyance responses to takeoff and landing noise; (2) to compare the annoyance re-. Acoustic Response Annoyance and Sleep Disturbance Noise Reduction & Mitigation Effective Community Strategies noise events on sleep structure model to predict awakenings • Meta-analyses to update exposure-response curve for annoyance to aircraft noise Federal Aviation 47 47 Administration. 1. Health and welfare - research status FY
predicted a prevalence of severe annoyance of between 17% and 25% for aircraft noise for 60 and 65 LDN (8), while a recent New Zealand study found that 17% of the population reported being severely annoyed when exposed to noise in the same range and from the same source. Nevertheless, (noise-induced) sleep disturbance is related to noise level, though the number of loud noise events may be more important than an average noise level [8,9]. There is some evidence that noise-related sleep disturbance may be more closely related to noise annoyance than to noise level [ 10 ].Cited by:
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In a study conducted in the vicinity of Salt Lake City International Airport, community residents reported their annoyance with individual aircraft flyovers during rating sessions conducted in their homes. Annoyance ratings were obtained at different times of the day.
Aircraft noise levels were measured, and other characteristics of the aircraft were noted Author: T. Dempsey, D. Stephens, J. Fields, K. Shepherd. Residents' annoyance responses to aircraft noise events. Washington, D.C.: National Aeronautics and Space Administration, Scientific and Technical Information Branch ; [Springfield, Va.: For sale by the National Technical Information Service], (OCoLC) Material Type: Government publication, National government publication:.
Aircraft noise annoyance reactions are stronger in lowered ambient noise conditions. This is consistent with the theory that reduced nighttime and evening ambient levels could create different reactions at different times of day. A study of the annoyance response of airport community residents to the noise of aircraft takeoff and landing operations was conducted in Salt Lake City, Utah in the fall of The objective of the study was to develop a single‐event, dose‐response relationship for aircraft noise and determine the dependence of the relationship on variables such as aircraft type, time of day, and ambient noise Cited by: 1.
This article reports the two extensive aircraft noise annoyance surveys subsequently carried out among residents in the vicinity of Zurich Airport in and in order to update and validate existing exposure-effect relationships for aircraft noise and annoyance in Switzerland.
Logistic and polynomial approximations of the exposure-annoyance Cited by: The second question, whether the observed increase of the percentage of residents highly annoyed by aircraft noise at given noise levels indicates a general increase of aircraft noise annoyance over time, cannot be answered here due to lack of published data.
For instance, most of the studies containing exposure-response data report %HA vs. L pAeqFile Size: KB. A study of community annoyance caused by exposures to civil aircraft noise was carried out in 20 sites around Gimpo and Gimhae international airports to investigate the effect of background noise.
acoustic, attitudinal factors may increase the annoyance response to helicopter noise, such as fear of a crash or low perceived necessity of the helicopter flights or the noise that is produced by them [2, 3, 4].Secondly, specific acoustic characteristics of helicopter noise may be hypothesized to increase the annoyance response.
In the past, several studies have exploredFile Size: KB. Several recently published studies have investigated potential temporal trends in aircraft noise annoyance.
Some of these studies suggest that people nowadays react more strongly to aircraft noise. Aircraft noise-induced annoyance in the vicinity of Cologne/Bonn Airport. I also thank the residents of Cologne/Bonn Airport. My doctoral studies would not have been possible without their willingness to participate.
Finally, I would like to thank my family and friends for their support, their love, and their Exposure-response File Size: 3MB. The survey results and noise exposure values are meant to update the dose-response curve between noise exposure and a resulting impact on the communities in the vicinity of airports.
In this case, the dose-response curve will show noise level, expressed in in Day-Night Average Sound Level (DNL), and annoyance, expressed in Percent Highly Annoyed.
A 5 to 7 dB(A) lower aircraft noise level (within the range of L den = 50 to 70 dB(A)) caused the same annoyance in northern and central European subjects as indicated by the exposure–response curve used in the European Community for the prediction of noise annoyance (European Commission Working Group on Dose–Effect Relations, ).Cited by: Dose–response curves regarding the annoying impact of nocturnal aircraft noise were calculated for the (1) maximum noise level L AS,max combined with the number of aircraft noise events and for the (2) energy equivalent noise level L AS,eq event by means of random effects logistic regression.
These parameters were compared according to their predictive properties for annoyance Cited by: surveys of aircraft noise annoyance conducted between andcomprising paired responses from more thanindividuals (see Figure 1) is convincing documentation that a dose-response curve derived from these data points using conventional regression techniques is a very poor predictor of the prevalence of highly annoyed.
a long-term annoyance response to noise. Figure 1: Conceptual model of non-auditory effects of environmental noise and noise annoyance (reproduced from Dratva et al, ) Figure 1 illustrates the pathways that connect the noise exposure to the annoyance response and ultimately, health related quality of life.
The diagram includes externalFile Size: 1MB. commissioning a pioneering survey of aircraft noise disturbance and annoyance around Heathrow Airport. The survey was designed to establish the physical correlates of annoyance in terms of aircraft noise event sound levels and the numbers of those events.
In and based on the results of this research the Wilson Committee recommended theFile Size: KB. Subjective discomfort of airport community is often assessed as reported noise annoyance in relation to noise exposure level and noise sensitivity. In addition, it has been mentioned that higher affluent people appear to have higher contention to aircraft noise, but there is little literature explicitly supporting that.
This paper investigates the relationships among aircraft noise Cited by: 2. Predicting aircraft noise annoyance. Septem Septem penalises both evening and night traffic as compared to day traffic.
Other examples of quantities used for noise prediction are the number of events above a certain threshold, and maximum levels. Aircraft noise response versus noise dose for different : Femke Gelderblom. The survey sample classified aircraft noise as the most objectionable source of noise (18, 19, e12): the higher the aircraft noise level, the greater was the annoyance (figure 4).
Figure 4 Proportion of persons exposed to serious aircraft noise annoyance as a factor of continuous daytime noise level (L eq, 16 h) calculated by the % rule (19).Cited by: Annoyance responses were linked to aircraft noise exposure, LAmax and Lden, calculated using the Integrated Noise Model (INM ).
A consistent relationship was found between, on the one hand, the number of aircraft events 70 dB LAmax, and, on the other hand, the proportion of residents annoyed by aircraft noise at their outdoor living.
6 Aviation environment federation Aircraft noise and public health: the evidence is loud and clear 7 cognitive and emotional responses Annoyance Evidence strength: SUFFICIENT Annoyance is the most widespread aircraft noise impact, and can lead to stress-related Size: KB.Noise Excessive noise seriously harms human health and interferes with people’s daily activities at school, at work, at home and during leisure time.
It can disturb sleep, cause cardiovascular and psychophysiological effects, reduce performance and provoke annoyance responses and changes in social behaviour.von Gierke () about the annoyance of aircraft noise was collected from residents of neighborhoods underlying heavily used °ight tracks.
The common strategy of concentrating interviews among residents of over°own areas near runway ends was a consequence of the high noise levels created in such neigh-File Size: 3MB.