The Mayor's Ambient Noise Strategy - Greater London Authority

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The Mayor’s Ambient Noise Strategy Mayor of London 221 ■ ■ ■ ■ ■ ■ ■ Responsiveness of the noise-maker to complaints; ‘Reputation’ of the noise-maker, including on matters wider than noise; Relationship of the noise with traffic congestion, air pollution, safety or other issues; Economic and employment links between the recipient and the source (e.g. people may be more likely to think the noise is justified if they work there); Characteristics of the neighbourhood, including mix of uses, or types of housing, and attitude of recipient to it. Activity engaged in by recipient. State of health of recipient. Experiencing environmental noise and vibration Road traffic noise and vibration may be experienced in three ways: ■ ■ ■ Airborne noise - generally the key issue, mainly from engines when accelerating. Noise generated by interaction between tyres and the road surface becomes dominant as speed rises. Low frequency airborne sound, often from larger engines (especially at low speed), can be mistaken for (structure-borne) vibration if it causes windows, cups or other objects to rattle. Vibration - ground-borne or structure-borne - is usually generated by rapid changes in loading, as when vehicles pass over road surface irregularities. In general, subsoils in London, and the types of road and building materials used, mean that the city is not as vulnerable as some other areas to true ground-borne vibration. Structural damage to buildings as a result of ground-borne vibration from road traffic is considered highly unlikely. 1 BS 6472: 1992 provides advice on acceptable levels of vibration. Rail traffic may be experienced similarly, although wheel-rail rolling noise generally dominates, and heavy freight trains can cause distinct groundborne vibration. True structure-borne vibration can result in ‘re-radiated’ noise (vibrating structural elements acting like loudspeakers) within buildings (e.g. low rumble from underground trains). Airborne road and rail noise is often screened from the listener by buildings or landform. The height of an overflying aircraft means that it is often the most distinct source in an otherwise quiet area. Higher frequency sounds are attenuated more readily by atmospheric absorption than lower frequencies. This may increase the tonality of noise from overflying aircraft. The recipient’s response may be influenced by anxiety about aircraft safety in general.
222 Mayor of London The Mayor’s Ambient Noise Strategy Many studies have been carried out into relationships between physical noise indices and human response. Respondents have typically been asked to rate their level of annoyance with their noise environment using numerical scales and/or adjectives such as ‘annoyed’ or ‘highly annoyed’. Results typically show a wide scatter. Much depends on context. A large amount of work has been done to synthesise ‘dose-response’ curves from different surveys. However, such synthesis cannot be assumed to constitute an ‘underlying’ relation 2 . Figure 24 shows the percentage ‘highly annoyed’ at different levels of road traffic noise in terms of L den using data from the UK National Noise Incidence Study, compared with a synthesis of data from other studies. ‘Dose-response’ curves typically vary according to the type of source noise. At higher levels of noise, railways have often been reported to be less annoying than road noise (by perhaps 5 dB - often referred to as the ‘railway bonus’), while aircraft noise has been found to be more annoying than road noise. Figure 24 Relationships between noise levels in L den and percentage of people highly annoyed by road traffic noise, from different datasets note Two upper curves (dashed lines) fitted to data from UK National Noise Incidence Study using two alternative statistical formulations. Lowest curve (solid line) derived from different noise surveys, assembled by Dutch research organisation TNO. source: from BRE report (including data from TNO) 3 Vibration Vibration is the oscillation of a mass in relation to a reference point. The number of oscillations per second gives the frequency of vibration (Hz). Audible sound is differentiated from vibration by the way people perceive
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