The relation between self-reported worry and annoyance from air and road traffic

Aircraft noise and environmental equity in Montréal: A comparison of noise indicators and an analysis of the impacts of COVID-19

From an environmental equity perspective, the aim of this paper is twofold. First, we want to verify to what extent vulnerable population groups resided in areas exposed to high levels of aircraft noise before and during the COVID-19 pandemic (2019 and 2020) in the Montréal census metropolitan area. Second, we want to identify whether the use of an aircraft noise indicator rather than another generates significant variations in the results and consequently in terms of affected areas and populations. With the IMPACT web-application, we model aircraft noise contours from three cumulative (L_den , L_dn , L_{aeq ,24h}) and a single-event (L_Amax ) metrics. The model's input data are retrieved by a website for flight tracking. Next, four variables are extracted from the 2016 Statistics Canada census at a fine scale level (dissemination areas): that is, the percentages of low-income individuals, visible minorities, children under 15 years old, and individuals aged 65 and over. The results show a significant drop in population exposed to aircraft noise in 2020 compared to 2019. In addition, the estimates of populations impacted by aircraft noise differ from one indicator to the next. The logistic regression models indicate that the inequities are inconsistent between cumulative and single-event metrics.

The influence of a signal's time structure on the perceived noise annoyance of road traffic noise

PURPOSE

Road traffic noise is the most common source of noise in modern cities. The noise indicators used to manage noise do not take into account its temporal structure. However, in cities the traffic flow varies during the day, peaking due to congestion and more fluent periods. In this research we sought to analyze how people (giving answers on a numerical ICBEN scale) perceive noise stimuli with the same L_AeqT values but different time structures (more/less noise events, different amplitude envelopes).

METHODS

31 people with normal hearing took part in an experiment conducted in an anechoic chamber. Participants listened to 18 different noise recordings and rated each of them using the numerical ICBEN scale regarding noise annoyance.

RESULTS

The results showed that only sound level was a statistically significant factor. However, based on people's remarks about noise, we can also say that the more intermittent the noise is, the more negative feelings it evokes in people.

CONCLUSIONS

Time structure does not have a significant influence on people's judgments about noise annoyance. However, people tend to have a preference for a steady noise rather than an intermittent one.

Personal and situational variables associated with wind turbine noise annoyance

The possibility that wind turbine noise (WTN) affects human health remains controversial. The current analysis presents results related to WTN annoyance reported by randomly selected participants (606 males, 632 females), aged 18-79, living between 0.25 and 11.22 km from wind turbines. WTN levels reached 46 dB, and for each 5 dB increase in WTN levels, the odds of reporting to be either very or extremely (i.e., highly) annoyed increased by 2.60 [95% confidence interval: (1.92, 3.58), p < 0.0001]. Multiple regression models had R(2)'s up to 58%, with approximately 9% attributed to WTN level. Variables associated with WTN annoyance included, but were not limited to, other wind turbine-related annoyances, personal benefit, noise sensitivity, physical safety concerns, property ownership, and province. Annoyance was related to several reported measures of health and well-being, although these associations were statistically weak (R(2 )< 9%), independent of WTN levels, and not retained in multiple regression models. The role of community tolerance level as a complement and/or an alternative to multiple regression in predicting the prevalence of WTN annoyance is also provided. The analysis suggests that communities are between 11 and 26 dB less tolerant of WTN than of other transportation noise sources.