Vibration in dwellings from road and rail traffic — Part II: exposure–effect relationships based on ordinal logit and logistic regression models

Klæboe, Ronny; Turunen-Rise, I; Harvik, L.; Madshus, C.

doi:10.1016/s0003-682x(02)00053-1

Cited by 49 publications

(30 citation statements)

References 6 publications

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“…To examine the relationships between annoyance scores and vibration exposure featuring modifying factors, ordinal logit models (Klaeboe et al, 2003) were used to generate parameter estimates for the annoyance thresholds (not at all, slightly, moderately, very, and extremely). Equation (1) was used to obtain the estimated exposure-response relationships from the estimated parameters.…”

Section: Statistical Analysesmentioning

confidence: 99%

Effect of situational, attitudinal and demographic factors on railway vibration annoyance in residential areas

Peris

Woodcock

Sica

et al. 2014

The Journal of the Acoustical Society of America

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Railway induced vibration is an important source of annoyance among residents living in the vicinity of railways. Annoyance increases with vibration magnitude. However, these correlations between the degree of annoyance and vibration exposure are weak. This suggests that railway vibration induced annoyance is governed by more than just vibration level and therefore other factors may provide information to understand the wide variation in annoyance reactions. Factors coming into play when considering an exposure-response relationship between level of railway vibration and annoyance are presented. The factors investigated were: attitudinal, situational and demographic factors. This was achieved using data from field studies comprised of face-to-face interviews and internal vibration measurements (N ¼ 755). It was found that annoyance scores were strongly influenced by two attitudinal factors: Concern of property damage and expectations about future levels of vibration. Type of residential area and age of the respondent were found to have an important effect on annoyance whereas visibility of the railway and time spent at home showed a significant but small influence. These results indicate that future railway vibration policies and regulations focusing on community impact need to consider additional factors for an optimal assessment of railway effects on residential environments.

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Section: Statistical Analysesmentioning

confidence: 99%

Effect of situational, attitudinal and demographic factors on railway vibration annoyance in residential areas

Peris

Woodcock

Sica

et al. 2014

The Journal of the Acoustical Society of America

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“…To examine relationships between annoyance scores and vibration exposure featuring situational, attitudinal and personal factors, ordinal logit models (similar to Klaeboe et al 2003)were used to generate parameter estimates for the annoyance thresholds (not at all, slightly, moderately, very, a nd extremely). The following equation was used to obtain the estimated exposure-response relationships from the estimated parameters and indicates the probability of obtaining vibration annoyance response greater than or equal to j:…”

Section: Statistical Analysesmentioning

confidence: 99%

Annoyance from railway vibration in residential environments: factors of importance when considering exposure-response relationships

Peris

Woodcock

Sica

et al. 2012

The Journal of the Acoustical Society of America

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Railway induced vibration is an important source of annoyance in residential environments. Annoyance increases with vibration magnitude. However, these correlations between annoyance and physical ratings are weak. This suggests that vibration-induced annoyance is governed by more than just vibration level, and that simple exposure -response relationships alone sometimes do not provide sufficient information for understanding the wide variation in annoyance reactions. Results of investigations made on factors coming into play when considering an exposure-response relationship between level of vibration and annoyance are presented here. Examples of these factors are time of day, situational factors, personal and attitudinal factors. This was achieved using data from case studies comprised of face -to-face interviews (N=931) and internal vibration measurements collected within the study -Human Response to Vibration in Residential Environments‖ by the Un iversity of Salford. This work will be of interest to researchers and environmental health practitioners involved in the assessment of vibration complaints, as well as to planners and consultants involved in the design of buildings and railways. [Work funded by the Department for Environment, Food and Rural Affairs (Defra) UK].

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“…In contrast, the body of evidence for railway induced vibration [25,26] and associated health impacts [27][28][29][30][31][32][33] increased substantially during the last decade and changes in policy are addressed [34]. The research on potential adverse health effects of tram noise, vibrations and structure born sounds has never received that level of attention-although the tram pass-by happens closer to residential buildings and national approval procedures for trams apply the same sound criteria as for mainline railways.…”

Section: Introductionmentioning

confidence: 99%

Analysis of Psychoacoustic and Vibration-Related Parameters to Track the Reasons for Health Complaints after the Introduction of New Tramways

Cik

Lienhart

2016

Applied Sciences

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Abstract:Background: A change to new tramways in Graz (Austria) led to severe complaints in residential areas. To understand the underlying reasons for these complaints, a systematic measurement campaign was designed. Methods: Six locations in Graz and two locations in a comparably sized city were selected. Parallel indoor recordings of sound and vibrations were conducted from 8:00 p.m. to 8:00 a.m. (due to sleep problems) at all locations. Results: Vibration levels remained below the limits of the Austrian standard (Wm-weighting) although variability was observed among sites, tram types and pass-bys. A complex characteristic of the acoustic feature space was found with A-weighting (differences between A-and C-weighting of more than 15 dB were observed). C-weighted background to peak noise ratios clearly distinguished "old" from "new" trams. Psychoacoustic indices indicated a high variability between locations and tram types. Roughness and loudness was higher in "new" versus "old" trams at most locations. "New" trams exhibited high sharpness values and variability, especially at higher speeds-when compared with trams from a control city. Conclusions: Standard indicators of sound and vibration were not sensitive enough to uncover the reasons for the complaints. Only the integrated analysis of the ambient soundscape (high signal-to-noise-ratio), the more noticeable sound (in psychoacoustic terms) and the observed high variance of the immissions provided guidance to implement appropriate technical solutions.

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Vibration in dwellings from road and rail traffic — Part II: exposure–effect relationships based on ordinal logit and logistic regression models

Cited by 49 publications

References 6 publications

Effect of situational, attitudinal and demographic factors on railway vibration annoyance in residential areas

Effect of situational, attitudinal and demographic factors on railway vibration annoyance in residential areas

Annoyance from railway vibration in residential environments: factors of importance when considering exposure-response relationships

Analysis of Psychoacoustic and Vibration-Related Parameters to Track the Reasons for Health Complaints after the Introduction of New Tramways

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