Low Frequency Noise from Transportation Sources

Abstract

Low frequency noise (LFN) is common as background noise in urban environments and as an emission from many artificial sources: road vehicles, aircraft, industrial machinery, artillery and mining explosions, and air movement machinery including wind turbines, compressors, and indoor ventilation and air conditioning units (Tempest, 1976; Leventhall, 1988 from St Pierre and Maguire [1]). LFN may also produce vibrations and rattles as secondary effects. The effects of LFN are of particular concern because of its pervasiveness due to numerous sources, efficient propagation and reduced efficacy of many structures (dwellings, walls, and hearing protection) in attenuating LFN compared with other noise. Current transportation noise impact assessments are usually based on broadband A-weighted noise indicators. Over the past 50 years, the A-weighted sound pressure level (dB(A)) has become the major measurement descriptor used in noise assessment. This is despite the fact that many studies have shown that the use of the A-weighting curve underestimates the role that LFN plays in loudness perception, annoyance, and speech intelligibility. The de-emphasizing of LFN content by A-weighting can also lead to an underestimation of the exposure risk of some physical and psychological effects that have been associated with low frequency noise. As a result of this reliance on dB(A) measurements, there is a lack of importance placed on minimizing LFN impacts. A more complete picture and better correlation with annoyance and health effects may result from indicators that include temporal aspects and frequency character. This paper presents an overview of some examples of low frequency indicators applied to transportation sources.