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Rail transportation is one of the largest transportations that is widely used in Malaysia. Therefore, many railways have been built in urban and rural areas to improve interstate connectivity in Malaysia. However, train noise generated from train movement can disturb the comfort of nearby residents that live near railways. This study was conducted nearby the residential area between the Kluang – Renggam rail line to investigate the noise level and compare the existing noise level with the guideline from the Department of Environment (DOE) and World Health Organization (WHO) limits. The measurement data was taken by using the Sound Level Meter (SLM) type of SLM-25 at three different locations with distance of 20 m, 30 m, and 55 m away from the train track during morning, noon, and evening. The result shows the maximum value is 102.6 dBA during the evening at point 1 with a distance of 20 m. The residential area at point 1 which is 20 m distance between rail track and point 2 with the distance of 30 m from the rail track was indicated exposed to train noise disturbance whereby the measurement data for each location was exceeded the permissible noise for DOE and WHO which is 60 dBA and 54 dBA. The result can show that the noise level was dependent on the distance of the receiver to the train track. A better method such as developed noise mapping and the questionnaire of annoyance level for the residential area can improve the findings on the effect of train noise in the future.

Rail transportation is one of the largest transportations that is widely used in Malaysia. Therefore, many railways have been built in urban and rural areas to improve interstate connectivity in Malaysia. However, train noise generated from train movement can disturb the comfort of nearby residents that live near railways. This study was conducted nearby the residential area between the Kluang – Renggam rail line to investigate the noise level and compare the existing noise level with the guideline from the Department of Environment (DOE) and World Health Organization (WHO) limits. The measurement data was taken by using the Sound Level Meter (SLM) type of SLM-25 at three different locations with distance of 20 m, 30 m, and 55 m away from the train track during morning, noon, and evening. The result shows the maximum value is 102.6 dBA during the evening at point 1 with a distance of 20 m. The residential area at point 1 which is 20 m distance between rail track and point 2 with the distance of 30 m from the rail track was indicated exposed to train noise disturbance whereby the measurement data for each location was exceeded the permissible noise for DOE and WHO which is 60 dBA and 54 dBA. The result can show that the noise level was dependent on the distance of the receiver to the train track. A better method such as developed noise mapping and the questionnaire of annoyance level for the residential area can improve the findings on the effect of train noise in the future.

Rail transportation is one of the largest transportations that is widely used in Malaysia. Therefore, many railways have been built in urban and rural areas to improve interstate connectivity in Malaysia. However, train noise generated from train movement can disturb the comfort of nearby residents that live near railways. This study was conducted nearby the residential area between the Kluang – Renggam rail line to investigate the noise level and compare the existing noise level with the guideline from the Department of Environment (DOE) and World Health Organization (WHO) limits. The measurement data was taken by using the Sound Level Meter (SLM) type of SLM-25 at three different locations with distance of 20 m, 30 m, and 55 m away from the train track during morning, noon, and evening. The result shows the maximum value is 102.6 dBA during the evening at point 1 with a distance of 20 m. The residential area at point 1 which is 20 m distance between rail track and point 2 with the distance of 30 m from the rail track was indicated exposed to train noise disturbance whereby the measurement data for each location was exceeded the permissible noise for DOE and WHO which is 60 dBA and 54 dBA. The result can show that the noise level was dependent on the distance of the receiver to the train track. A better method such as developed noise mapping and the questionnaire of annoyance level for the residential area can improve the findings on the effect of train noise in the future.

[EN] An approach is presented for modelling the noise propagation beneath the train floor and this is applied to rolling noise sources. It is assumed that the sound incident on the train floor is made up of a direct and a reverberant component. A combination of two numerical modelling approaches is considered to deal with these: an equivalent source model, to represent the direct component, and statistical energy analysis (SEA) for the reverberant part. In the equivalent source model, the wheel is replaced by monopole and dipole sources, which represent its radial and axial radiation. The rail vertical vibration and the sleepers are replaced by arrays of monopole sources while the rail lateral vibration is replaced by an array of lateral dipoles. The sound power of the rolling noise is obtained by using the TWINS model. In the SEA model, the region beneath the train floor is divided into several volumes and the power input to these subsystems is assumed to be due to the first reflections from the train floor and the ground. The reverberant and direct sound have very similar contributions to the total sound power incident on the train floor although this depends on how the equipment is arranged beneath the train. The modelling approach is verified by comparing the predicted sound pressure levels with laboratory measurements and with field tests.

[EN] An approach is presented for modelling the noise propagation beneath the train floor and this is applied to rolling noise sources. It is assumed that the sound incident on the train floor is made up of a direct and a reverberant component. A combination of two numerical modelling approaches is considered to deal with these: an equivalent source model, to represent the direct component, and statistical energy analysis (SEA) for the reverberant part. In the equivalent source model, the wheel is replaced by monopole and dipole sources, which represent its radial and axial radiation. The rail vertical vibration and the sleepers are replaced by arrays of monopole sources while the rail lateral vibration is replaced by an array of lateral dipoles. The sound power of the rolling noise is obtained by using the TWINS model. In the SEA model, the region beneath the train floor is divided into several volumes and the power input to these subsystems is assumed to be due to the first reflections from the train floor and the ground. The reverberant and direct sound have very similar contributions to the total sound power incident on the train floor although this depends on how the equipment is arranged beneath the train. The modelling approach is verified by comparing the predicted sound pressure levels with laboratory measurements and with field tests.

SMED is short for Swedish Environmental Emissions Data, which is a collaboration between IVL Swedish Environmental Research Institute, SCB Statistics Sweden, SLU Swedish University of Agricultural Sciences, and SMHI Swedish Meteorological and Hydrological Institute. This study has examined noise exposure on a national scale for Sweden by calculating road and rail noise for the entire country. Calculations have been made according to the Nordic Prediction Method for both road and rail. For aviation noise, data is extracted directly from Swedavias yearly noise report with addition of military flights. Because of the large scale of noise mapping, several simplifications have been made in both data and calculations. For validation, the national noise mapping has been compared to noise data reported to EU via the Environmental Noise Directive (END), indicating a ratio of 0.4-1.5 compared to END data for road in intervals between 52.5 and >72.5 dBa and 1-1.8 for rail for the intervals between 49 and >69 dBA. Since 1998, the Environmental Protection Agency has produced national noise analysis, similar to this one for the years; 1992 (Wittmark, 1992), 1995 (Wittmark, 1997), 2000 (Ingemansson Technology AB , 2002), 2006 (WSP Akustik, 2009), 2011 (SWECO, 2014). Even though the task and method for these previous reports were similar, there are many differences. Therefor a trend analysis is not feasible. There are many aspects that could improve accuracy for future national mapping such as including definition of hard and soft ground effect due to different ground types, estimation of exposure point height using building geometries. Most likely the most important change is to include buildings and noise barriers effects on noise.

This study has examined noise exposure on a national scale for Sweden by calculating road and rail noise for the entire country. Calculations have been made according to the Nordic Prediction Method for both road and rail. For aviation noise, data is extracted directly from Swedavias yearly noise report with addition of military flights. Because of the large scale of noise mapping, several simplifications have been made in both data and calculations. For validation, the national noise mapping has been compared to noise data reported to EU via the Environmental Noise Directive (END), indicating a ratio of 0.4-1.5 compared to END data for road in intervals between 52.5 and >72.5 dBa and 1-1.8 for rail for the intervals between 49 and >69 dBA. The results from the calculated population noise exposure in Sweden 2018 and costs is concluded in the report. Since 1998, the Environmental Protection Agency has produced national noise analysis, similar to this one for the years; 1992 (Wittmark, 1992), 1995 (Wittmark, 1997), 2000 (Ingemansson Technology AB , 2002), 2006 (WSP Akustik, 2009), 2011 (SWECO, 2014). Even though the task and method for these previous reports were similar, there are many differences. Therefor a trend analysis is not feasible. There are many aspects that could improve accuracy for future national mapping such as including definition of hard and soft ground effect due to different ground types, estimation of exposure point height using building geometries. Most likely the most important change is to include buildings and noise barriers effects on noise., Denna studie har undersökt bullerexponering på nationell nivå för Sverige från väg-, spår- och flygtrafik. Beräkningar av ljudnivåer har utförts för alla statliga och kommunala vägar samt statliga spår. För flygbuller har resultat använts från Swedavias årliga bullerrapport med tillägg av antalet exponerade för militära flyg. På grund av den stora omfattningen av en nationell bullerkartläggning har flera förenklingar och antaganden gjorts på både underlag och beräkningar. Därför har validering utförts mot det resultat som rapporteras till EU från alla större svenska kommuner i enlighet med det europeiska bullerdirektivet (END). Valideringen indikerar på ett förhållande på 0,4-1,5 för vägtrafikberäkningarna i intervall mellan 52,5 och >72,5 dBA och ett förhållande på 1-1,8 för spårtrafikberäkningarna i intervallen mellan 49 och >69 dBA. Resultatet från den beräknade befolkningsexponeringen i Sverige 2018 och socioekonomisk kostnad presenteras i rapporten. Naturvårdsverket har sedan år 1998, publicerat flera bullerkartläggningar över Sverige gällande år; 1992 (Wittmark, 1992), 1995 (Wittmark, 1997), 2000 (Ingemansson Technology AB , 2002), 2006 (WSP Akustik, 2009), 2011 (SWECO, 2014). Även om syfte och metod har varit liknande mellan tidigare versioner, finns det många stora skillnader i metodikval och antaganden. Det är därför inte rimligt att utföra en trendanalys med data ifrån de föregående rapporterna. Det finns flera aspekter som kan förbättra noggrannheten för framtida nationella bullerkartläggningar. Det inkluderar exempelvis definiering av hård eller mjuk mark på grund av olika marktyper, uppskattning av exponeringspunkters höjd och placering i relation till tredimensionella byggnadsstrukturer. Den metodförbättring som mest sannolikt har störst inverkan på resultatet är införandet av byggnader och bullerskärmars inverkan på buller.

This study has examined noise exposure on a national scale for Sweden by calculating road and rail noise for the entire country. Calculations have been made according to the Nordic Prediction Method for both road and rail. For aviation noise, data is extracted directly from Swedavias yearly noise report with addition of military flights. Because of the large scale of noise mapping, several simplifications have been made in both data and calculations. For validation, the national noise mapping has been compared to noise data reported to EU via the Environmental Noise Directive (END), indicating a ratio of 0.4-1.5 compared to END data for road in intervals between 52.5 and >72.5 dBa and 1-1.8 for rail for the intervals between 49 and >69 dBA. The results from the calculated population noise exposure in Sweden 2018 and costs is concluded in the report. Since 1998, the Environmental Protection Agency has produced national noise analysis, similar to this one for the years; 1992 (Wittmark, 1992), 1995 (Wittmark, 1997), 2000 (Ingemansson Technology AB , 2002), 2006 (WSP Akustik, 2009), 2011 (SWECO, 2014). Even though the task and method for these previous reports were similar, there are many differences. Therefor a trend analysis is not feasible. There are many aspects that could improve accuracy for future national mapping such as including definition of hard and soft ground effect due to different ground types, estimation of exposure point height using building geometries. Most likely the most important change is to include buildings and noise barriers effects on noise., Denna studie har undersökt bullerexponering på nationell nivå för Sverige från väg-, spår- och flygtrafik. Beräkningar av ljudnivåer har utförts för alla statliga och kommunala vägar samt statliga spår. För flygbuller har resultat använts från Swedavias årliga bullerrapport med tillägg av antalet exponerade för militära flyg. På grund av den stora omfattningen av en nationell bullerkartläggning har flera förenklingar och antaganden gjorts på både underlag och beräkningar. Därför har validering utförts mot det resultat som rapporteras till EU från alla större svenska kommuner i enlighet med det europeiska bullerdirektivet (END). Valideringen indikerar på ett förhållande på 0,4-1,5 för vägtrafikberäkningarna i intervall mellan 52,5 och >72,5 dBA och ett förhållande på 1-1,8 för spårtrafikberäkningarna i intervallen mellan 49 och >69 dBA. Resultatet från den beräknade befolkningsexponeringen i Sverige 2018 och socioekonomisk kostnad presenteras i rapporten. Naturvårdsverket har sedan år 1998, publicerat flera bullerkartläggningar över Sverige gällande år; 1992 (Wittmark, 1992), 1995 (Wittmark, 1997), 2000 (Ingemansson Technology AB , 2002), 2006 (WSP Akustik, 2009), 2011 (SWECO, 2014). Även om syfte och metod har varit liknande mellan tidigare versioner, finns det många stora skillnader i metodikval och antaganden. Det är därför inte rimligt att utföra en trendanalys med data ifrån de föregående rapporterna. Det finns flera aspekter som kan förbättra noggrannheten för framtida nationella bullerkartläggningar. Det inkluderar exempelvis definiering av hård eller mjuk mark på grund av olika marktyper, uppskattning av exponeringspunkters höjd och placering i relation till tredimensionella byggnadsstrukturer. Den metodförbättring som mest sannolikt har störst inverkan på resultatet är införandet av byggnader och bullerskärmars inverkan på buller.

SMED is short for Swedish Environmental Emissions Data, which is a collaboration between IVL Swedish Environmental Research Institute, SCB Statistics Sweden, SLU Swedish University of Agricultural Sciences, and SMHI Swedish Meteorological and Hydrological Institute. This study has examined noise exposure on a national scale for Sweden by calculating road and rail noise for the entire country. Calculations have been made according to the Nordic Prediction Method for both road and rail. For aviation noise, data is extracted directly from Swedavias yearly noise report with addition of military flights. Because of the large scale of noise mapping, several simplifications have been made in both data and calculations. For validation, the national noise mapping has been compared to noise data reported to EU via the Environmental Noise Directive (END), indicating a ratio of 0.4-1.5 compared to END data for road in intervals between 52.5 and >72.5 dBa and 1-1.8 for rail for the intervals between 49 and >69 dBA. Since 1998, the Environmental Protection Agency has produced national noise analysis, similar to this one for the years; 1992 (Wittmark, 1992), 1995 (Wittmark, 1997), 2000 (Ingemansson Technology AB , 2002), 2006 (WSP Akustik, 2009), 2011 (SWECO, 2014). Even though the task and method for these previous reports were similar, there are many differences. Therefor a trend analysis is not feasible. There are many aspects that could improve accuracy for future national mapping such as including definition of hard and soft ground effect due to different ground types, estimation of exposure point height using building geometries. Most likely the most important change is to include buildings and noise barriers effects on noise.

The fundamental objective of the TFG is the study of the perception of railway noise and its change in level of annoyance according to the type of filtration produced by acoustic barriers (traditional or sonic crystal barriers). Sonic crystal barriers are a new generation of materials used to reduce the transmission of ambient noise. In general they present characteristics very different from traditional barriers, they are defined as a set of dispersers arranged periodically which avoids the feeling of closure, are permeable to wind and water, and do not require large foundations for their execution. They are also distinguished from the traditional barrier because they are on-demand screens, being highly efficient in increasing insertion losses in specific frequency bands, but being transparent or almost ineffective for the rest of the spectrum. This feature causes the quality of the transmitted sound to change substantially when used. In the work we will focus on the study of rail noise, the student will measure the noise of different typologies (neighborhoods, high speed, medium and long distance) in situations of braking, acceleration and constant speed (urban environment). From the treatment of the measured signals will take into account the effect of different barriers (traditional, and sound crystals acting as filters in different frequency bands) in order to study the assessment of the receiver to these changes. For the evaluation of the perception of the receiver will be used surveys created specifically for this work., El objetivo fundamental del TFG es el estudio de la percepción de ruido de ferrocarril y su cambio a nivel de molestia en función del tipo de filtrado producido por barreras acústicas (ya sean tradicionales o barreras de cristales de sonido). Las barreras de cristales de sonido son una nueva generación de materiales empleados para reducir la transmisión del ruido ambiente. En general presentan características muy diferentes a las barreras tradicionales, se definen como un conjunto de dispersores dispuestos periódicamente lo que evita la sensación de encierro, son permeables al viento y al agua, y no requieren de grandes cimentaciones para su ejecución. También se distinguen de la barrera tradicional, por tratarse de pantallas a la carta, siendo altamente eficientes al aumentar las perdidas por inserción en bandas de frecuencia concretas, pero siendo transparentes o casi ineficaces para el resto del espectro. Esta característica hace que cuando son empleadas la calidad del sonido transmitido cambie sustancialmente. En el trabajo nos centraremos en el estudio del ruido de ferrocarril, el alumno medirá el ruido de diferentes tipologías (cercanías, alta velocidad, media y larga distancia) en situaciones de frenado, aceleración y velocidad constante (entorno urbano). A partir del tratamiento de las señales medidas tendrá en cuenta el efecto de distintos apantallamientos (tradicional, y cristales de sonido actuando como filtros en bandas de frecuencia diferentes) con el objetivo de estudiar la valoración del receptor a estos cambios. Para la valoración de la percepción del receptor se emplearán encuestas creadas específicamente para este trabajo.

The fundamental objective of the TFG is the study of the perception of railway noise and its change in level of annoyance according to the type of filtration produced by acoustic barriers (traditional or sonic crystal barriers). Sonic crystal barriers are a new generation of materials used to reduce the transmission of ambient noise. In general they present characteristics very different from traditional barriers, they are defined as a set of dispersers arranged periodically which avoids the feeling of closure, are permeable to wind and water, and do not require large foundations for their execution. They are also distinguished from the traditional barrier because they are on-demand screens, being highly efficient in increasing insertion losses in specific frequency bands, but being transparent or almost ineffective for the rest of the spectrum. This feature causes the quality of the transmitted sound to change substantially when used. In the work we will focus on the study of rail noise, the student will measure the noise of different typologies (neighborhoods, high speed, medium and long distance) in situations of braking, acceleration and constant speed (urban environment). From the treatment of the measured signals will take into account the effect of different barriers (traditional, and sound crystals acting as filters in different frequency bands) in order to study the assessment of the receiver to these changes. For the evaluation of the perception of the receiver will be used surveys created specifically for this work., El objetivo fundamental del TFG es el estudio de la percepción de ruido de ferrocarril y su cambio a nivel de molestia en función del tipo de filtrado producido por barreras acústicas (ya sean tradicionales o barreras de cristales de sonido). Las barreras de cristales de sonido son una nueva generación de materiales empleados para reducir la transmisión del ruido ambiente. En general presentan características muy diferentes a las barreras tradicionales, se definen como un conjunto de dispersores dispuestos periódicamente lo que evita la sensación de encierro, son permeables al viento y al agua, y no requieren de grandes cimentaciones para su ejecución. También se distinguen de la barrera tradicional, por tratarse de pantallas a la carta, siendo altamente eficientes al aumentar las perdidas por inserción en bandas de frecuencia concretas, pero siendo transparentes o casi ineficaces para el resto del espectro. Esta característica hace que cuando son empleadas la calidad del sonido transmitido cambie sustancialmente. En el trabajo nos centraremos en el estudio del ruido de ferrocarril, el alumno medirá el ruido de diferentes tipologías (cercanías, alta velocidad, media y larga distancia) en situaciones de frenado, aceleración y velocidad constante (entorno urbano). A partir del tratamiento de las señales medidas tendrá en cuenta el efecto de distintos apantallamientos (tradicional, y cristales de sonido actuando como filtros en bandas de frecuencia diferentes) con el objetivo de estudiar la valoración del receptor a estos cambios. Para la valoración de la percepción del receptor se emplearán encuestas creadas específicamente para este trabajo.

The fundamental objective of the TFG is the study of the perception of railway noise and its change in level of annoyance according to the type of filtration produced by acoustic barriers (traditional or sonic crystal barriers). Sonic crystal barriers are a new generation of materials used to reduce the transmission of ambient noise. In general they present characteristics very different from traditional barriers, they are defined as a set of dispersers arranged periodically which avoids the feeling of closure, are permeable to wind and water, and do not require large foundations for their execution. They are also distinguished from the traditional barrier because they are on-demand screens, being highly efficient in increasing insertion losses in specific frequency bands, but being transparent or almost ineffective for the rest of the spectrum. This feature causes the quality of the transmitted sound to change substantially when used. In the work we will focus on the study of rail noise, the student will measure the noise of different typologies (neighborhoods, high speed, medium and long distance) in situations of braking, acceleration and constant speed (urban environment). From the treatment of the measured signals will take into account the effect of different barriers (traditional, and sound crystals acting as filters in different frequency bands) in order to study the assessment of the receiver to these changes. For the evaluation of the perception of the receiver will be used surveys created specifically for this work., El objetivo fundamental del TFG es el estudio de la percepción de ruido de ferrocarril y su cambio a nivel de molestia en función del tipo de filtrado producido por barreras acústicas (ya sean tradicionales o barreras de cristales de sonido). Las barreras de cristales de sonido son una nueva generación de materiales empleados para reducir la transmisión del ruido ambiente. En general presentan características muy diferentes a las barreras tradicionales, se definen como un conjunto de dispersores dispuestos periódicamente lo que evita la sensación de encierro, son permeables al viento y al agua, y no requieren de grandes cimentaciones para su ejecución. También se distinguen de la barrera tradicional, por tratarse de pantallas a la carta, siendo altamente eficientes al aumentar las perdidas por inserción en bandas de frecuencia concretas, pero siendo transparentes o casi ineficaces para el resto del espectro. Esta característica hace que cuando son empleadas la calidad del sonido transmitido cambie sustancialmente. En el trabajo nos centraremos en el estudio del ruido de ferrocarril, el alumno medirá el ruido de diferentes tipologías (cercanías, alta velocidad, media y larga distancia) en situaciones de frenado, aceleración y velocidad constante (entorno urbano). A partir del tratamiento de las señales medidas tendrá en cuenta el efecto de distintos apantallamientos (tradicional, y cristales de sonido actuando como filtros en bandas de frecuencia diferentes) con el objetivo de estudiar la valoración del receptor a estos cambios. Para la valoración de la percepción del receptor se emplearán encuestas creadas específicamente para este trabajo.

[EN] Design an own tool that generates a sound map of a railway vehicle to detect the main external noise source, [ES] Diseñar una herramienta propia que genere un mapa sonoro de un vehículo ferroviario para poder detectar la fuente principal ruido

[EN] Design an own tool that generates a sound map of a railway vehicle to detect the main external noise source, [ES] Diseñar una herramienta propia que genere un mapa sonoro de un vehículo ferroviario para poder detectar la fuente principal ruido

[EN] Design an own tool that generates a sound map of a railway vehicle to detect the main external noise source, [ES] Diseñar una herramienta propia que genere un mapa sonoro de un vehículo ferroviario para poder detectar la fuente principal ruido

The difference in perceived noise annoyance caused by train and highway noise at the same averaged noise level, has led to the introduction of the ’railway bonus’. This bonus has found its way to the noise legislation in many countries, leading to more relaxed restrictions on time averaged noise levels, LAeq. With the introduction of high-speed trains and train-like transportation systems based on magnetic levitation, the question has risen whether the railway bonus can still be applied. The paper reports on an experiment that was conducted to answer this question. The experiment that was performed was different from previous efforts in many ways. Most importantly, the experiment was conducted in a realistic setting, a holiday cottage, and participants were asked to engage in light daily activities such as reading a magazine during the tests. Traffic noise was reproduced in an ecologically valid way, using outdoor loudspeakers. Every ten minutes the participants were asked to judge noise annoyance. At the beginning of the experiment and after about 1.5 hours the participants were also asked to rate a set of 7 master scaling sounds. After this experiment, a more conventional listening test was conducted using 45-s excerpts. The experiment was also unique in the way that 100 participants were selected to be representative for the Dutch population. The selection procedure involved careful screening based on a survey that was administered at the doorstep of 1500 persons’ homes., Available on CD

The annoyance impact in realistic settings of traffic noise was assessed for one, two or four train passages, primarily high-speed trains, or continuous road traffic noise. An innovative system for selecting representative participants from the Dutch population was implemented, as regards a number of critical variables (age, gender, level of education, noise sensitivity, reported anxiety, home exposure to train and road traffic noise, general quality of living environment, and general health). In total, 1500 candidate participants responded to the specifically constructed questionnaire with items from a nation-wide Dutch survey and the Eurobarometer. Participants with typical Dutch response profile were recruited on a first come, first serve basis (in total 80 plus 21 extra persons. In the experiment, 5-7 participants were seated to be relaxed and to be reading a magazine or newspaper. The were served refreshments. Traffic noise was reproduced in outdoor loudspeakers in an ecologically valid way. Every 10 min, participants were asked to assess noise annoyance. At the beginning and at brief intervals during the experiment, participants assessed the annoyance of a set of 7 reference sounds utilized for master scaling. At the same average façade exposure, no significant annoyance difference was neither found for Maglev and TGV, nor for conventional trains and the high-speed trains (only tested up to 65 dBA). The latter result contradicts Vos et al.’s earlier findings. Neugebauer at al.’s results fall within the spread in annoyance values due to distance to the track and vehicle speed that we observed. Field surveys have shown that for the same average sound level, railway noise evokes less annoyance than dense road traffic noise, at least for a certain interval of levels. Although our experiment included several of the factors that may contribute to this effect, we were unable to observe this kind of effect, except for the case when the sounds were recorded at a distan

The underlying study aimed at quantifying the impact of sound caused by high speed magnetic levitation transport systems on perceived noise annoyance in a realistic setting. An innovative system was implemented for selecting representative participants from the Dutch population, as regards age, gender, level of education noise sensitivity reported anxiety, pre-exposure to train and road traffic noise, general quality of the living environment, and general health. It was grounded in 1500 participants’ responses to a specifically constructed questionnaire, which contained items from a nation-wide Dutch and Eurobarometer surveys. Finally 80 (+21) representative participants were selected. During the experiment, which took place in a realistic setting (living room of holiday cottage), groups of 5-7 participants were asked to be seated, relax, reading a magazine or newspaper and were served refreshments. During their stay, traffic noise was reproduced in an ecologically valid way in outdoor loudspeakers. Every 10 min, the participants were asked to assess traffic noise annoyance. At the beginning and after at least 1 hour of the experiment, participants were also asked to scale the annoyance of a set of 7 reference sounds utilized for master scaling. Based on this study, we found that there is no evidence to expect a significant difference in noise annoyance caused by Maglev and TGV trains at the same average façade exposure. Noise annoyance caused by conventional trains was not found to be significantly lower than annoyance caused by these high-speed trains at the same average façade exposure (tested up to 65 dB(A) only). The latter conclusion is in contradiction with earlier work by Vos et al. A comparison to the work of Neugebauer at al. came out inconclusive: although these authors state there is a distinct difference between the two types of trains investigated, their actual results fall within the spread of annoyance levels due to distance to the track and vehicle