EPA 550/9-75-205
PASSENGER NOISE
ENVIRONMENTS OF
ENCLOSED TRANSPORTATION
SYSTEMS
JUNE 1975
U.S. Environmental Protection Agency
Washington, D.C. 20460
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TECHNICAL REPORT DATA
(Please read I# Q uctions on the reverse before completing)
1. REPORT NO.
EPA 550/9-75025 I
3. RECIPIEN1-SACCESSIOr.NO.
4. TITLE AND SUBTITLE
Passenger Noise Environments of Enclosed
Transportation Systems
5. REPORT DATE
June 1975
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
8. PERFORMING ORGANIZATION REPORT NO.
9. PERFORMING ORGANiZATION NAME AND ADDRESS
Environmental Protection Agency
Office of Noise Abatement and Control
1921 Jefferson Davis Highway, Crystal Mall #2
Arlington, Virginia 20460
10. PROGRAM ELEMENT NO.
11.CONTRACT/GRANTNO.
12. SPONSORING AGENCY NAME AND ADDRESS
Environmental Protection Agency
Office of Noise Abatement and Control
1921 Jefferson Davis Highway, Crystal Mall #2
Arlington, Virginia 20460
13. TYPE OF REPORT AND PERIOD COVERED
14 .SPONSORINGAGENCYCODE
15. SUPPLEMENTARY NOTES
16. ABSTRAcT
To determine the extent to which noise environments of enclosed
transportation systems are deleterious to passenger health, an analysi
was made of both information collected by past transportation studies
and of new data collected for this project. The analysis consisted of
identifying trends among various transportation modes, noting areas of
data deficiency, calculating the effect of noise exposure on health
under various assumptions of travel duration and workplace noise ex-
posure levels, and assessing measurement methodologies.
17. KEY WORDS AND DOCUMENT ANALYSIS
a. DESCRIPTORS
b.IDENTIFIERS/OPEN ENDED TERMS
C. COSATI Field/Group
aircraft, automobiles, buses,
exposure, health, interior sound
levels, measurement methodologies
passenger vehicles, public trans-
portation, subways, trains
18. DISTRIBUTION STATEMENT
19. SECURITY CLASS (This Report)
21. NO. OF PAGES
Unlimited
UNCLASSIFIED
20. SECURITY CLASS (ThLs page)
22. PRICE
UNCLASSIFIED
EPA Form 2220.1 (9-73)
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PASSENGER NOISE ENVIRONMENTS
OF
ENCLOSED TRANSPORTATION SYSTEMS
JUNE 1975
PREPARED BY
U.S. ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF NOISE ABATEMENT AND CONTROL
WASHINGTON, D.C. 29569
This document has been approved for general
availability. It does not constitute a standard,
specification, or regulation.
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FOREWORD
The Noise Control Act of 1972 (PL 92-5 74) authorizes the Environmental Protection
Agency (EPA) to disseminate to the public information on the effects of noise, acceptable
noise levels and techniques for noise measurement and control. This report is based on
a literature survey conducted by Informatics Incorporated, Rockvile, Md., under contract
to EPA and supplemented by data colleiction and analysis by EPA personnel. It is directed
toward the following:
(1) Protecting the traveller by identifying high noise areas within transportation
modes
(2) Determining the health risk of the interior sound levels (measured with reference
to levels identified by EPA as necessary to protect health with an adequate
margin of safety)
(3) Delineating areas of data deficiency which require further research and
(4) Identifying transportation modes which require development of a standardized
measurement methodology.
The project was conducted by the Technical Assistance and Operations Division,
Office of Noise Abatement and Control, EPA. The participation in the project by Judy
Ruth a Graduate Student Assistant assigned to the Office of Noise Abatement and Control
is noteworthy. Ms. Ruth provided direction to the information-services contractor
(Appendix A) and performed the analysis contained in the body of the document. This
outstanding effort by Ms. Ruth should provide a most useful reference document to the
acoustics community.
Deputy Assistant Adrfiinistrator
for Noise Control Programs
Office of Noise Abatement & Control
11
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ACKNOWLEDGMENTS
The data base for this document was provided (1) through the measurement efforts
of EPA personnel in Regional Offices I , II, III and VII and (2) through the literature
search performed by Cart Modig of Informatics Incorporated. Their efforts were a great
benefit to this document.
m
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CONTENTS
Page
Foreword
Acknowledgements
PASSENGER NOISE ENVIRONMENTS OF ENCLOSED
TRANSPORTATION SYSTEMS I
MEAN INTERIOR SOUND LEVELS 3
Cars 3
Commuter Buses 3
Intercity Buses 3
Commuter Railroad 9
Intercity Railroad 9
Jet Aircraft 9
Other Aircraft 15
HEALTH IMPLICATIONS 16
Discussion 16
MEASUREMENT METHODOLOGY 21
DATA DEFICIENCY 23
RECOMMENDATIONS AND CONCLUSIONS 29
REFERENCES 32
APPENDIX A
Passenger Noise Environments in Vehicles: A Data Compilation A- 1
APPENDIX B
Data Forms B-I
iv
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FIGURES
Page
Figure 1. Range of Sound Levels Measured Inside Various
Cruising Vehicles 4
Figure 2. Distribution of A-weighted Sound Levels Measured
Inside Cruising 727 Commercial Jet Aircraft as a
Function of Seating Location 14
Figure 3. Yearly Average Leq(24) Calculated as a Function of
Two Factors: The Yearly Work-Day Leq(g) and
The Yearly Average Vehicle Interior Equivalent
Sound Level to Which a Person is Exposed for 2
Hours per Day, 5 Days per Week, Leq(8) 22
Figure 4. Range of A-weighted Sound Levels Measured Inside
Occupational Locations in Vehicles and in Off-road
and Recreational Vehicles so
V
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TABLES
Page
Table 1. Energy Mean A-weighted Interior Sound Level of Cars
Cruising at 97 km/h (60 MPH) by Year of Make and
Measurement 5
Table 2. Energy Mean A-weighted Interior Sound Level of Cars
as a Function of Cruising Speed 5
Table 3. Energy Mean A-weighted Interior Sound Level of Cars
Cruising at 97 km/h (60 MPH) by Engine Type 6
Table 4. Energy Mean A-weighted Interior Sound Level of
Cruising Commuter Buses by Lateral Seating
Location 6
Table 5. Energy Mean A-weighted Interior Sound Level of
Commuter Buses as a Function of Mode of Operation
and Longitudinal Seating Location 7
Table 6. Energy Mean A-weighted Interior Sound Level of
Cruising Commuter Buses as a Function of Speed 7
Table 7. Energy Mean A-weighted Interior Sound Level of
Cruising Intercity Buses by Longitudinal Seating
Location 8
Table 8. Energy Mean A-weighted Interior Sound Level of
Intercity Buses by Lateral Seating Location 8
Table 9. Energy Mean A-weighted Interior Sound Level of
Cruising Commuter Railroad Cars as a Function
of Speed arid Above-Ground Position 10
Table 10. Energy Mean A-weighted Sound Level of Cruising
Commuter Railroad Cars as a Function of Track
Bed Type and Above-Below Ground Position 10
vi
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Table 11. Energy Mean A-weighted Interior Sound Level of
Cruising Intercity Railroad Cars as a Function
of Longitudinal Seating Location 11
Table 12. Energy Mean A-weighted Interior Sound Level of
Cruising Intercity Railroad Cars as a Function of
Lateral Seating Location 11
Table 13. Energy Mean A-weighted Interior Sound Level
as a Function of Type of Land Vehicle and
Mode of Operation 12
Table 14. Energy Mean A-weighted Interior Sound Level of
Cruising Commercial Jet Aircraft as a Function of
Lateral Seating Location and Engine Location 12
Table 15. Energy Mean A-weighted Interior Sound Level of
Cruising Commercial Jet Aircraft as a Function of
Longitudinal Seating Location and Engine Location 13
Table 16. Mean A-weighted Interior Sound Level of Cruising
Commercial Jet Aircraft as a Function of Mode
of Operation 13
Table 17. Energy Mean A-weighted Interior Sound Level of
Cruising Aircraft as a Function of Type 15
Table 18. Yearly Average Leq(24) for People Exposed to the
Interiors of Cruising Aircraft as a Function of Two
Factors: the Number of Hours of Exposure, and
the Type of Aircraft 17
Table 19. The Maximum Yearly Average Workday Leq(8) Per-
missible 5 Days per Week if a Maximum Yearly
Average Leq(24) of 70 dB is to be Maintained, as a
Function of the Type of Vehicle to Which People
are Exposed for 1 Hour per Day, 5 Days per Week 18
vu
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Table 20. The Maximum Yearly Average Workday Leq(8) Per-
missible 5 Days per Week if a Maximum Yearly
Average Leq(24) of 70 dB is to be Maintained, as a
Function of the Type of Vehicle to Which People
are Exposed for 2 Hours per Day, 5 Days per Week 19
Table 21. Yearly Average Leq(24) as a Function of Two
Factors: Type of Vehicle Interior of Which
People are Exposed for 1 Hour per Day, 5 Days
per Week, and the Yearly Average Workday Leq(8),
5 Days per Week 20
Table 22. Variables Specified in the Measurement Methodologies
of Cars and Buses 24
Table 23. Variables Specified in the Measurement Methodologies
of Railroad Cars 26
Table 24. Variables Specified in the Measurement Methodologies
of Aircraft 28
v i ii
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PASSENGER NOISE ENVIRONMENTS OF ENCLOSED
TRANSPORTATION SYSTEMS
Americans are extremely mobile and spend a large percentage of time utilizing trans-
portation systems. Owing to the duration and intensity of individual exposure, it is
necessary to examine to what extent such noise exposure damages the auditory system.
This report addresses this issue.
The report focuses on the nonoccupational aspects of exposure to noise inside en-
closed transportation systems. Thus, noise levels in the cab, cockpit, and locomotive of
commercial vehicles, as well as those in off-road and recreationa vehicles, were excluded
from this investigation.
The study comprised three phases. First, a task was initiated to collect and display (in
tabular form) published and unpublished literature concerning the interior sound levels of
the following enclosed passenger vehicles:
1. Cars,
2. Commuter buses,
3. Intercity buses,
4. Commuter railroad cars,
5. Intercity railroad cars,
6. Fixed wing aircraft,
7. Helicopters, and
8. Hovercraft.
The result of this compilation is contained in Appendix A. A discussion of possible
health and welfare effects and the measurement methodologies employed is also included.
The reference listing is accompanied by a key indicating the vehicle and information type
encompassed by each article.
Second, a measurement project was undertaken simultaneously to (1) complement
by updating the data base derived from the literature survey, and (2) to gain insight into
measurement methodology issues and problems. Sound levels were measured inside the
following passenger vehicles during various phases of operation:
1
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I. Cars,
2. Commuter buses,
3. Trolley cars,
4. Commuter railroad cars,
5. Intercity railroad cars, and
6. Fixed wing aircraft
These measurements were made by headquarters personnel in the EPA Office of
Noise Abatement and Control and by personnel of the EPA Regional Offices I, II, Ill, and
VII while enroute to and from business meetings. The data forms employed are contained
in Appendix B.
Third, the data collected under the first two phases provided a base for:
1. Calculation of representative mean interior sound levels of public transportation
vehicles,
2. Assessment of the health ramifications of exposure to the interior sound levels
of enclosed passenger vehicles,
3. Appraisal of measurement methodologies,
4. Locating areas of data deficiency, and
5. Making recommendations with regard to:
a. health considerations,
b. areas requiring further research, and
c. measurement methodologies.
Since all references, with one exception, report level rather than exposure data,
the analysis was directed to translating levels into exposures, assuming several scenarios in
order to derive the yearly average Leq(24).
2
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MEAN INTERIOR SOUND LEVELS
Figure 1 illustrates the range of A-weighted interior sound levels collected for each
vehicle type and their mean A-weighted interior sound level (averaged on any energy basis).
Tables 1 through 17 contain the energy mean A-weighted interior sound levels for vehicles
under various operating conditions. Since these energy means are calculated from sound
levels collected by many different sources under varying methodologies and conditions,
the trends evidenced by the tables may sometimes be biased by certain extraneous or
uncontrolled variables, (e.g., road surface, meteorological conditions, vehicle speed). Each
table is footnoted to indicate some of the more important variables which have or have
not been controlled.
Cars
Based upon the 1970 to 1974 data, there has been a general trend for the interiors
of cars to become quieter as a function of model year (Table 1). Car interiors are
louder when cruising at 97 km/h (60 mph) than at 48 km/h (30 mph) (Table 2). Little
differences were observed Detween gasoline and diesel engined automobiles. The interiors
of diesel engine cars are nearly equal to those of gasoline engine cars at 97 km/h
(60 mph) (Table 3).
Commuter Buses
In commuter buses, the mean interior sound level is nearly equal in window seats and
aisle seats (Table 4). Seat location affects the level of noise exposure regardless of
whether a commuter bus is idling or cruising. Rear seats have a greater mean interior
sound level than do middle seats, and middle seats have a greater average interior sound
level than do front seats (Table 5). City bus interiors are quieter when cruising at
32 km/h (20 mph) than at 48-64 km/h (30-40 mph) (Table 6).
Intercity Buses
Intercity bus interior sound levels are louder in rear seats than in middle seats and
louder in middle seats than in front seats (Table 7). Window and aisle seats have nearly
the same mean sound levels (Table 8).
3
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110_\
MAXIMUM
r
100- 1 ENERGV
, MEAN
90
:2.
-J
H L MINIMUM
LU
>
LU
20-
a
LU
I
I
70-
60 - J
L
50 I I I I I T
- LU
, n LU< Z I-
< w OW - O
I .-
&
o< g <
0
U
o 9 0
0 2 0
U 0
LU
U x
VEHICLE TYPE
Figure 1. Range of Sound Levels Measured Inside Various Cruising Vehicles
4
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TABLE 1. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF CARS
CRUISING AT 97 KM/H (60 MPH) BY YEAR OF MAKE AND MEASUREMENT*
_____ ALL YEARS
1974 (1970-1974)
ENERGY MEAN A-
WEIGHTED SOUND
LEVEL (dB)
76
76
73
71
72
74
SAMPLE SIZE
38
28
20
41
.
31
158
RANGE OF SOUND
67-80
68-83
67-79
64-78
64-78
64-83
*Road condition is smooth and windows are closed.
TABLE 2. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CARS AS A FUNCTION OF CRUISING SPEED*
SPEED
48 km/h (30 mph)
97 km/h (60 mph)
ENERGY MEAN
A-WEIGHTED SOUND
67
77
LEVEL (dB)
SAMPLE SIZE
16
24
RANGE OF
SOUND LEVELS
1 7
6 - 1
6 -83
*Road condition is smooth and windows are closed. The same car models and years
of make and measurement are found under both speed conditions.
1970
YEAR
1971
1972
1973
5
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TABLE 3. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CARS CRUISING AT 97 KM/H (60 MPH) BY ENGINE TYPE*
ENGINE TYPE
DIESEL GASOLINE
ENERGYMEAN A-WEIGHTED
SOUND LEVEL (dB)
74
72
SAMPLE SIZE
12
12
RANGE OF SOUND
LEVELS
6579
6478
is smooth and windows are closed.
TABLE 4. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING COMMUTER BUSES BY LATERAL SEATING LOCATION*
LATERAL SEATING LOCATION
AISLE WINDOW
.
ENERGY MEAN
A-WEIGHTED
85
87
SOUND LEVEL (dB)
SAMPLE SIZE
6
6
RANGE OF SOUND
LEVELS
7
6-90
729
-
*Speed is a controlled variable. All engines are rear mounted diesels and all seats are
in the rear.
6
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TABLE 5. ENERGY MEAN A-WEIGHTED iNTERIOR SOUND LEVEL OF
COMMUTER BUSES AS A FUNCT iON OF MODE OF OPERATION AND
LONGITUDINAL SEATING LOCATION*
*All engines are rear mounted diesels.
LONGITUDINAL SEATING LOCATION
MIDDLE
FRONT
REAR
MODE
OF
OPERATION
IDLE
60 dB
64 dB
69 dB
- ACCELERATION
72 dB
76 dB
92 dB
CRUISE
72 dU
78 dB
86 dB
*All engines are rear mounted diesels.
TABLE 6. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING COMMUTER BUSES AS A FUNCTION OF SPEED*
SPEED
32 km/h (20 mph)
48-64 kmJh (3040 mph)
ENERGY MEAN A-
WEIGHTED SOUND
81
89
LEVEL_(dB)
SAMPLE SIZE
II
5
RANGE OF SOUND
LEVELS
68-86
70-92
7
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TABLE 7. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING INTERCITy BUSES BY LONGITUDINAL SEATING LOCATION*
LONGITUDINAL SEATING LOCATION
ENERGY MEAN A-
WEIGHTED SOUND
LEVEL(dB)
75
78
REAR
83
SAMPLE SIZE
3
RANGE OF
3
3
SOUND
LEVELS 74-76 77 79 79-84
*Afl engines are rear mounted diesels. Window seats only.
TABLE 8. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
INTERCITY BUSES BY LATERAL SEATING LOCATION*
LATERAL SEATING LOCATION
AISLE WINDOW
ENERGY MEAN AWEIGHTED 78 77
SOUND LEVEL (dB)
SAMPLESIZE 4 6
RANGE OF SOUND LEVELS 74-80
*Length..wise seating location is a controlled variable.
FRONT
MIDDLE
8
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Commuter Railroad
Commuter railroad cars have a lower average interior sound level above ground than
in a subway, regardless of speed or track-bed conditions (Tables 9 and 10). Commuter
railroad cars travelling above ground or in a subway have a higher mean interior sound level
at speeds of 48-80 km/h (30-50 mph) than at speeds of 80-97 km/h (50-60 mph) (Table 9).
Based upon this sample, it is interesting to note, however, regardless of whether
commuter railroad cars are travelling above ground or in a subway, their interiors are
quieter when the track bed is tie and ballast than when it is concrete (Table 10).
Intercity Railroad
Coach interiors of intercity railroad cars have nearly equal sound levels in the middle
and rear seats (Table 11) and higher sound levels in the window seats than in the aisle seats
(Table 12).
The interrelationships of interior sound levels, vehicle type and mode of operation are
shown in Table 13.
Jet Aircraft
Windows seats of cruising commercial jets have a mean interior sound level which is
nearly equal to that of aisle seats, regardless of engine position (Table 14). Average inter-
ior sound levels are less in cruising commercial jet aircraft with engines positioned on the
wing than in those with engines positioned in the tail, for both aisle and window seats
(Table 14). The front and middle seats are quieter than the rear seats, regardless of engine
location (Table 15). The effect of the mode of operation on the interior sound levels of
commercial jet aircraft is illustrated by Table 16.
The distribution of sound levels measured inside cruising 727 commercial jet aircraft
as a function of seating location is illustrated by Figure 2. Multiple linear regression was
performed to develop an equation relating the interior A-weighted sound level (LA) of cruising
commercial 727 jet aircraft to their altitude in kilometers (H) and their speed in kilometers
per hour (S). The resulting equation is LA = 75.07 - 0.76H + 0.01 S. This equation
accounts for 76 percent of the variation of the sound levels measured (the correlation
coefficient of determination (R 2 ) is 0.76). Factors affecting the inverse relationship between
between interior sound level and altitude are discussed by Bray (U. He concludes that
changes in the turbulent boundary layer noise in commercial aircraft operating at varying
altitudes have been shown to vary according to the density change to the first power.
9
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TABLE 9. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING COMMUTER RAILROAD CARS AS A FUNCTION OF SPEED
AND ABOVE-BELOW GROUND POSITION*
SPEED
48-80 km/h
(30-50 mph)
80-121 km/h
(50-75 mph)
ABOVEGROUND
83 dB
69 dB
SUBWAY
(BELOW GROUND)
86 dB
81 dB
*Type of track bed is a controlled variable. Seating location is an uncontrolled
variable.
TABLE 10. ENERGY MEAN A-WEIGHTED SOUND LEVEL OF CRUISiNG
COMMUTER RAILROAD CARS AS A FUNCTION OF TRACK BED
TYPE AND ABOVE-BELOW GROUND POSITION*
TYPE OF TRACK BED
CONCRETE TIE AND BALLAST
ABOVEGROUND 82 dB 76 dB
SUBWAY
(BELOW GROUND)
86 dB
83 dB
I-
*Speed is a controlled variable. Seating location is an uncontrolled variable.
10
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TABLE 11. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVELS
OF CRUISING INTERCITY RAILROAD CARS AS A FUNCTION
OF LONGITUDINAL SEATING LOCATION*
LONGITUDINAL SEATING LOCATION
MIDDLE REAR
ENERGY MEAN A-WEIGHTED
SOUND LEVEL (dB)
69
67
SAMPLE SIZE
10
8
RANGE OF SOUND LEVELS
62-7 5
63-71
*Ajsle..window seating location is a controlled variable. Speed is an uncontrolled
variable.
TABLE 12. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING INTERCITY RAILROAD CARS AS A FUNCTION.OF
LATERAL SEATING LOCATION*
LATERAL SEATING LOCATION
AISLE
WINDOW
ENERGY MEAN A-WEIGHTED
SOUND LEVEL (dB)
64
70
SAMPLE SIZE
5
13
RANGE OF SOUND LEVELS
62-67
65-75
*Lengthwise seating location is a controlled variable. Speed is an uncontrolled
variable.
11
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TABLE 13. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL AS
A FUNCTION OF TYPE OF LAND VEHICLE AND MODE OF OPERATION
MODE OF OPERATION
IDLE ACCELERATION
CRUISE DECELERATIO
TYPE
OF
LAND
VEHICLE
CARS
57 dB
72 dB
73 dli
67 dB
COMMUTER BUSES
67 dB
86 dB
81 dB
72 dB
TROLLEY CARS
67 dli
79 dB
90 dB
69 dB
COMMUTER RAILROAD
CARS
70 dB
79 dB
86 dB
83 dB
INTERCITY
RAILROAD CARS
66 dB
72 dB
68 dB
60 dB
TABLE 14. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING COMMERCIAL JET AIRCRAFT AS A FUNCTION OF
LATERAL SEATING LOCATION AND ENGINE LOCATION*
ENGINE
LOCATION
LATERAL SEATING LOCATION
AISLE
WINDOW
WINGS
81dB
82dB
TAIL
84dB
86dB
*Length..wjse seating location is a controlled variable.
12
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TABLE 15. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING COMMERCIAL JET AIRCRAFT AS A FUNCTION OF
LONGITUDINAL SEATING LOCATION AND ENGINE LOCATION*
ENGINE
LOCATION
LONGITUDINAL SEATING LOCATION
FRONT MIDDLE REAR
WINGS
80 dB 81 dB 83 dB
TAIL
82 dB 81 dB 88 dB
*Aisle..window seating location is controlled for
altitude and speed are uncontrolled variables.
TABLE 16. MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING COMMERCIAL JET AIRCRAFT AS A FUNCTION
OF MODE OF OPERATION*
MODE OF OPERATION
REVERSE THRUSTER
TAXI TAKE OFF CLIMB CRUISE LANDING APPLICATION
ENERGY MEAN
A-WEIGHTED
SOUND LEVEL
(dB)
75
82
80
85
77
94
SAMPLE SIZE
28
28
28
105
27
21
RANGE OF
SOUND LEVELS
63-84
72-92
69-88
73-96
65-83
80-103
*,Mtjtude and speed are uncontrolled variables.
13
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I ll
Ill ]
[ 82J I I
I I JnJ
W 1
H 11
f i [ 78]
[ Ill
I I I I l
Flu
L I II
H H
LI I I
E LljJ
I H
LI4
I I 1 -I
I l l
LI I I
[ ii [ fl
E21
H Ii
I I I I
I I I I
I J J8
IIL I
H I I
III
[ Hi
F 11801
Ia4 I I
[ o I i
HJI
I I
I i
I
Figure 2. Distribution of A-weighted Sound Levels Measured Inside Cruising
727 Commercial Jet Aircraft as a Function of Seating Location
14
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Other Aircraft
Helicopter and piston engine propeller aircraft have higher mean interior sound levels
than gas turbine propeller and commercial jet aircraft (Table 17).
TABLE 17. ENERGY MEAN A-WEIGHTED INTERIOR SOUND LEVEL OF
CRUISING AIRCRAFT AS A FUNCTION OF TYPE*
TYPE OF AIRCRAFT
COMMERCIAL GAS
JET TURBINE
ENERGY MEAN A-WEIGHTED
SOUND LEVEL (dB)
85
85
94
94
SAMPLE SIZE
105
13
18
10
RANGE OF SOUND LEVEL
73-96
79-88
88-97
83-101
PISTON HELICOPTER
*Speed and altitude are uncontrolled variables.
15
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HEALTH IMPLICATIONS
Introduction
A maximum yearly average Leq(24)* of 70 dB has been identified by EPA as requisite
to protect against hearing loss with an adequate margin of safety (2) To determine the
extent to which interior transportation noise exposures conform to this identified level,
the yearly average Leq(24) is calculated for hypothetical cases which are made to vary by
(1) vehicle types, (2) number of hours of exposure to vehicle interiors per year or per
workday, and (3) the yearly average workday Leq(8)** (Tables 18, 19 and 20).
In formulating these tables, it was necessary to make a number of assumptions. Tables
18 through 2 1 assume that all the remaining hours of the year have an exposure level low
enough to result in a negligible contribution to the yearly average Leq(24) i.e., no greater
than an Leq(1)of 6 O. In Tables 19,20 and 21, 1 or 2 hours of exposure per workday (5
days per week), is chosen as representative of typical round trip travel time to-and-from work.
A wide range of hours of exposure per year (1 to 300 hours per year) to the interiors of air-
craft were considered in Table 18, recognizing the wide variance in aircraft travel time in-
curred by the American public.
Discussion
The maximum permissible number of hours of exposure to commercial jet aircraft, gas
turbine aircraft, piston engine aircraft, and helicopters is 252, 216, 36, and 36, respectively,
if a maximum yearly average Leq(24) of 70 dB is to be maintained (Table 18).
Table 19 displays the maximum yearly average work Leq(8) permissible if a maximum
yearly average Leq(24) of 70 dB is to be maintained, as a function of vehicle type and the
number of hours of exposure per workday.
*The yearly average Leq(24) is the yearly energy average A-weighted sound level in
decibels relative to 20 micropascals computed over a continuous 24-hour period.
**The yearly average workday Leq(8) is the yearly energy average A-weighted sound
level in decibels relative to 20 micropascals computed over a continuous 8-hour period
identified with typical occupational exposure.
16
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TABLE 18. YEARLY AVERAGE Leq(24) FOR PEOPLE EXPOSED TO THE INTERIORS
OF CRUSING AIRCRAFT AS A FUNCTION OF TWO FACTORS: THE NUMBER
OF HOURS OF EXPOSURE, AND THE TYPE OF AIRCRAFT*
TYPE OF
AIRCRAFT
NUMBERS OF HOURS OF EXPOSURE PER YEAR
1
2
6
12
18
36
72
108
144
180
216
252
300
COMMERCIAL JET
GAS TURBINE PROPELLER
PISTON PROPELLER
HELICOPTER
60
60
61
62
62
64
66
67
68
69
69
70
71
60
60
61
62
62
64
66
67
68
69
70
70
71
61
62
64
66
68
70
73
75
76
77
78
78
79
61
62
64
66
68
70
73
75
76
77
78
79
79
*All remaining hours of the year are assumed to have an Leq(1) of 60 dB.
-------
TABLE 19. THE MAXIMUM YEARLY AVERAGE WORKDAY Leq(8) PERMISSIBLE
5 DAYS PER WEEK IF A MAXIMUM YEARLY AVERAGE Leq(24) OF 70 dB
IS TO BE MAINTAINED, AS A FUNCTION OF THE TYPE OF
VEHICLE TO WHICH PEOPLE ARE EXPOSED FOR
1 HOUR PER DAY, 5 DAYS PER WEEK*
MAXIMUM Leq(8)
PERMISSIBLE
*Al1 remaining hours of the year are assumed to have an Leq( 1) of 60 dB.
76
f Indicates that it would be impossible to achieve a yearly Leq(24) of 70 dB even if there
was no noise exposure in the work environment.
* *Crujse condition.
CARS -97 km/h (60 mph)
VEHICLE TYPE**
TO WHICH
PEOPLE ARE
EXPOSED, FOR
1 HOUR
PER DAY,
5 DAYS
PER WEEK
CARS -48 km/h (30 mph)
76
COMMUTER BUSES
73
INTERCITY BUSES
75
TROLLEY CARS
t
COMMUTER RAILROAD CARS
ABOVE GROUND
74
COMMUTER RAILROAD CARS
IN SUBWAYS
t
INTERCITY RAILROAD CARS
76
COMMERCIAL JET AIRCRAFT
t
PISTON AIRCRAFT
t
GAS TURBINE AIRCRAFT
t
HELICOPTERS
t
18
-------
TABLE 20. THE MAXIMUM YEARLY AVERAGE WORKDAY Leq(8) PERMISSIBLE
5 DAYS PER WEEK IF A MAXIMUM YEARLY AVERAGE Leq(24) OF 70 dB IS TO
BE MAINTAINED, AS A FUNCTION OF THE TYPE OF VEHICLE TO WHICH
PEOPLE ARE EXPOSED FOR 2 HOURS PER DAY, 5 DAYS PER WEEK*
VEHICLE _____________________________
TYPE** ____________________________
TO WHICH
PEOPLE ARE
EXPOSED,
FOR2
HOURS PER
DAY, 5
DAYS PER ___________________________
WEEK
*A11 remaining hours of the year are assumed to have an Leq(1) of 60 dB.
f Indicates that it would be impossible to achieve a yearly Leq(24) of 70 dB even if there
was no noise exposure in the work environment.
* *Cruise condition.
CARS 48 km/h (30 MPH)
MAXIMUM Leq(8)
PERMISSIBLE
75
CARS 48 km/h (30 mph)
76
COMMUTER BUSES
68
INTERCITY BUSES
73
TROLLEY CARS
t
COMMUTER RAILROAD CARS
ABOVE GROUND
68
COMMUTER RAILROAD CARS
IN SUBWAYS
f
INTERCITY RAILROAD CARS
76
COMMERCIAL JET AIRCRAFT
t
PISTON AIRCRAFT
t
GAS TURBINE AIRCRAFT
t
HELICOPTERS
t
19
-------
TABLE 21. YEARLY AVERAGE Leq(24) AS A FUNCTION OF TWO FACTORS:
THE TYPE OF VEHICLE INTERIOR TO WHICH PEOPLE ARE EXPOSED
FOR 1 HOUR PER DAY, 5 DAYS PER WEEK, AND THE YEARLY
AVERAGE WORKDAY Leq(8) , 5 DAYS PER WEEK*
YEARLY AVERAGE WORKDAY Leq(8)
___ ( 5 DAYS PER WEEKj ___
60dB 70dB 75dB
*A1l remaining hours of the year are assumed to have an Leq(1) of 60 dB.
**Crujse condition
EPA has identified an Leq(24) level of 70 dB requisite for protection against hearing
loss with an adequate margin of safety (Reference 1).
NONE (Leq(l) = 60 dB)
60
65
80dB 85dB 90dB
VEHICLE
TYPE**
69 44 79. 84
CARS48km/h(3omph)
60
65
69
4
79
,4
INTERCITY RAILROAD CARS
61
65
69
14
CARS 97 km/h (60 mph)
62
65
70
74
79
4
INTERCITY BUSES
65
68
70
74
75
4
COMMUTER RAILROAD CARS
ABOVEGROUND
67
68
1
,
COMMUTER BUSES
67
69
7J.
75
79
84
COMMERCIAL JET AIRCRAFT
70
72.
75
79
84
COMMUTER RAILROAD CARS
IN SUBWAYS
70
11
73
7
79
.
GAS TURBINE AIRCRAFT
70
I
7
75
7
84
TROLLEY CARS
$
7
76
71
HO
4
PISTON AIRCRAFT
79
?
79
80
2
5
HELICOPTERS
::::7 :::
20
-------
Exposure to the interiors of trolley cars, commuter railroad cars travelling in subways,
commercial jets, piston engine aircraft, gas turbine aircraft, and helicopters for 1 hour per
day, 5 days per week, will make it impossible to achieve a yearly average Leq(24) of 70 dB
(Table 19). Increasing the 1-hour exposure to vehicle interiors to 2 hours per day for 5 days
per week will decrease the maximum yearly workday Leq(8) allowable if a yearly average
Leq(24) of 70 dB is to be sustained (Table 20). Given a 2-hour exposure per day, 5 days per
week, to buses and commuter railroad cars travelling above ground, the maximum yearly
average work day Leq(8) permissible (if a yearly average Leq(24) of 70 dB is to be main-
tained) is below the level specified by EPA, i.e., 75 dB (Table 20).
Table 21 and Figure 3 illustrate the effect that compounding the yearly average work-
day Leq(8) with a 1- or 2-hour exposure to vehicle interiors, 5 days per week, can have on
the yearly average Leq(24). Exposure to a yearly average workday Leq(8) of 60, 70, or 75
dB combined with a I-hour exposure to trolley cars, piston aircraft or helicopters will cause
the yearly average Leq(24) to exceed 70 dB (Table 21). The yearly average Leq(24) will
also exceed 70 dB if a yearly average workday Leq(8) of 70 or 75 dB is combined with ex-
posure to commuter railroad cars (in subways) commercial jet or gas turbine aircraft for I
hour per day 5 days per week (Table 20). Exposure to city buses or commuter railroad cars
(above ground) for 1 hour per day for 5 days per week will result in a yearly average Leq(24)
greater than 70 dB if compounded with a yearly average workday Leq(8) of 75 dB (Table
21). Exposure to a yearly average workday Leq(8) of 80 dB or more, will disallow mainte-
nance of a yearly average Leq(24) of 70 dB, even if no vehicles are traveled in and all re-
maining hours of the year have an exposure level low enough to result in a negligible contri-
bution (i.e., 60 dB) (Table 21). In the case where the yearly average workday Leq(8) is 80
dB, 1-hour exposure to city buses, trolley cars, commuter railroad cars (above or below
ground), commercial jet aircraft, piston aircraft, gas turbine aircraft, or helicopters (5 days
per week) will cause 70 dB to be exceeded by a greater amount (Table 21). For 11 of the
13 vehicles, the effect of a 1 hour exposure to their interiors on the yearly average Leq(24)
is negligible, if the yearly average workday Leq(8) is 85 or 90 dB (Table 21). The effects
of 2 hours of vehicle exposure, 5 days per week, on the yearly average Leq(24) are similar
to that of a 1 hour exposure, with the qualification that (I) more vehicle types cause the
yearly average Leq(24) of 70 dB to be exceeded and (2) the quantity by which 70 dB is ex-
ceeded is increased (Figure 3).
Measurement Methodology
No attempt has been made by the studies surveyed to develop standardized measure-
ment methodologies for any vehicles, excepting rapid transit. [ The Transportation Systems
Center of the Department of Transportation has developed a methodology for use in its
rapid transit noise measurement study (refer to Appendix A, reference 81 )]. Because of
21
-------
(J
g 75
-J
w
0
w
>
< 70
>-
-J
w
>.
65
60
Figure 3. Yearly Average Leq(24) Calculated as a Function of Two Factors:
The Yearly Average Workday Leq(8) , and the Yearly Average Vehicle
Interior Equivalent Sound Level to Which a Person is Exposed
for 2 Hours per Day, 5 Days per Week Leq(8)*
*Afl remaining hours of the year are assumed to have an Leq(1) of 60 dB.
EPA has identified an Leq(24) level of 70 dB as requisite for protection against hearing
loss with an adequate margin of safety (Reference 1).
YEARLY AVERAGE Leq(8), 5 DAYS PER WEEK (dB)
(WORK ENVIRONMENT)
85
80
go
85
95
22
-------
this lack of standardized measurement methodologies, different investigators have employed
different methodologies for the same vehicle type. Therefore, the data collected by differ-
ent studies is sometimes incomparable and is often difficult to collapse. These problems
are evident in the footnotes to Tables I through 17 and were even more clear when the
data were being organized and tabulated. A lack of specificity regarding operation para-
meters (i.e., speed, road condition, or microphone location) resulted in deletion of data
points during creation of the tables. Also, the observed differences in mean sound levels
as a function of recorded differences in operation variables, such as road conditions, may
have been biased by differences in uncontrolled variables such as vehicle age or mileage.
The problem extends beyond that of combining or comparing the results of two or
more studies. Drawing conclusions regarding the results of even a single survey can be hin-
dered by an incomplete sample design. This would be less likely to occur if guidance in the
form of standardized methodology was available.
These problems illustrate the need for the development of standardized measurement
methodologies. Proposed methodologies should include specifications by vehicle type of:
1. Noise descriptor(s) including noise exposure
descriptors (such as Leq or Ldfl),
2. Modes of operation,
3. Other variables of vehicle operation,
4. Environmental variables,
5. Vehicle description,
6. Microphone location(s), and
7. Other intruding noise sources.
Tables 22 through 24 list the variables which have been used by the studies surveyed.
These variables should be considered in developing standardized methodologies. Two
draft proposals have been developed by the International Standards Organization (ISO)
on the methods of making sound level measurements inside aircraft and motor vehicles
(3, 4). The proposals were not designed to enable the investigation of variables affecting
interior vehicle sound levels, rather, they specify constant levels of maintenance for most
of these variables. These constant levels could be recommended for variables not under
investigation. The draft proposals also make recommendations regarding microphone
placement.
Data Deficiency
A sufficient number of interior A-weighted sound levels were collected to enable
confident calculation of representative mean levels for the vehicle types studied. The data
23
-------
TABLE 22: VARIABLES SPECIFIED IN THE INTERIOR MEASUREMENT
METHODOLOGIES OF CARS AND BUSES
NOISE DESCRIPTORS:
a. A-weighted sound level
b. C-weighted sound level
c. Overall sound pressure level
d. Octave band sound pressure level
2. MODE OF OPERATION, THEIR DURATION AND GEAR:
a. Idle
b. Acceleration
c. Cruise
d. Deceleration
3. OTHER VARIABLES OF VEHICLE OPERATION:
a. Speed
b. Auxiliary equipment (on or off)
Air vent
Air conditioner
Heater
Defroster
Windshield wipers
Radio
c. Number of windows opened and closed
d. If closed are the windows sealed?
4. ENVIRONMENTAL VARIABLES:
a. Road condition
b. Road material
c. Number of passengers
5. VEHICLES DESCRIPTION:
a. Manufacturer
b. Model
c. Year of make
24
-------
TABLE 22: VARIABLES SPECIFIED IN THE INTERIOR MEASUREMENT
METHODOLOGIES OF CARS AND BUSES
d. Tire condition
e. Mileage
f. Engine location (front or rear)
g. Diesel or gasoline consuming engine
6. MICROPHONE LOCATION:
a. Its row number
b. Total number of rows
c. Window, middle, aisle, or other (specify) seat
25
-------
TABLE 23: VARIABLES SPECIFIED IN THE INTERIOR MEASUREMENT
METHODOLOGIES OF RAILROAD CARS
NOiSE DESCRiPTORS
a. A-weighted sound level
b. C-weighted sound level
c. Overall sound pressure level
d. Octave band sound pressure level
e. 1/3 octave band sound pressure level
f. Leq, L 01 , L 10 , L 50 , L 90 and L 99
2. MODES OF OPERATION AND THEIR DURATION
a. Idle
b. Acceleration
c. Cruise
d. Deceleration
e. Brake application-air release from brake compression
3. OTHER VARIABLES OF VEHICLE OPERATION
a. Speed
b. Doors opening or closing
c. Auxiliary equipment (on or off)
Air conditioner
Heater
d. Number of windows opened and closed
e. If closed are they sealed?
4. ENVIRONMENTAL VARIABLES
a. Rail (jointed or welded)
b. Trackbed (concrete and/or ballast or suspended)
c. Track surface (ground or unground)
d. Coupling (direct or indirect fixation)
e. Track condition (geometry, loose joints, and/or contaminated ballast)
f. Tunnel, at-grade; or elevated (specify on earth berm or bridge)
g. Curve or straight
h. Switches or crossovers
i. Number of passengers
26
-------
TABLE 23: VARIABLES SPECIFIED IN THE INTERIOR MEASUREMENT
METHODOLOGIES OF RAILROAD CARS (CONT)
5. VEHICLE DESCRIPTION
a. Propulsion (electric, diesel electric or other - specify)
b. Car type (roomette, coach, etc.)
c. Year of make
d. Do doors seal properly?
e. Are the wheels flat?
f. Are wheels rubber or steel?
g. Do brakes squeak?
h. System and line
6. MICROPHONE LOCATION
a. Its row number
b. Total number of rows
c. Window, middle, aisle or other (specify) seat
d. Height roughly at that of a seated passenger
27
-------
TABLE 24: VARIABLES SPECIFIED IN THE INTERIOR MEASUREMENT
METHODOLOGIES OF AIRCRAFT
NOISE DESCRIPTORS
a. A-weighted sound level
b. C-weighted sound level
c. Overall sound pressure level
d. Three-band preferred octave speech-interference level (PSIL)
e. Octave band sound pressure level
2. MODES OF OPERATION AND THEIR DURATION
a. Taxi to or from runway
b. Take off (acceleration)
c. Climb
d. Cruise
e. Landing (Deceleration)
f. Reverse thruster application
3. OTHER VARIABLES OF OPERATION AND ENVIRONMENT
a. Speed
b. Altitude
c. Auxiliary equipment (on or off)
Air vent closest to microphone
Neighboring seats air vent
d. Number of passengers
e. Number of windows opened and closed
4. VEHICLE DESCRIPTION
a. Manufacturer - make
b. Model
c. Year of make
d. Number, type and position of engines
5. MICROPHONE LOCATION
a. Its row number
b. Total number of rows
c. Window, middle, aisle or other (specify) seat
d. Number of rows from galley
28
-------
base was not adequate to quantify the sensitivity of these average sound levels to the
variables of microphone location and vehicle description, operation, and environment. This
deficiency resulted from inconsistencies in the collection of data regarding these variables.
Standardized measurement methodologies would alleviate this situation by providing a
list of the important variables for which values should be specified.
Recommendations and Conclusions
The hypothetical scenarios developed herein indicate combined exposure to occupa-
tional noise and interior transportation noise may result in exposure levels exceeding the
levels identified by EPA as requisite for protection against hearing loss with an adequate
margin of safety (i.e. Leq (24) of 70 dB). For instance, it was calculated that 1- or 2-hour
exposure to some of the investigated vehicle types will result in a yearly average of Leq (24)
greater than 70 dB when combined with exposure to a yearly average workday Leq (8)
of 60, 70, or 75 dB (Table 21 and Figure 3). Also, if the exposure to the yearly average
workday Leq(8) is 80 dB or greater, the Leq(24) will always exceed 70 dB, even if there
is no vehicle exposure.
These calculations of exposure levels are based on assumptions regarding the typical
daily time period during which Americans are exposed to the interiors of various trans-
portation modes. Since these calculations indicate that there is a risk of hearing loss associ-
ated with the hypothesized exposure durations, it is important to determine the number of
Americans actually represented by these exposure durations. A review of multimodal trip
generation studies should be examined to determine their applicability to noise exposure
forecasting. This task might be supplemented by a random sample of the U.S. population
to estimate realistic exposure durations as functions of various vehicle types.
Available information indicates that the levels of noise exposure in off-road vehicles,
recreational vehicles are generally higher than those experienced in the passenger areas of
the other discussed vehicles. As illustrated in Figure 4, the energy mean A-weighted sound
level in truck cabs is 90 dB, when measured at the right ear of the truck operator with
closed windows under various modes of vehicle operation (5). Measurements made by EPA
personnel in locomotives yielded an energy mean A-weighted sound level of 91 dB. The A-
weighted sound levels to which motorcycle operators are exposed range from 90 to 115 dB
depending on engine displacement (6). Operators of snowmobiles are exposed to A-weighted
sound levels which range from 98 to 114 dB, with an energy mean of 110 dB (7). A-weighted
sound levels measured on pleasure out-board motor boats range from 73 to 96 during cruise
and from 84 to 105 dB during acceleration, depending on horsepower (8). Therefore, it is
recommended that the study of interior transportation sound levels be extended to occupa-
tional exposures, off-road ana recreational vehicles, because of the higher sound levels
experienced on these vehicles equal exposure durations.
29
-------
MAXIMUM
* ENERGY MEAN
50
i I I I
* * U)
U)
>
< -J -
<0
a
b >- 0
1-0
9 D1 0
I -
VEHICLES
ENERGY MEAN LEVELS OF
OUTBOARD MOTORBOATS
AND MOTORCYCLES WERE
NOT COMPUTED IN REFER-
ENCED REPORTS.
Figure 4. Range of A-weighted Sound Levels Measured Inside Occupational
Locations in Vehicles, and at the Operator Position of
Off-road and Recreational Vehicles.
*MIN IMUM
120 -
110 -
100
90 -
80 -
70
60 -
-J
w
>
L .LJ
-J
0
z
0
U)
0
LU
1-
I
U .)
30
-------
The lack of established methodologies for measuring interior sound levels has contri-
buted to the incompatibility of data collected by different sources. It is therefore con-
cluded that standardized measurement methodologies should be developed to provide
guidance to and facilitate the consistency of studies of interior transportation sound levels.
These guidelines would help alleviate the deficiency of data regarding the effect of operation
and location variables on the sound levels measured inside vehicles. General considerations
for this methodology development are contained in the test. Once these methodologies are
developed, studies should be implemented to remedy the present gaps in the data base.
31
-------
REFERENCES
(1) Bray, D.E. Turbulent Boundary Layer Noise In The Interior Of Aircraft
Operating At Varying Altitudes. Presented at the 89th Meeting of the
Acoustical Society of America, Austin, Texas, April 8-11, 1975.
(2) U.S. Environmental Protection Agency. Information Of Levels Of Environmen...
tal Noise Requisite To Protect Public Health and Welfare With An Adequate
Margin of Safety, Document No:6:550/9-74-004, March, 1974, P. 29.
(3) International Standards Organization. Measurement of Noise Inside Aircraft,
ISO/TC 43/SC I (Secretariat - 179) 241: Noise, October 1974 (presently in revised
draft stage), available from: American National Standards Institute, 1430 Broad-
way, New York, N.Y. 10018.
(4) International Standards Organization. Methods of Measurement of Noise Inside
Motor Vehicles, ISO/TC 43/SC 1 (Secretariat - 178) 240i Noise, October 1974
presently in revised draft stage), available from: American National Standards
Institute, 1430 Broadway, New York, N.Y. 10018.
(5) Clarke, R.M. and Close, W.H. Truck Noise - II: Interior and Exterior A-Weighted
Sound Levels of Typical Highway Trucks, Department of Transportation,
Document No: OST :TST-72-2, 1972.
(6) U.S. Environmental Protection Agency. Transportation Noise and Noise from
Equipment Powered by Internal Combustion Engines, Document No: NTID
300.13, December31, l971,p. 178.
(7) U.S. Environmental Protection Agency. Control of Snowmobile Noise, Volume I:
Technology and Cost Information, Document No: 550/9-74-003A, June 1974,
pp. 18-19.
(8) U.S. Environmental Protection Agency. Transportation Noise and Noise from
Equipment Powered by Internal Combustion Engines, Document No: NTID
300.13, December31, l971,p. 180.
32
-------
APPENDIX A
Passenger Noise Environments in Vehicles:
A Data Compilation
-------
PASSENGER NOISE
ENVIRONMENTS IN VEHICLES:
A DATA COMPILATION
Final Compilation
December 6, 1974
Office of Noise Abatement and Control
U.S. Environmental Protection Agency
Under Contract 68-01-2229
by
Carl Modig
Systems and Services Company
I nformatlcs Inc I 6000 Executive Boulevard
Rockville, Maryland 20852
(301) 770-3000 Telex: 89-521
-------
TABLE OF CONTENTS
Page
VOL. 1. Introduction 1
List of references, keyed by subject 4
General comments on measurement; methodology 15
General comments on health and welfare effects 17
Cars
Measurement 21
Health and welfare 22
Cruise: Personal cars at 97 km/h (60 mph) 23
Cruise: Vans at 97 km/h (60 mph) 26
Cruise: 4-wheel drive vehicles at 97 km/h (60 mph) 27
Cruise: Pick-up trucks at 97 km/h (60 mph) 28
Cruise: Station wagons at 97 km/h (60 mph) 29
Cruise: Mosaic of various speeds for various vehicles 30
Differences between A-weighted and C-weighted levels
(windows closed) 31
Personal cars -- diesel vs. gasoline 32
Relative effect of open windows on interior noise level
as a function of speed
-- 48 vs. 97 km/h (30 vs. 60 mph) 33
-- 64 vs 97 km/h (40 vs. 60 mph) 34
Buses
Measurement 35
Health and Welfare 36
City buses -- cruise 37
City buses -- idle 38
City buses -- acceleration 39
Intercity buses -- cruise 40
A- i
-------
Page
Rapid Transit
Measurement 41
Health and welfare 42
Cruise - - at grade or elevated 43
-- in Tunnel 45
Idle in station 47
Time histories -- Boston Green Line 48
Time histories - - Boston Red Line 49
Railroads
Measurement so
Health and welfare so
Commuter -railroads - - cruise 51
Intercity railroads - - cruise 52
Fixed wing aircraft
Measurement 53
Health and welfare 55
Airline aircraft 56
Feeder airline aircraft 66
General aviation aircraft 72
Helicopters
Measurement 97
Health and welfare 98
Cruise 99
Hovercraft
Cruise 103
Type HM2 104
A-u
-------
INTRODUCTION
This is a compilation of measurements of passenger noise
environments in various enclosed vehicles that are now used for trans-
portation in the United States. It includes cars, buses, rapid transit,
railroads, commercial airplanes, general aviation airplanes, helicopters,
and hovercraft.
The scope of this compilation excludes:
Non-enclosed vehicles (motorcycles, snowmobiles);
Recreational vehicles (small boats, snowmobile , off-
road motorcyles);
Occupational settings (cockpit noise, truck cab noise),
except in such cases as light planes, where the oper-
ator and the passengers are exposed to essentially
the same noise;
State-of- the-art vehicles (people movers, prototypes,
experimental vehicles);
Foreign (vehicles not in use in the U.S.).
The data have been extracted from numerous published and
unpublished references, which have been assembled into a document
collection (companion volumes 2-10). The tables of this compilation have
been designed to permit meaningful comparisons between data from
different sources. Most of the data are single measurements of noise
levels in a particular vehicle, at a particular location within the vehicle,
while the vehicle is operating in a particular way. In general, such data
are entered as follows:
79(28)
Noise level Number of reference from which the
datum is taken.
A- 1
-------
In addition, some statistics representing many measurements were
available; these have been included in the tables properly identified by
footnote or comment.
Octave band data and frequency distributions in graphical
form have not been brought into the compilation itself, but their location
in the document collection has been referenced where possible.
It is hoped that this accumulation of measurements, from
different sources, will enable central tendencies and ranges of deviation
to be established. It also should allow the identification of problems in
measurement technique that might otherwise go undetected -- for example,
when Iwo investigators ostensibly measure the same equipment in the
same ODeration, but come up with different numbers.
Data presently being collected by EPA staff will add to the
compilatjo and the tables were designed with such additions in mind.
The collection of references (volumes 2 -10) has been scanned
for other types of information on noise inside vehicles - - data on noise
exposures, health and welfare effects, measurement methodologies,
identification of contributing noise sources, and abatement methods.
The List of References (p. 4 -l 4 in this volume) contains a key to the
types of information contained in each reference. The key was designed
to cover more types of vehicles than are presently represented in the
document collection. In addition, Table 1 (p. 18 ) references in detail
the location of data on exposures and discussions of health and welfare
effects,
A- 2
-------
To our knowledge, this compilation is the first effort to
assemble data on noise inside vehicles on so comprehensive a scale.
Although the format of some tables may need to be redefined, the
scope of vehicle types broadened, and new tables added, we believe
that the present compilation will prove to be a useful tool for assessing
the general problem.
A- 3
-------
REFERENCES
Key to Information Categories
Vehicle Type Data Type
A. Car I) Interior noise levels as a function of
vehicle type and mode of operation.
B. Bus
2) Interior noise exposure as a function of
C. Rapid Transit vehicle type and trip length. Time histories
of noise levels which could be used in
D. Railroads calculating exposure.
E. Fixed Wing Aircraft 3) The health and welfare effects of interior
noise as they relate to vehicle type and
F. Helicopter mode of operation.
C. Boat 4) Measurement methodologies employed as
a function of vehicle type.
I. Motorcycle
5) Identification of major noise sources
3. Snowmobile contributing to interior noise by vehicle
type and mode of ape ration.
K. Other (includes Hovercraft)
6) Modifications to attenuate interior noise
in terms of vehicle type.
Examples: Al Noise levels inside cars.
E (1-6) All types of.data and information on aircraft
(A -D) (1), C2 Noise levels in cars, buses, rapid transit,
and railroads. Also some exposure on
time-history information on rapid transit Obi .
ThoBe foreign documents included because of their particular interest are so
m n
REF IIqFOL-(MATION
NO. CITATION CATEGORIES (see key)
1. Jackson 1 , C.E.P.;Grimster W.F. HumanAspecta
of Vibration and Noise in Helicopters. JSVR
(1972) 20(3), 343351. F(1, 3 .5,6) British
2. McClelland, K.D. (U. of Ariz.) Effects of Light
Aircraft Cabin Noise on Aircraft Occupants. Paper
presented at American Speech and Hearing Coriven-
tion, San Francisco, November 1972. E(1, 3,4)
A- 4
-------
REF. INFORMATION
NO. CITATION CATEGORIES (see key)
3. Ungar, E. E. (BBN) Noise in Rail Transit Cars:
Incremental Costs of Quieter Cars . U.S. E.P.A.
No. 550/9-74-012. June 1974. C(l,4,5, 6 )
4. U.S. Army Environmental Hygiene Agency. Bus
Ambulance Noise Level Evaluation . Special Study
No. 23-009-72. 28-19 September, 1971. Bi
5. Purdy, Ken. W. t The Mini Revolution. Playboy
18(3) (March 1971), pp 102-5. Al
6. Bray, Don E. Noise Environments in Public
Transportation. Sound and Vibration April
1974, Pp 16-20. BCDEF (1,3,4,5)
7. Bray,. Don E. Private communication containing
numerical data for figures of Ref. 6, September 27,
1974. (BCDEF) 1
8. U. S. Environmental Protection Agency. Trans-
portation Noise and Noise from Equipment Powered
by Internal Combustion Engines . NTID300. 13
Prepared by Wyle Laboratories. December 1971. (A-K) (1-6)
9. Elliott, Jame Edward. An Analysis of Noise Con-
ditions Present in Commercial and Military
Vehicles . Report prepared at Texas A&M., 1971.
(Springfield Va: NTIS No. AD747685. (A, E) 1
10. Bragdon, Clifford R. uQuiet Product Emphasis in
Consumer Advertising. Sound and Vibration ,
September 1974, pp 33-36. Al
11. Gasaway, Donald C., Conversion of Octave-Brand
Noise Data to Equivalent A-Weighted Levels .
Brooks AFB, Texas: USAF School of Aerospace
Medicine, Dec. 1971. Report SAM-TR-71-45.
A- 5
-------
REF INFORMATION
NO. CITATION CATEGORIES (see key:
12. pular Science automotive test series : Norbye,
Jan P.: and Dunne, Jim. Popular Science 196
(March 1970), 32, 36. Al
13. Ibid. , 196 (Feb. 1970), 30, 32.
14. Ibid. , 196 (May 1970), 32, 38.
15. Ibid. , 196 (June 1970), 32, 38.
16. Ibid. , 197 (Aug. 1970), 24, 28.
17. Ibid. , 197 (Nov. 1970), 36, 42.
18. Ibid. , 197 (Dec. 1970), 32, 36.
19. Ibid. , 198 (Jan. 1971), 13-14.
20. Ibid. , 198 (Feb. 1971), 48.
21. Ibid. , l98 (March 1971), 28.
22. Ibid. , 198 (April 1971), 42, 50.
23. Ibid. , 198 (May 1971), 16, 24.
24. Ibid. , 198 (June 1971), 24, 30.
25. Ibid. , 199 (July 1971), 20, 28.
26. Ibid. , 197 (July 1970), 24, 29.
27. Ibid. , 199 (Aug. 1971), 23, 26.
28. Ibid. , 199 (Sept. 1971), 26, 30.
29 Ibid. , 199 (Nov. 1971), 16, 20, 26.
30. Ibid. , 199 Dec. 1971), 18, 24, 26.
31. Ibid. , 200 (Jan. 1972), 24, 34, 36e
32. ibid. , 200 (Feb. 1972), 32, 34.
33. Ibid. , 200 (March 1972), 12, 12, 24.
34. Ibid. , 200 (April 1972), 50, 56, 60.
A- 6
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REF INFORMATION
NO. CITATION CATEGORIES (see key)
( Popular Science series, continued )
35. Ibid., 200 (June 1972), 30, 34, 36. Al
36. Ibid . , 201 (July 1972), 26, 28, 39.
37. Ibid., 201 (Aug. 1972), 35, 44.
38. Ibid., 201 (Sept. 1972), 18, 26.
39. Ibid., 201 (Nov. 1972), 46, 50.
40. Ibid., 201 (Dec. 1972), 30, 35.
41. Ibid., 202 (Jan. 1973), 30, 40, 42.
42. Ibid., 202 (Feb. 1973), 52, 62, 68.
43. Ibid., 202 (March 1973), 32, 38, 44.
44. Ibid., 202 (April 1973), 58, 66, 72.
45. Ibid., 202 (May 1973), 36, 40.
46. Ibid., 202 (June 1973), 28, 32.
47. Ibid., 203 (July 1973), 48, 545.
48. Ibid., 203 (Aug. 1973), 16, 20, 24.
49. Ibid . , 203 (Sept. 1973), 10, 18-19.
50. Ibid., 203 (Nov. P1973), 30.
51. Ibid . , 204 (Jan. 1974), 22, 38.
52. Ibid., 204 (Feb. 1974), 24, 30, 35.
53. Ibid., 204 (March 1974), 16, 26, 27.
54. Ibid., 204 (April 1974), 106.
55. Ibid . , 204 (April 1974), 16, 20, 24.
56. Ibid. , 204 (May 1974), 12, 26, 28.
57. Ibid. , 204 (June 1974), 22, 32.
A- 7
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REF INFORMATiON
NO. CITATION CATEGORIES (see key)
( pular Science series, continued )
58. Ibid. , 205 (July 1974), 30, 32, 42. Al
59. Ibid. , 205 (Aug. 1974), 24, 34.
60. Ibid. , 205 (Sept. 1974), 30, 38. (end P. S . data)
61. Lane,, S. R. , Reply to criticisms by V. E,,
Callaway of papers MMI and MM11 at the 86th
Meeting of the ASA. JASA 55(6) (June 1974),
1346-8. E(l ,3)
62. Murray, W. S. Mitre Corp.). Working Paper:
Exterior and Interior Noise Levels of Shirley
Express Buses. WP 8698, 24 March 1972. B(1,4 , 5, 6)
63. Rickley, E. J. , etal. (DOT/Transportation
Systems Center). Noise Level Measurements
on the UMTA Mark I Diagnostic Car (R42 Model).
Technical Report DOT_TSC UMTA-?Z- 3 , October
1972. C(1-4)
64. Rickley, E. J. and Quinn, Robert W. MBTA Rapid
Transit System (Red Line) Wayside and In-Car
Noise and Vibration Level Measurements . Final
Report, DOT. TSC -OST-72- 3 1, AugUst 1972. C( 1-4)
5. Swetnam, George F. and Murray, W. S. (Mitre
Corp.). Feasibility Study of Noise Control
Modifications for an Urban Transit Bus . MTR-
6272 Rev. 2. Also DOT Report No. UMTAINT-
MTD-20-S1. B(1,4-6)
66. Swetnarn, George (Mitre). Data Sheet EIP Pro-
gram Test Series 1, GM 671 engine. !t Unpub-
lished. 1972. Bi
67. ibid. , Data Sheet: EIP Program Test Series 1,
GM 8V71 engine. Unpublished, 1972. Bi
68. Dept. of Transportation, Federal Railroad Admin.
Unpublished data on noise levels inside stationary
Metrolifler cars before and after soundproofing on
altered air duct work. August 1973. D(1, 6)
A-8
-------
REF INFORMATION
NO. CITATION CATEGORIES (see key)
69. Henderson, R. L.; Burg, A. Vision and Audition
in Driving TM(L)-5297/00 0 /OO , Santa Monica:
System Development Corp., 1974. Excerpts
only. A4, 1(1,4)
Tobias, Jerry V. Cockpit Noise Intensity
Eleven Twin-engine Light Aircraft . FAA
No. AM 68-25 (FAA Office of Aviation Medicine),
October 1968. E(l,3,4)
Tobias, Jerry V. Cockpit Noise Intensity:
Fifteen Single _ Engine Light Aircraft . FAA
No. AM 68-21 (FAA Office of Aviation Medicine),
September 1968. E(I,3,4)
Wilson, George Paul. Noise Performance
Achieved by the San Francisco Bay Area Rapid
Transit District. NOISE-CON 73 Proceedings ,
October 1973, 140-5. C(1 5, 6)
73. Harris, Cyril M, and Aitken, Brian El. Noise
In Subway Cars. Sound and Vibration , February
1971, 12-14. C(1,5, 6 )
74. Davis, Edward W.; and Zubkoff, M. J. (Operations
Research, Inc.). Comparison of Noise and
Vibration Levels in Rapid Transit Vehicle Systems .
Tech. Report 16. Prepared for National Capital
Transportation Agency. April 1964. (Wash. D. C.) C( 14, 5, 6)
75. Silver, Marshall L. (U. of Ill.). Noise and
Vibration Control in New Rapid Transit. Trans-
portation Engineering Journal 98 (November 1972),
891-908. C(1,3,5,6)
76. Wick, Robert L.; Roberts, Lester B.; Ashe,
William F. Light Aircraft Noise Problems.
Aerospace Medicine , December 1963, 1133-6. E(1, 3, 4)
77. Swetnam, G. F.; and Willingham, F. L. Evaluation of
Urban Transit Bus Modifications Kits to Reduc
Engine Smoke, Odor, Noxious Emissions and Noise .
Final Report DOT UMTA -IT-0 6 - 0022 ? 3 Mitre
Corp. No. MTR-6413, Rev. 1. Urban Mass
Transportation Administration Bus Technology
Branch, Washington, D.C. May 31, 1973. B(1,4)
A- 9
-------
REF INFORMATION
NO. CITATION CATEGORIES (see key)
78. Murray, W. S. ; and Swetnarn, G. F. (Mitre Corp)
Acoustic Noise Characteristics of Transpo -72
Personal Rapid Transit Demonstration Systems.
MTR-6331, January, l973 C(1,4) prototype
79. Neat, George W. . Ed., MBTA Green Line Tests.
Riverside Line. December 1972 . Report No.
DOT-TSC..UMTA 74-1, I. Final Report.
September, 1973. C(1,2,4)
80. Apgar, E. 0. et. al. Rapid Transit Noise Abate-
ment and Cost Requirements (MBTA Pilot Study)
Report No. DOT-TSCUMTA. 73-6 (Preliminary
Memorandum). June, 1973. C(12.4 -6)
81. ____________ . Rapid Transit Noise Abatement
and Cost Requirements (Revised Copy) . No date.
his is a later versjo of Ref. 80. Final edition
(Ref 107) issued Sept. 1974 as UMTA..MA..06.. C(1, 2, 4-6)
OO 2 S_74_8.J
82. Miller, Laymon N. and Beranek, Leo L.. Noise
Levels in the Caravelle During Flight. Noise
Control4(5), 1958, 19-21. E(l,5,6)
83. Bishop, Dwight E. Cruise Flight Noise Levels
in a Turbojet Transport Airplane. Noise Control
7(2), 1961, 37-42. E(1,4,5)
84. Lane, S. R. Comparison of Noise Levels in
Passenger Cabins of Commercial Jet Aircraft and
Other Public Transportation Vehicles to Speech
Communication, Hearing and Health Criteria.
Paper presented at the 86th Meeting of the Acous-
tical Society of America, 1973. E(1, 3, 4)
85. Schiegel, Ronald G.; Stave, Allen M.; Wolf, Alfred
A. (Sikorsky Aircraft). Ride-Quality Criteria
for Large Commercial Helicopters . Presented at
Symposium on Vehicle Ride Quality, Langley
Research Center, Hampton Va. July 6-7, 1972. F(1, 3, 5, 6)
A- 10
-------
REF INFORMATION
NO. CITATION CATEGORIES (see key)
86. Noise Repository Retrieval System, Bioacoustics
Div., U. S. Army Environmental Hygiene Agency.
Custom search on Fixed-Wing Aircraft, Rotary-
Wing Aircraft, Non-Combat Vehicles: interior
noise levels (computer printout). Aberdeen
Proving Ground, MD, October 18, 1974. (A,B,E,F,K)l
87. Faulkner, H. B. (MIT). The Cost of Noise Reduction
in Intercity Commercial HelicoPterSo t 1. Aircraft
11(Z) (February, 1974), 89-95. F(l, 5, 6)
88. Lovesey, E. J. Hovercraft Noise and Vibrations,
J. Sound and Vibration , 20(2), 241-245. Ki
Camp, Robert T. , Jr., Noise Spectra of the Bell
OH-13-T Helicopter . USAARU Report No. 65-3,
U. S. Army Aeromedical Research Laboratory.
Fort Rucker, Alabama, May, 1965. F(1,3)
90. Camp, Robert T., Jr. and Bailey, Robert W.,
Noise Spectra of the Turbo-Beaver . USAARTJ
Report No. 65-4, May 1965. E(l, 3)
Camp, Robert T., Jr., Noise Spectra of the
YCH-54A . Letter Report dated October 27,
1965. F(l,3)
Camp, Robert T., Jr., Sound Pressure Levels
in a Standard UH-1B Helicopter and a UH-1B
Equipped with the Model 540 Rotor System .
USAARU Letter Report, July 7, 1966. F(1, 6)
93. Camp, Robert T. Jr., Noise Spectra of the U. S.
Army CH-47B Helicopter . USAARU Letter Re-
port, November 9, 1967. F(1, 3)
94. Camp, Robert T., Jr., Noise Spectra of the U. S.
Army U-21A Aircraft . USAARU Letter Report,
December 26, 1967. E(1,3)
95. Camp, Robert T., Jr.; and Boris, Igor, Overall
and Octave-Band Noise Attenuation Characteristics
of a Soundproofing Assembly in an Army OH-6A
Helicopter . USAARU Letter Report, May 22, 1968. F(1, 6)
A- 1-1
-------
REF INFORMATION
NO. CITATION cATEGoRIEs (see keys
96. Camp, Robert, T., Jr., Overall and Octave-Band
Noise Attenuation Characteristics of Soundproofing
Blankets in U. S. Army UH-1D Helicopters .
USAARU Letter Report, November 14, 1968. F(1, 6)
97. Camp, Robert T., Jr., Noise Spectra of the U. S.
Army C1-I-47C Helicopter . October 17, 1969. F(1, 3)
98. Camp, Robert, T., Jr.,; Kovacs, Ronald F.; and
Mappes, Donald C., Noise Spectra of the U. S.
Army OH-58A Helicopter . December 18, 1969. F(1, 3,4)
99. Camp, Robert, T., Jr.; Schaffner, Michael 3.;
and Kenderdine John E., Jr., Noise Spectra of
the U .S. Army OV-lDAjrcraft . June 25, 1971. E(1,3,4)
100. Camp, Robert T.; Schaffner, Michael J.; and
Kenderine, John E., Jr., Noise Spectra of the
Boeing - Vertol. Model 347 Helicopter . September
1, 197i. F(1 ,3,4,6)
101. URS/Coverdale & Colpitts, Inc. ANew Car for
Amtrak . (pp. 42-53 only). November 1, 1973. D(1, 5,6)
102. Cabin Noise in Singles and Light Twins Aviation
Consumer October 1974, 3-7. E(1, 3 ,4,5, 6)
103 a. Cox, C. R. (Bell Helicopter Co.) Private conimun-
ication, November 22, 1974.
b. Cox, C.R. (Bell Helicopter Co.). Design Consider-
ations for Acceptable Cabin Noise Levels in Light
Helicopters . Paper presented at the joint symposium
on environmental effects on VTOL designs, Arlingtdn
Texas, November 1970. F(1 ,3, 5, 6)
104. Chang, Hsing-Chi; Hermann, C. E. Acoustical Study
of a Rapid Transit System. American Industrial.
hygiene Assoc. Journal , 35(10): 640-652. C(1 -4)
A- iz
-------
REF. INFORMATION
NO. CITATION CATEGORIES (see key )
105. Sternfeld, H. (Boeing-Vertol Co.) Private commun-
ication, November 15, 1974. Fl
106. Berry, Charles A.; Eastwood, Herbert K. Helicopter
Problems: Noise, Cockpit Contamination and Disor-
ientation. Aerospace Medicine 1 31(3) (March 1960),
179190. F(l,3)
107. Kurzweil, L.G.,; Lotz, R; Apgar. E.G. Noise Assess-
ment and Abatement in Rapid Transit Systems. Report
on the MBTA Pilot Study . Rept. No. UMTA-MA-06-
0025-74-8. U.S. Dept. of Transportation, September
1974. ina1 edition of Refs 80 & 81.) C(l, 2, 4-6)
108. Modig, C. Set of field measurements made in cars,
buses and aircraft Nov. 22 - Dec. 2, 1974. Unpublished
data. (A,B,E)1
109. Hinterkeuser, Ernest G.; Sternfeld, Harry, Jr. Civil
Helicopter Noise Assessment Study Boeing Vertol Model
347 . Boeing No. D210-10752-2. Final report prepared
for NASA under contract NAS 1-12494. May 3, 1974. F6 (external)
110. Milla, C.H.G.; et al, A Survey of Noise Levels
in Public Service Vehicles. Motor Industry Research
Assoc . (England) Report No. 1969/14. Lindley,
Warwickshire , England: MIRA, June 1969. B( 1, 4, 5, 6) British
111. Federal Aviation Administration. General Aviation E(2) (no noise
Activity Survey, 1972 . FAA Office of Management data, but data on
Systems, Information and Statistics Div., July 1974. avg. trip lengths
& durations)
112. U. of Va., Dept. of Engineering Science and Systems.
Unplublished data on three aircraft. Private commun-
ication. November 26, 1974. El
A- 13
-------
REF. INFORMATION
NO. CITATION CATEGORIES (see
113 Gruesbeck, Marta G.; Sullivan, Daniel F.
Noise levels in five feeder-line type commercial
aircraft. One-page excerpt from Aircraft
Motion and Passenger Comfort Data from
Scheduled Commercial Airline Flights . Memor-
andum Report 403212, May 1974. (P. 26.) El
Cooper, B. K. (Tracor, Inc.). Noise Measure El
- ments in Grumman Gulfstrearn II. May 2& 197Z .
arid Grumman Aircraft Co., data taken in 10
Gulfstr earn aircraft. No date.
A- 14
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GENERAL COMMENTS ON MEASUREMENT METHODOLOGY
1. There are no widely accepted measurement standards for noise
vehicles, except for standards applicable to commercial truck
cabs, which are outside the scope of this report. However, there
is a body of common practice reflected in the literature.
2. It is common practice to use the slow response on the sound
level meter, and all data in this compilation, if they were taken
by reading a meter, were taken with the meter set on slow.
It is also common practice to report the reading as a single number
if the noise is so steady that the meter needle does not fluctuate
more than ± I. decibel over several seconds. When the needle
fluctuates by more than several decibels some investigators evidently
report the central tendency and others evidently report the result
as a range between two numbers. Most readings are taken on the
A-weighted scale.
3. There is general agreement on measuring noise at the ear level of
various seat positions, but some measurements are taken in the
empty seat at center-of-head position, some with the meter one
foot in front of the occupant of the seat, some at both right and left
ears, etc. In addition, only a few investigators have also measured
noi8e close to the window or exterior shell to simulate levels exper-
ienced by a passenger resting his head against window or cabin wall.
4. (Recommendation.) Measurement of attenuation of the exterior shell
of surface vehicle types such as cars and buses has been neglected.
Since intrusion of background noise is an important factor in the
urban traffic setting, more measurements should be taken in this
area. Even taking into account the problem of audibility of warning
devices like horns and sirens, more may perhaps be done to atten-
uate noise from outside the vehicle.
5. (Recommendation.) Vehicle types vary greatly in. the degree to which
noise in the passenger compartment is steady or fluctuates. More-
over, vehicle noise in specific vehicle types varies in steadiness with
mode of operation (start, accelerate, stop, etc.). Noise levels
taken with a hand-held meter are sufficient for the case of steady,
continuous noise (cruise mode), and will also suffice for preliminary
orienting measurements of other noise types. However, when
fluctuating or intermittant noises are found of high enough level to
A- 15
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warrant examination in detail, laboratory analysis of tape recorded
data should be the rule. Such measurements have already been
made by DOTs Transportation Systems Center for rapid transit
vehicles (e.g., Refs. 79-81, 107) and by the Consumers Union for
cars (data promised to Informatics, but not yet received.)
A- 16
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GENERAL COMMENTS ON HEALTH AND WELFARE EFFECTS
1. A key to discussions in the literature is given in the table on the
following page (Table 1)
2. Most discussion of hearing damage risk has been in terms of a
comparison between cruise noise levels in a given vehicle and
criteria curves (if octave band data, e.g. the military) or the
90 dBA OSHA single number standard. Few calculations of
exposure in Leq are yet found in the literature, either those
calculated from time histories, or those obtained by using
typicaF levels for different vehicle operations combined with
an assumed trip length. A set of Wyle estimates of the latter
type is given verbatim in Table 2.
3. There is a need for more data on speech interference as opposed
to hearing damage risk. This situation is caused in part by the
relative ease of taking A-weighted levels, as opposed to taking
the octave band data necessary to calculate SIL or PSIL. Wyle
estimates of speech interference, generalized for basic vehicle
types, is given in Table 3.
4. A question remains whether, (at least for some vehicles,) the
combined noise and vibration effects should be considered in
assessing the health and welfare effects, rather than considering
the noise effects alone. Most experts polled informally by this
author discounted effects of vibrations typically found in commercial
vehicles. One expert did not. Some work now in progress may
shed more light on this question.
A- 17
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TAELE I.
S.in cnary Table;
Location of data on Exposure and diicui;wna of health and Welfare Effect.
(Ref. No. !Pages)
pfl)
13(JSES TI ANS1T
CARS
RAILROADS
FIXED WING
AIRCRAFT I1F 11CC)PTERS
OTI I IR
Cinct i4ing helicopter.)
I-
0:
Exposure Data
8/227 8/227
63 ,64,79,
80, lii, 107,
104
8/227
8/227
8/20
8/227
81227
-
Graphical time hi .toriei
63, (.4,79.
80, 1 , 107,
104
H.alth and Welfare djicos.jo i 6/19
Heating damage risk 8/227 8/227
(PTS. TTS, WaI.hI-IeaIy)
!
6/19
8 /227
4/App. E,
75/896, 104
6/19
8 12 17
-
2/3-5. 6/19.
8/227.61/1347,
70/4,71/4,
76/1 135.7,
84/]2I6,
94 13-5 ,90/9-10,
____________
106/182.4,93(3-4,
97/3-5, 8/227,
89/27, 98/3-4,
99/8-9, 100116-20.
Q11Z,93/3_4
Speech interference 8/2289 8/228.9
1
8/228-9
104/645.649
8(228-9
2/5, 8/218.9,
70/5.71/4.5.
84/9
106/184, 8/228-9.
R5/2 4, 103b/1 .Z
Performance
(Rcactj n time, disorientation,
fatiguel
1
2/5,84/16
106/185
Other
(1) Combined noiie/vibration
eflects
I
11351,6 1/ 1347
(2) Annoyance
j___________
63/10,75
84116
.85/2
-------
TABLE 2 .
Highway Vehicles (Typical Hours Use Per Day) _____________
Motorcycles (Highway) (1) ______________
Medium and Heavy Duty Trucks (4) _______
Highway Buses (4) _________
Utility and Maintenance Vehicles (1) _____________
Light trucks and Pickups (1.5) ________
City and School Buses (2) _________
LOssenger Cars All Types (1) Jjj
Aircraft ______
L;gh PistonPowered Helicopters (2) ______________
Commercial Propeller (1.4) ___________
General Aviation Propeller (1) ________
Commercial 2 and 3Engine Turbofan (1.4) ____
Heavy Transport Helicopters (0.5) _____
Medium TurbinePowered Helicopters (0.5) ____
Commercial 4Engine Turbofan (1.4)
Commerdal Wdebody (1 .4) _______
General Aviation Executive Jet (0.5)
Rail Vehicles
Existing Rapid Transit (1.5) ___________
Trolley Car* (1.5) ____
Passenger Trains (6) ______
High Speed lntercity (2) _______
Recreational Vehicles (Typical)
Snowmobiles (2) ________
Minicycles and OffRoad Motorcycles (2)
tnboard and Outboard Motorboats (2)
FIgure 44. Potential Hearing Damage Contributions cram Transportation System Categories
in Terms of Equivalent 8Hour Exposure Levels, for Passengers or Operators
Source: Ref. 8 U.S. Environmental Protection Agency. Transportation Noie
and Noise from Equipment Powered by Internal Combusion Engines . NTID300. 13
EXTRAPOLATIONS ON RELATIVE HEALTH AND WELFARE EFFECTS
(HEARING DAMAGE RISK) OF VARIOUS VEHICLES.
Average Maximum
______ i
180 195
180 ___]95
177 185
frs 185 1
173 188
172 180
::i 75
L 4Hco
1871
_____1871
71 180
7) 176
L IJ 5
73
70972
167 175 Occupational
Safety and
Health Act
Criteria
181
170 175
_____ j fl72
158 165
J02
___lioo
I I I I
195
50 60 70 80 90 100
Equivalent 8Hour Exposure Level, dB(A)
Prepared by Wyle Laboratories. December 1971. p. 2Z7
A- 19
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TABLE 3
GENERALIZED ESTIMATE OF RELATIVE HEALTH AND WELFARE
EFFECTS (SPEECH INTERFERENCE) OF VARIOUS VEHICLE TYPES.
Typical Passenger Separation Distances and Speech Interference Criteria
Compared to Average Infernal Noise Levels for
Major Transportation Categories
Speech Average
Talker Listener Interference Internal Noise
Separation Limi is * Levels
Feet dB(A) dB(A)
PassengerCa, .s 1.6 2.8 73to79 78
Buses 1 to 1 .7 79 to 85 82
Passenger Trains ito 1.7 79to85 68 to 70
Rapid Transit Cars 1 to 1.7 79 to 85 82
Aircraft (Fixed Wing) 1.1 to 1.7 79 to 84 82to83
V/STOL Aircraft 1. 1 to 1 .7 79 to 84 90 to 93
* Maximum noise levels to allow speech communicyfion with expected voice level
at specified talkerlistener separatior distances.
Source: Ref. 8. U.s. Environmental Protection Agency. Transportatj
Noise and Noise from Equipment Powered by Internaj
Combustion Engines . NTID300. 13
Prepared by Wyle Laboratories, December 1971. p. 229,
A- 20
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CARS. MEASUREMENT .
Of all vehicles, we have the best data for cars.
The data shows that when driven at high speeds with the windows
open, the central, tendency of the. noise level is harder to find more
fluctuation), particularly on the C-weighted scale or at the drivers
left ear. (Ref. 108)
Also the C-weighted noise level consists of a base level (measurable
to ± 1dB) plus upward deflections of 2 to 4 dB (and occasionally up to
7 dB) for small bumps in the road. Otherwise, provided the test
run was on level smooth road, measurements should be repeatable to
± 1 dB for the cruise.
2. The data also shows that the measurement positions 4 R of the
drivers right ear (Popular Science method) and in the passengers
seat ear-high (Consumers Union) are for all practical purposes
equivalent and that these data sets may be merged. * The differences
between the measurement positions, on the basis of trials with 7
cars of various types and ages, was 0 - I dRA. (windows closed) and
0 - 2 cIBA. (windows open). These differences are acceptably small
relative to the general degree of precision obtainable in the
measurements as a whole (road smoothness, accelerator fluctuations,
errors reading meter, etc.). (Ref. 108. The author undertook
these field measurements primarily to demonstrate that these two
data sets could be merged, in order to get data from different sources
on identical makes and models.)
3. The data on effects of opening the windows is sufficient to establish
a significant difference in noise levels (Refs. 9 & 108). However,
the reliability could be increased somewhat by testing more cars and
by using a wind screen on the microphone, especially for the left
ear measurements. It will probably never be possible to get well-
behaved repeatable measurements for the windows open condition,
especially for drivers left ear. For one thing, 4 left of ear puts
the microphone closer to being outside the car in some cars than
others.
* .tnformatics was still waiting receipt of the Consumer Union data set
at time of writing of the final report.
A- 21
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4. Some preliminary measurements on several cars suggest that at
typical freeway conditions (with windows closed, at 97 km/h (60 mp} on
smooth road), playing the radio over the heater fan can add 4 to
9 dBA to the basic noise level, depending on driver preference as
to audibility of spoken speech on the radio. The fan alone, set at
high can add 0 - 2 dBA. with an increase of 1 dBA typical.
5. Several types of additional measurements could be made to en-
hance our understanding of car noise:
(1) Effect of snow tires
(2) Octave band data sufficient to obtain speech
interference ratings (SIL). This data set exists
and has been promised to Informatics, but had
not been received at the time of writing the final
report.
(3) Noise levels in the back seat.
(4) Noise peaks from passing or being passed.
Effect of high-density freeway traffic.
(5) More data on (and a better method of character-
izing) rough vs. smooth roads.
(6) More data on the attenuation of the exterior shelL,
6. Data in the Reference Collection (Refs. 12 - 60) taken at 48 km/h (30 mph)
on rough roads shows that road surface is a critical variable in
measurement, for this noise typically equals or exceeds noise on
smooth roads at 97 km/h (60 mph). (This 48 km/h (30 mph) data
was not put in the tables.)
One possible way to achieve comparability between measurements
of different investigators would be to require one measurement
condition to be on concrete-surfaced Interstate Highways at 89 km/h
(55 mph), on the presumption that these roads are relatively
identical because they were built to a single federal standard.
7. Based on a sample of two models, diesel-engined cars are slightly
louder (2 -3 dB at idle, 1 - 3 dB at speed) than their gasoline-
powered equivalents.
8. The Mazda should be measured to ascertain the spectral character-
I sti cs of its tlhmmmmmm
A- 21-A
-------
CARS. HEALTH AND WELFARE.
1. There has been no discussion in the literature on health arid
welfare effects of noise in cars. However, some observations
may- be made from our data.
Of all vehicles, cars rank among the lowest as a potential health
and welfare problem. (Paradoxically, we present].y have the best
data on cars.)
2. Although moat cars are safe at freeway speeds (70-80 dBA)
from the standpoint of conventional hearing damage risk criteria,
it is easy to see that various combinations of factors (rough
road, window open, playing radio) could expose driver and
passengers to levels in. the 85-90 dBA range.
3. When the Consumers Union octave band data is received, it will
be possible to asBe8s bettter speech interference effects. It
should be noted that cars are privately operated vehicles, where
it is not desirable to have a minimum level of background noise
to assure some speech privacy between non-adjacent seats.
The optimum design solution from an acoustical point of view
would include more attenuation in the exterior shell, but this
approach apparently conflicts with safety, as pointed out in the
general comments section earlier, The conflict may not be as
great as one might think, hΰwever, since the efficacy of horns
and sirens as warning devices is now under closer scrutiny.
(See fuLl version of Ref.. 69 when it is released.)
A- 22
-------
Page 1 of 3
CABS - - CRUISE-- PERSONAL CARS at 97 km/h (oO mph) All leves in d!3A1 smooth road; cortthtjon
(ALL measurement, made 4 to right of drivers new except as noted: ( I = Re !. No.; window. clo.ed; all
right ear ) _____________________________________ auxiliary eguipynent qL , _____
MAKE MOt)EL WEIGiIT PRICE A-Weighted Sound Levels in Moaaur mant Year
_____ ftb s 197° 1971 1972 1973 ) 97 COMMENTS
Buick R lvLer& 68 (13)
Pontiac Grand Prix 68 (13)
Pontiac LaMans Safari 68 (42) 70 (51)
Chevrolet Monte CarLo 68 (13)
Ford ThunderbIrd 67 (13)
Old. Toronado 72 (13)
Plymouth Barracuda 340 75 (15)
AMC Javelin SST 76 (15)
Volvo 144-S 78 (16) 70 (49)
Audi 100-LS 76 (16) 71 (49)
Fox 74 (48 Foreign
Peugeot 504 78 (16) 68 (49 Compacts
Saab 99 73 (49
roln Special 75 (16)
Datsun 510 77 (17)
Fiat 124S 79 (17)
Simca 1204 80 (17)
Toyota Corona (1973 76 (17) 73 49
Mark lI) 76(108) 13t,.l94kuilh
(d5,U00 m.i
1200 79 (18) part Worn
610 75 (48 snow tires
Toyota Corolla 77 (18 75 (58
VW Bug 80 (18)
Ford Pinto 78* (19 76 (32 70 (58
C ievrol.t Vega (1974 83* (19 76 (32 69 (58
Vega LX)
Ford Maverick V8 71 (20) 67 (46 70 (55
v6 72 (46 71 (59
AMC Hornet V8 74 (20) 71 (42 70 (55
Gremlin X 77 (32) 71 (32 73 (58
Plymouth Valiant 74 (20) 71 (46 70 (55
Chevrolet Nova VS 70 (46 68 (55
Austin Marina 76 (48
* after 10, 000 mIle, driving
A-23
-------
-- P R r NAT.
g7 kn,J Sfl n n
Page 2 v i 3
MAKE
MODEL
.
WEIGHT
(lb. )
PRICE
(S I
A-we) hted Sound Level. by Mea.curui. eiat z. r
19 70
1971 1973
.J.2iL
74 (36)
71(42)
73 (108)
68 (42)
80 (26)
75 (26)
74 (26)
76(23)
80 (23)
71 (23)
79 (5)
75 (23)
76 (24)
73 (24)
75 (24)
78 (28)
76 (28)
79 (28)
74 (29)
75 (29)
79 (29)
73 (30)
69 (30)
74 (30)
Dodge
Plymo uth
Op . t
I
Ford
Dodge
Pontiac
Mercury
Dodge
Mercury
Vw
Fiat
S ibaru
Opel
Peugeot
R n . ult
Citrogn
Jaguar
Mercede.
Benz
chevrolet
4
Ford
Plymouth
AMC
II
I
Bu ick
SI
Colt
Cricket
1900
(74 Mantra)
Capri V6
Demon V8
(73;Dart Sport)
Ventura 11 VS
Comet VS
Challenger
Cougar
Firebird
Superbeetle
128
((-1- 1300G
1900
304
R-12
DS.21
XJ. 6
250
Chevelle
MaLibu 6
Laguna
Gran Torino 6
Satellite 6
Matador 6
Ret e1 6
Hatchback
LeSabre
Century Luxue
Century Regal
73 (53)
73 (53)
77 (53)
74 (58)
70(51)
1
Size of
Vega &
Pinto
7 ,, 444 km/a
( 47 500
re
Expenhive
2.2, GT
Type
Like Toy 0
Corolt.,
Date un
1200
1
Medium
price 4.
door
import,
1
Luxury
1
Interrnedj at.
ala.
i2, 1.87 km/h
h )( w. rn
69
(31)
70 (31)
69(42)
69 (41)
69 (41)
72
(311
70 (31)
68 (41
74
(31)
72 (31)
70(41)
75
(31)
72 (31)
70 (41)
71 (55)
A-
24
69 (35)
65 (45)
67(108)
-------
CARS -- CMJ!SE - - PER5ONAL CARS at 97 krrjh (60 mph)
Fag. 3 o 3
MAKE
MODEL
WEIGHT
1ba)
PRICE
A-V el htedSULLfld Level By Meazurcinent Year
1q70
1972
-
1 j
L 75 -
COMMZNTS
Mercury
U
Oldsmobile
Chrysler
Dodge
a
Flat
D at. u
Renault
Flat
Mazda
Ford
Chevrolet
I
AMC
Plymouth
Pontiac
Dodge
Subaru
Datsun
vw
Ford
8MW
Monterey
Montego MX
Delta 8R
Royale
Newport
Royal
Charger 6
C orriet
Custom
124 Sport
Coupe
240/Z
15
IZ8SL 1300
RX-3
RX-4
LTD
Caprice
Camaro SS
Ambassador
Fury Gran
Sedan
Grand Am
Colt
DL
8-210
Dasher
Mustang
3 L Bavarian
2L 2002
69 (35k
67 (35)
69 (351
74 (36)
73 (36)
79 (37)
78 (37)
73 (37)
72 (108
75 (108)
64 (45)
67 (45)
64 (43)
64 (43)
68 (43)
66 (43)
64 (43)
70 (108
67 (5!
70 (51
78 (58)
72 (591
67 (52)
67 (52)
71 (52)
70 (52)
73 (58
74 (58
75 (58
71(59
73 (51
I
1
Standard
Sport.
cars
- j
972: tiU
on rear
,6. 5 1
fO, 000 ml.
alt worn radia
24,140 ktn
15,000 mL-ps
worn radial..
71 (15)
77 (15)
A- 25
-------
CARS -- CRUISE -- VANS at 97 km/h (60 MPH) Smooth road all level. d A at operator . right ear
condition: new: ( ) Ref. No. ; all auxiLiary eq pinert: oIl.
A Weighted Sound Levels by Measurement Year
MAKE MODEL WEIGHT PRICE _____ ____________ _____ _____ _____
COMMENT C
___________ _______________ ( lbs. ) ($1 1970 1971 1972 1973 1974 1975
Ford Clubwagon 76 (25)
Chevrolet Sport van 76 (25)
Dodge Sportsman 76 (25)
International Trsvelafl 71 (25)
front 77 (541
Concord (Dodge chassis)
rear 76
Dtsmond (Dodge chassis)
front 78
R cc re atlon 1
rear 77
Shasta (Chev. cha..ia)
front 79 VehIcle.
rear 79
TIo&. front 81
rear 79
Winnebago front 78
rear 74
.Starcraft front
rear 74
A- ,2 6
-------
CARE -- CRt7 ISE -- 4 - WHEEL DRIVE VEHICLES Smooth road alt Levels drsA at operatr ii rh, I;t r
97 km/h (60 mph) condition; new C 1 Ref. No. all auxiliary w pl ie t
____________ ____________ __________ ________ - A-Weighted Sound LeveLs By MeaSurement Yeai
MAKE MODEL WEICHT PRICE 1970 1971 1972 1973 1974 1975 COM MENTS
____________ __.___ __ ._. ._ Ciba ) _4 _
Internat Ional Scout 82 (27) 47
Seep Wagoneer 75 (27) 73 (47)
Cherokee 73 (57
Ford Baja Bronco 82 (27) 78 (47)
Chevrolet Blazer 78 (27) 71(47)
Plymouth Trail Duster 75 (57
Dodge Ramch*rg.r (
A- Z7
-------
CARS -- CRUISE -- PICK-UP TRUCKS at 97 km/h Smooth road) dBA levels at operators righr ear;
(60 mph) condItion: news ( ) Ret. No.; all auxiliary e ipine oft.
A Weighted Sound L.evote by M. asure nent Year
MAKE MODEL WEIGHT PRICE 1970 1971 1972 1973 1974 197 t)MMENTq
_____________ ____________________ ( lb.) ( $ ) ________ ________ ________
Chevrolet Ch.yenna Super 20 74 (33)
Dt mond Camper Unit 76 (40)
Ford P250 Ranger XL I 78 (401
74 (33)
Rover Camper Unit 73 (40)
Inrnstionst 1210 Custom 74 (33)
Monitor Camper UnIt 76 (40)
Dodge Adventurer 71 (33)
Ch.vrotct L. U. V. 79 (361
Ditsun PL 620 75 (36)
Ford Courter 78 (36)
Toyota HI-Lux 78 (36)
Jeep 1-4000 77 (40)
Four Winds-- -Camper Unit 77 (40)
Dodge fl-ZOO 72 (40)
WInnebago-- --Camper Unit 82 (40)
A- 28
-------
- - CR*JWE -- STATION WAGONS at 97 km/h
Smooth roadl *11 t.v ts dBA approx. 4 to It. i
bO mph) rIght ear: condition: new: ( I Ref. No.: alt auxiliary equip-
ment off.
A-Weighted Sound Lev.i. by Measurement Year
1970 1971 1972 1973 - 1974 1975
JjAXE
MODEL EIOHT
(Lb.)
PRICE
($)
COMMENTS
73 (12)
75 ( 12)
75 (12)
70 (12)
76 (14)
71 (14)
73 (14)
CI,yi lSr
Dodg.
Mercury
Chevrolet
Intsrn.tiona
KaL.r
AMC
Dodge
Mercury
0
AMC
Ford
Chevrolet
Ptymouth
Pont iac
0
Chevrolet
Ford
Toyota
r oyota
Estate Wagon
Towa I L Country
Monaco
Colony Park
Suburban Carry.
all
TraveLalt
1000
Jeep Wagon
Matador V8
Coronet V8
Montego VS
Villager
Amba..ador
Safari
LeMan.
Vega
Pinto
Corolla
Land Cruiser
68 (56)
64 (56)
72 (44)
68 (44)
66 (44)
66 (44)
69 (56)
68 (44) 67 (56)
68
77 (56)
75 (56
78 (56)
74 (21)
73 (21)
72 (21)
68 (22)
69 (22)
73 (22)
69 (22)
77 (108)
1
Intermediate
Si ae
bI.799 km
(38. 400 mi.)
nail worn
mud tires
A-29
-------
CARS -- r; PT: I5E -- MOSAIC OF VARIOUS SPEEDS FOR VARIOUS SOURCES Windows closed: auxiliary equipment 2W condition: new, except as noted 1 I I Ref. No.;
Smooth road.
MAKF. MODEL YEAR A u ghtet Sound Le e .,t cruise spee Compar on of COMMENTS
___________________ __________ _____________ _____________ _____________ _____________ two Pefs.i _______ _______ ________________
I 24 kmfh 48 km/h o4 , m/h 80 km/h 97 km/h 97 km/h 105km/h 113km/ I tZ3kml
( 15 mph) ( 30 mph ) ____________ ____________ _______ _______ _______ _______ ______
____________ ____________ ___________ ____________ ( 60 mph) ( 60 mph) 165 mpt 70 mph 80 rnpl-
Austin America 1971 68
Capri Sport Coupe 67 66 ( 43 ni h) ( 50 mph ) 80
ttef. : micro-
Dodge Colt (2-door) 62 60 (23) 76 (231 76 phone position
Plymouth Cricket 66 66 (231 80 (231 76 not mentioned.
Assumed to be
Datsun 510 (2-door) 60 78 dBA.
Fiat 850 Sport Coupe 69 80
AMC Gremlin 66 65 (32) 77 (32) 78
Opel 1900 Sport Coupe 68 65 (23) 74 (29) 9 iRe! 19: After
Ford Pinto 69 67 (19) t .78 (19) 8Z 16, 100km/ (10,000mL)
Renault RIO 66 78 iRef 9: various
Saab 99E (4-door) 61 ages
Toyota Corona (4-door) 67 78
Chevrolet Vega CT 71 *68 (19) 83 (19) 79
VW Super Beetle 64 69 (28) 78 (28) 79
OLdsmoblt F-8S 1965 71(911 76
Ford Calaxie (Cony.) 1966 77 1 82
q 9: P1u 0 to
Oldsmobile Cutlass 1967 70 72 2 dBA if fan is on.
Chevrolet 3/4 Ton Truck 1970 71 I 80 Microphone position
AMC Ambasudor 1970 72 79 at operators ear.
Smooth blacktop
VW Bug 1970 78 80 4181 81
road.
VW Squarebeck 1971 79 84
Ford Torino 1971 71 (4.) 7R
Mercedes 220 1973 64 (50) 66 (50) 67 (50) 68 (SOi 74 (50) 78 (50)
Peugeot 504 1973 64 (50) 66 (50) 68 (50) 70 (50) 72 (50) 78 (50)
Buick Century Royal 1973 61(108) 67 (108) 32. 187 km/Ft (20,000 mi)
BMW 2LZ 002 1973 63 1 70 24,140 kn h (15,000 n il)
Dodge Dart 1973 64 I 73 I 76 .4 4 4krn (47.500mi)
Toyota Corona MarkU 1970 67 76 3 6,l94km i(85,QoOm )
Plymontit F iry 1972 67 72 I lZ. 2 ?kfl i(20.00OzRi)
B M W 3LBavarts 1972 71 ti ) (i) 96.561 kir i ( 6 0 ,000gn4)
p I I
-------
CARS
Differences Between A-weighted and C-weighted Sound Levels (windows closed)
SOUND LEVELS AND DIFFERENCES ( )
48 km/h (30 mph)
97 km/h (60 mph)
Right ear
Left ear
Right ear
Left ear
dBA dBC α,
dBA dBC
dBA dBC A.
c IBA dBC
,
67
75
70
77
73
76
89
91
86
96
94
95
22
16
16
19
21
19
18
70
77
72
80
76
77
89
92
87
97
94
96
19
15
15
17
18
19
17
61
71
63
70
64
67
86
91
84
94
91
89
25
20
21
24
27
22
23
64
72
64
71
67
68
86
91
87
95
90
89
22
19
23
24
23
21
22
Buick Century
BMW - Bavarian
BMW -2002
Toyota Land Cruiser
Dodge Dart
Toyota Corona
Mark II
Note: (1) On C-weighted scale readings, momentary upward fluctuations caused by bumps are disregarded
(2) All data from Ref. 108.
(3) All auxiliary equipment off.
Car No. 1
2
3
4
5
6
Arithmetic
Average
1973
1972
1973
1972
1973
1970
-------
CARS - - CRUISE -- T PERSONAL AUTOMOBILES- - DIESEL vs GASOLINE Conditions: new, windows
closed, accessories off
Smooth road.
SPEED
REF.
MAKE
MODEL YEAR
km/h
(mph)
SOUND LEVEL dBA
COMMENTS
DIESEL
GAS
50 Mercedes 220, 220 diesel 1973 48 (30 65 64 Measured near
64 (40 67 66 Operators
80 (50 69 67 Right ear
97 (60 72 68
L13 (70 76 74
123 (80 79 78
Peugeot 504, 504 diesel 1973 48 (30) 65 64
:64 (40 69 66
80 (50 70 68
97 (60 72 70
113 (704 74 72
123 (801 79 78
Iii /
-------
CARS
Relative Effect of Open Windows on Interior Sound Level as a Function. of Speed. 48 vs. 97 km/h
(30 vs. 60 mph). (ref. 108)
Windows
Closed
48 km/h (30 MPH)
97
km/h
(60
MPH)
SOUND
EVEIS dBA
SOUND
LEVELS dBA
Windows
Open
dBA)
Windows
Closed
Windows
Open
(dBA)
4 R. of R. ear
Car No. .1
2
3
4
5
411 L. of L. ear of driver
1
2
3
4
5
61
7].
6
7 -,
64
64
64
71
67
70
72
66
72
66
75
71
73
72
67
75
70
77
75
70
77
72
80
76
9
1
3
a
2
L tEhme tic
avg - 3.4
11
7
2
.5
r ithmeti
avg - 6.2
78
83
80
82
79
89
95
82
86
90
11
8
10
5
4
arithmetic
avg - 7. 6
19
18
10
6
14
arittimettc
avg - 13.4
-------
CARS
Relative Effect of Open Windows on Interior Sound Level as a Function of Speed.. - - 64 km/h vs. 97 km/h
(Ref 9 pp 24-25) - (40 vs 60 mph)
(All measurements approx. 411 R. of
R. ear of driver.
64 km/h (40 MPH)
A
97 km/h 160 MPH)
SO YND LEVELS. cIBA
OUND_LE1rRTS IP A
Windows Windows
Windows
Windows
Closed
Open*
(dBA I
Closed
Open
(dBA)
1965 Oldsmobile F-85
71
78
6
76
84
8
1966 Ford Galaxie (Cony.)
77
78
1
82
84
2
1967 Oldsmobile Cutlass
70
78
8
72
82
10
1970 3/4 Ton Chevrolet Truck
71
79
8
80
86
6
1970 American Motors Ambassador
72
73
1
79
82
3
1970 Volkswagen (Bug)
78
82
4
81
87
6
1971 Volkswagen (Square Back)
79
81
2
84
92
8
1971 Ford Torino
71
72
1
78
85
7
arithmetic
avg.3.8
aritbinetj
avg. 6.2
* Open = both front windows and both vents
-------
BUSES. MEASUREMENT .
1, City buses and inter-city buses require different measurement
techniques. The cruis& operation is the most important
one to measure, from a health and welfare standpoint, for inter-
city buses. It is less important for city buses, whose noise
is usually a combination of idle, accelerate to 24-32 km/h
(15-20 mph) or accelerate to 48-56 km/h (30-35 mph), and
coast throttle types of operations. (Ref. 108,
plus informal. comm micatjon with author of Ref. 66.)
2. For standard transmission buses, gear as well as speed should
be noted for cruise conditions, as was done in Ref. 4. Almost
all city buses have automatic transmissions and rear engines;
most school buses do not. They should not be lumped together
as done in Ref. 8/227.
3. Reference 4 made the following observations on the effect of various
conditions on noise levels in the two buses being tested:
a. Traffice noise added 1 to 6 dBA.
b Increases of 8 to 12 cIBA were experienced when travelling
on rough pavement.
c . Uphill grades burdened the engine and increased the
noise by 3-4 dBA.
d. Squeaking seat brackets on one bus increased the noise
level by 7 dBA.
4. A set of measurements should be taken to establish the absorption
effect of a full load of passengers vs. an empty bus.
A- 3S
-------
BUSES. HEALTH AND WELFARE .
1. With the exception of the Wyle estimates, there has been little
or no discussion in the literature of the effects of noise in buses
or passengers.
However, it seems clear from the data that:
a. The levels in intercity buses, combined with avg.
duration of trip, make noise on these buses a
potential problem. (Leg (8) up to 85 dB per Ref.
8/227 .)
b. Noise on city buses is less of a problem to passengers
than that on intercity buses. It is interrnittant, with
frequent dips to 60 dBA, and trip duration is much
shorter.
2. The problem of lack of data on noise in school buses should
be corrected. Trip time histories as well as cruise noise
levels should be collected.
A- 36
-------
CITY BUSES - CRUISE Windows closed, Constant speed. W rndca seat. A aisle se. t. flue empty eacept
** ti.il*d,
TYPE SEATThIG IENO1NE ENG1NE 1 SPEEI - SOUND LEVEES
REF/PAGE. CTY TYPE IPOSITION km/h dBA MeaetVment sition Other or
FrontT Middlrj Jtear Not -. Front Middle Rear Not
I 1mph) AfW A 1 A Pecifie W A WA W A Specified ___________
; 1
8 & 7 Amarillo 19 Gas Front 72 ?8 70 02 101 102 N t rnmplv
I Houston 53 Diesel Rear 70 78 74 94 9. 95
I 77 94 95
Wash. DC 55 Diesel Rear
NYC 51 Diesel Rear 1 78 98
74* u DC 1963 CM I DII O(5O) ) verall spi Measured
88 1/3 front tront.
4 3 yrs. old V-6200 hp 148(30) 85 octave band data at
24(15) 85 74/144
I 71 to 80
66 77 Wealt. DC 1963GM Diesel Rear 32(2O) jSo 76 ? I ront authors
6V71 3 °
stimate
67 + 77 S.F. 1969 GM 8V71 Rear 32(20) bO td 82 8t
86
67 +77 S.F. 1969CM DieseL Rear 48-64 9Io (89 8
BV7 I r 30 - 40 t9 2 9
II 1
7L-l - Drivers window and
108 Washtrigto 1964 GM 6V7 1 Rear In rear window slightly
open. bu, full of
I It lI
p*op le.
** Lower number aritlurteUc avg. of 5 control bus measurement.;
Top number:, arIthmetic average of 5 EIPbus measurement.;
AuxiLiary equipment off.
-------
CITY bUSES - IDLE
Wtnd wg cloeed. Mr conthtionin off. L ghting power Lnwerter)on. Hup n ear ,
Window Ceatu except a 4iu.Ie aeat
Metro No. 8Z9
Rear 1 = 2/3 back
Rear 2 on back Peal cxLreu e rear
Metro No. 6451. Driver u window 1
window near rear slightly open.
TEST ONDITIONS
62/10
REF IFAG}
CITY
TYPE SEATING
:
ENGiNE ENGINE SOUNDji 5
TYPE POSITION FRONT MIDDLE REAR NOT
fBCdBA dBA SPECIFIED
COMMENTS
Waph D.C.area :
Shirley
Express
EVa.)
ACTU LOPERATIGNA
AU GM:
S Id
ELP
EIP
61
59
60
Rear
Rear
Rear
Rear
:r.
Diesel
6V7 1
RV7 I
6V 71
6VT I
108
108
Wash. D.C.
Wa.h., D.C.
bu.ca empty
CML c. body
by Flixable
GMC
65
65
64
616.
63-65
83.87
88a
87
87&
70
71
7 1
86 64
69
EW beae ba gn gso u. nd antL. .poil%Ltionh*rdw 14.
-------
Wa*h. D. C area
AB i. W
Shirley Express
(Va.)
108 W .h. D.C. 1964 0MG 6V71 Rear
LIP GM - dtveloped unit atr sAd noise polluftuit kit, factory tnitalZ.d o i many ho....
** .quars of the st*adde iation.
* * Arithmetic msaa
Window. closed. Air condittoning g . Lighting Lpuw.r nser r
0 to 48 km/h (0 to 30 mph) full throttle (automat tra *n i . ,i..u).
4 buse. various parts of rear seats.
. 12
Background noise 45 dBA.
CITY BUSES - ACCELERATION
REF. /PALI
CITY
TYPE
TEST C NOITIONS
SEATING
1.NG INE
TYPE
ENGINE
POSITION
MAlt SOUrlI) L5 VF I
Front
62/10
66 & 77
67 & 77
MLddIe Rear tiut
pecified
COMMEN AS
GM std.
GM EIP*
GM LIP
GM Std
GM LIP
(1963)
GM Std
GM LIP
(1969)
s0
Wash. D.C.
San Fraacisco Cal.
ACTUAl OPERATIONAL CD
108 Wash. D.C.
Diesel
V71
8V7 1
6V7 1
8V7 1
6V71
75
76
74
dEA dBC
Rear
Rear
Rear
Rear
Rear
2 vehicles of each type measured.
Avg. 5busesS 2 10*1
Avg. SbusesS 2 x 10
4 buses, various parts of rear seats.
52 3
81
83
81
84*1*
84
92-93*1*
88-90
dBA 4 C
72
71
71
72
1968 GM with
body by Flix-
able
75*
78 92
B ) 96
79 94
£ Window seats except aisle seat
Metro No. 6829. Eu. I o U of people
Accel to 2432 km/h (15-20 mph)
Accel to cu. 48km/h (30 rrtptt with
bumps.
Matrΰ No. 6451. Bus ftzfl of people.
-------
LNTE CtTY BUSES -. CRUISE All rear -mounted diesels; windows cloud: con tArtt speedi huses in use (at nut
partially full) except Ref. 4. empty. A* Ai.Le seat. W V uidow aea .
I
ISpeed SOUNt LEvRL3 dBA _____ SOUND LEVELS, dBC d L4V s , Overafldl
I EF. km/ ; MODEL YEAJ 5est
___________ . M.lD USE- LE not __ - FRONT REAP
(dateof _____ ______
___ not
TT t S S S W A A W A S CC . W A W A .ue .
6+7 * 40 80 98
46 7 79 79 96 98
* 46 74 74 78 98
43 74 77 84 6 96 99
E
1 39 76 77 84 97
0
I
S
0 40 78 102
0 /217 * 72 to80*
4(15)
.8(30)
0-S
50..55)
4 15)
8(30)
0-893
5 55)
StandardArmy
Ambulance Bus,
6 cyl. 502 cu. in.
gine
.
. ._
-
-
101
104
103
102
102
103
103
108
106
C
Army Ambulance
Bus, 6 cyt. * 292
CU. In. engine
2 5
103
109
123
V
105
107
124
* Speed not mentioned. ** Generelined Wyte Dst .
1. 3rd Gear. 2. 4th ge r. 3. 5th gear 4. 3rd gear. S. 4th gear. 6. 4th geat.
-------
RAPID TRANSIT. MEASUREMENT .
1. Transit vehicles present measurement problems because the
level fluctuates like that of the city bus, and also because each
system has slightly different sets of cars, rail types, and
percentages of tunnel in the line. Data should be tape recorded
and analyzed later.
2. The presence of passengers has significant effect on noise levels
measured according to Reference 73.
Another source says passengers have a minor effect compared
with the spread of the data between lines and between measure-
ments on the same line. (Ref. 3/14)
3. DOTs Transportation Systems Center has been developing a
standard measurement methodology t for rapid transit noise,
but the measurement point within the car has not yet evidently been
fixed (maximum noise over the trucks, Ref. 64 pp. 19-21 .
noise 1/3 from end of the car, Ref. 81 pp. 2-3 to 2-8). This
method uses a tape recorder and later laboratory analysis of
many 1/8 sec. samples. Measurements in Chicago were made
at the center of the car (Ref. 104, p. 641) and also were tape
recorded.
4. In addition to the measurements entered in the following tables,
more data exists in Ref. 3 and Ref. 104, pp. 647-8, as well as
a general discussions of measurement methodology problems.
5. No. of cars in the train may be a significant variable in tunnels;
the influence of this variable has evidently not yet been checked
by investigators.
A- 41
-------
RAPID TRANSIT. HEALTH AND WELFARE .
1. Noise exposure values (Leq) of 71 to 78 dBA have been measured
on a run on Bostons Red Line, and Leq = 84-85 on Bostons
Green Line. (Ref. 64 App. E.) This source also gives the
exposures in terms of percentage of the allowable OSHA limit.
Noise Levels in the Chicago CTA had arithmetic means of 81 dBA on t}
A-train and 80 in the B train, with significant time percentages
above 90 dBA. It was concluded that these exposures con-
stituted hearing damage risks for some passengers, as well
as crews (Ref. 104/649, 650-652).
2, Severe interference with speech was noted in the Chicago lines
tested. Normal communication was effective
25% of the time on ballasteci track
17% on elevated track
7% in tunnels.
Shouting was necessary 60% of the time to make communication
feasible. (Analysed in terms of PSIL and Websters criteria).
(Ref. 104/649-650).
A- 42
-------
RAPID TRANSIT CRWSE **. AT ORADE or ELEVATED Carl empty unle.a otherwise noted.
REF. SYSTEM & LINE WHEEL- TRACIUIED SPEEE SOUND LEVEL 1 LOCATION OF OCTAVE C0MK NTS
(Date of STEEL CONCRETE km/h _______ ______ _____ BAND OR 1/3 0.3. DATA
meal. ) ___________________ RUBBER TIE & BALLAST (mph) dRA OVERALL dBC hReIlPage )
72 BART (S.F.) S C (elevated) 97 (60) 64 90 (7 2 / 145)
S T&B (at grade) 97 (6O 72 96 (721145)
73 NYC - 1.R.T. Fltish ng S C (elevated) 48 (30) 89 97 (73/12)
* 6 & 7
NYC (1910-71)
Fort Worth (1970-li)
S
S
70
76
i
I
74
Boston - (1964)
S
ELevated.
RaiL on wooden
Sleepera
48 (30)
95
(74/55)
60 sec on alraight. level track,
Ideas, in center of car,
Multiple runs until data consis-
tent
*s64
Boston- Red Line (1972)
S
T&B. new.
Welded rail,
concrete ties
C (welded rail,
bridge desk
T&B. old, wood
ties. Non-welded
rail
TSB, old. wood
ties. Non-welded.
ELEVATED
82 (51)
74 (46)
71(44)
58 (36)
AIULZ
69
75
78
74
ESiIj
75
78
81
78
(64/Appendix El Peak rms noise level
Also vibr*tion data (64/22)
Also nozse data or, outside p/
at Fortn between cars.
j
*81/Fig. A4
Boston - Red Line
Kendall - Charles
Cbar les - Park
a .. pg. , .nnP4 l)
S T&B. old.
Weldad rail
ELEVATED
CAR TYPE
i j
80 72
79 70
Car Type I Bluebirds
built 1963 Type 11 Silverbirda
built 1970 (Air coodifionedi
Measured at height of seated
passenger. 1/3 of distance
from end of car.
I
*** CalLαd plateau by DOT/TSC.
** Air βondktloning off.
*C*r* In use with unip.cUiS No. f pass.nge a.
-------
RAPID TRANSIT - CRUISE*** _ AT GRADE or ELEVATED , continued Car. i.a (partially full of pas.enger. ).
REF. WHEEL- TRACKBEI) SPEED SOUND LEVEL LOCATION OF OCTAVE C 0 N N E N T S
Date ol STEEL LONCRETE dBA OV RALL 4 C.. RAND OR 1/3 0. I i.
mess. SYSTEM i LINE R,UBBEB. IE & BALLAST km/h CAR TYPES 1)ATA (Re(/Pagel
____ _________ ___ ___ ____ _______
. oston Red Ltn _ e contd.
*81/FigA4 Andrew At grade 81
co td.
81
(varlou. segment.)
ie1d. Corner 79
South shore exteniton S T&B., new. Weld.
ed rail. concrete
at grade 70
__________ ________________________ ________ elevated ______ ____________________
> *81/ligA3 Boston Orange Line s T&B, ELEVATED
Everett. 1 80
1 82
(various segment.) 80
orth Station 75
Dover , 82
81
73 73 dBA; reduced .peed zone
83
81
___________ FQrC.t_Hill. ________ _________________ _______ __________ _______________________________
*8l/IigAZ Ro ton _ ___ T&B. At grade
Airport-Wood Island
Wood Islsnd 5 (94) (3 Level when going through
/ 6(92) underpas .
/ ;7 94
Wonder land
8(144 72 to 90 ______________ ( 8/144 ) Generalized data from Wrie
* 5* Called plateau by DOT/TSC
-------
RAPLD RM4SIT - CRUISE - IN TUNNEL
ALl car, empty cept a. noted. Window. closed.
REF.
(D ata
n sa ...
SYSTEM 4 LINE
WHEEL
TRACKBED
TEEL
RUBBER
ONCRETE
TIE&BALLAST
SPLED
km/h
- (mph)
SOUND LEVEL
dSA
Overall
d BC
LOCATION OF OCTAVE
3AND OR 1/3 0. B. DATA
iRef. JPaeel
COMMENTS
22
23
72
72
72
73
73
q
6+7
Bart (S.F.)
BART (S.F.)
Paris - Metro
Paris - REP. Line
Moaty. 1
NYC - 1.R.T. Flushing
NYC -.D.M.T.
NYC -LN.D.
NYC - LR.T. 7 th AVG.
NYC - Shutti .
NYC - PATH
Newark, N.J.
NYC
Philadelphia
Forth Worth
Toronto (1964)
Chicago - Dearborn St.
(1964) & State St.
NYC - BMT (1964)
1960 car.
Philadelphia (1964)
80
86
78
82
.75
83
85
77
83
88
91
88
85
83
83
75
87
86
S
S
S
R
S
B.
S
S
S
S
S
S
S
S
S
S
S
S
C
C
C
T 1.5
T 1.5
T 1 .8
T &fi
T
C
T 1.5
C
T lB
T 1.5
C
Wood ties
on concrete
T 1.5
Wood ties
on concr.ta
97 o0)
97 (60)
44 (40)
64 (40)
80 (50)
fl
48 (30)
48 (30)
48 430)
48 (30)
48 (30)
32 (20)
24 (15)
48 (30)
24 (15)
48 (30)
24 (1 5)
48 (30)
24 (15)
_48 (30)
97
93
92
94
86
92
91
89
94
97
98
100
94
97
100
82
Sc
86
92
87
94
(72/145)
(73/14)
(72/145)
(72/145)
(72 / 145)
(73/14)_j EMPTY CAl
(73/l2)
(73112). FIILL CAR
(73/13)
if
(73/14)
(74/5 5)
96
99
98
Some car data too, but probably
not eno..gh br ines.ningfu.l
Co nlpari.ozts.
Old lrne (1904. new cars 1962)
60 sec on straight, level track
Measured in center of car
Multiple run. u.nt(l constant
data obtained.
a.
-------
1!FtjA4 Bo.ton R d Lir e
Haward. -Centra l 89 79
Central- -Kendall 80 79
Park--Wa.Mngton 83 70
S. Station--Broadway [ 84 75 t
89 81
Broadway- -Andrew 88 81
dRA
Boston Blue L2ne
Bowdoin- -Govt. Center 85
Govt. Center- -State 87
State. -Aquarium 87
Aq uariuin- -Haver(ck 93
Maverick--AIrport 83
RAPID TRANSIT - CRU1SE - IN TUNNEL - CONTINUED .
1-
ditA
SOUND LEVELS
OVERALL
CAR TYPE
1 11
T&B. nun-
welde.i rail
S
S
81/ FtgA2
0
Cai Type I r uebirds
built L4i T pr I I Silver-
birds built 1970. Air
conditioned. Ref BOfp. (2-3)
Meas y d at right of seated
passen8ers, 1 3 of distance
from end of car.
Car, in use (partially full
of passenger.).
I
** before and after curve.
C Also caUed plateau by DOT /TSC a ateady state level read between station,.
-------
RAPID TRAP 1T - IDLE IN STATION
REF. SYSTEM & LINE Am COND. SOUND LEVEL LOCATION OF OCTAVE COMMENTS
ON? CIBA Overall dBC BAND DATA ( Rsf/page ) __________
81/Fig. A-I Blue Itne No 71 -7Z Cars partially full. All Boston data.
Orange lim ? 6970* Meas. at height of Seated passenger 1/3
R.d line No 66* of distsncs from end of car.
-4
* Avg. estimated by eye from time histories for several docen stztions for each Line. For almost aLl stations, the level is the average level. The few
exceptions vary by apprΰximat.ly Z to 3 dB.
-------
R/%Pfl) T1 ANSIT
Ca.r empty; air conditioning o i l. El N/App F
1 OSTON EM LINE Statistical 8u flmarjes of tinie histories uf
_____________________________ 2 tr pi int-tudin s t ps:
at-gradc. bridge, subway rc.ute scctl.ns.
SAMPLES STD. L I so I - -
LINE ____ TYPE___ . .j / .se J . .jAVG DEV . eq oi io 90 - 9 1WALS31 -HEALi MEAS.
______ RANcE EXPOSURE i PT
2 1,641m ____ _________ _______
Riverside (71000 ft)of 19,200 82 5.3 85 92 89 84 73 70 32
to North old rail bed. Ei d (over
Station Partly subway & UXI trucks
party at grade. lb rn
(30) from
North 1 0 16o 82 5.3 84 91 88 83 73 70 9 of
cars
Station to
Riverside height of
seated
pas.en-
gers ear
1 AdditionaL Notes :
type built in 1951.
1) Single electric, 14 rn (46 ft) car, representative of existing fleet; 1973-de.igr ECC
Z Also measured for the same z n were;
Journal box acceleratiort;
Track gags I track midchord profite; vibration data.
3) One-third octave band data for 12 locations: pp F-17 If. Include. c,i wh l
squeeU point (106 dBA 18 km/h (11 mph); pure tone peak. near GOt) & 4000 Ha.
4) Speed never exceeded 64 km/h (40 mph).
-------
RAPID TRANSIT (R e! 64/App E)
I3QSTON R DUNE Statistical summaries of time histories of 3 trips including stops:
atgrade, bridge,_subway route sections. dBA.
SAMPLES STD. L. eq Lo jo L 90 WALSH-HEALS MEAS.
____ TYPE ( 8/eec. AVG 13EV . ____ RANCF EXPOSURE PT .
1
S. Shore New rail bed 4200 70 2.9 71 78 74 70 67 63 20 0
Midcar
Extenulo Weided rail
Concrete ties 4200 71 4.9 74 83 77 72 64 59 28 0 d (over
rear
Neprene pads I truck s
At grade
Ashmont Old rail bed 3840 70 4. 7 73 83 80 70 63 as 0 Midcar
Extensjo Non-welded
rail I
Wood ties 3840 71 8.0 76 85 91 73 60 58 36 0 End (over
rear
Ballast
trucka
257 U Subway
S. Shore Old r&il bed 7362 . 9 76 84 81 72 66 63 25 0 Midcar
Proper Non-welded
rail
Wood ties on 7362 71 8.6 78 86 83. 72 I 61 58 31 0 1 End cover
Ballast I
rear
95% Subway j trucka
-------
RAILROADS. MEASUREMENT .
1. More data is required to make conclusions either about levels
or about meas urement techniques themselves.
a. There has been little discussion in the literature of measurement
techniques, especially when compared to the activity in rapid
transit measurement.
3. Compared to rapid transit, measurement is simplified because
cruiseu is the predominant mode.
RAILROADS. HEALTH AND WELFARE .
1. There are no discussions in the literature.
A-. 50
-------
At grade unteas otherwise noted. A Aiale acat, W - Window seat.
All care in use (i.e. at jeact partially full), unless otherwise noted.
COMMUTER RAILROADS -- CRUISE
SOUND LEVEL.S _________________
_______ ______ ____I D of Car yc ri L L LCL
SPEED! AISLE WIN OW no F Th T
____________________ s ec. AiSLE yL oQW spec. n cif CO i M EN T.5
REF. rYPE f OPERATOR ROPULS1ON 1 ) dBA d3C dSA dBC A B( dBAIBC I SA d!IC dI3A dl C dBA dflc
T ate ot ______ ________
meas.
6 + 7 Coach r Port 1 Electric 121 (75 74 92
Transit 66 85
(PATCO) tuth0r1t 77. 84
Co. Underground Isubway)
Silveritner Penn Ceatra1 ElectrIc 64 (40 73 92 Underground (subway)
Coach
Sf139 Coach E1ectrIc (75 74 This ia probably PATCO
data again.
-------
Intercity
Coach
Penn Central
Diesel eLectri
and ElectrIc
97-129
(60-80)
At grade. untesa otherwise noted. A Ai.Le seat. W r W ndow seat. AlL cara in
usc ( , e ,
END oTC TThvei - r ii iT r
ncir nor
dBA dBC 8EA dBC LIlA L I I I dilA L I I dBA dBC IcL ILA tIC CIlIA
Metroliner
Coach
Penn Central
Electric
Z03 (12&
7
90
71
70
92
92
Intercity
Coach-
roornett
Penn Centrst
)leaet electric
and Electric
7-129
(60-80)
62
91
2
57
91
84
Coach
Hi-level
Coach
Atchison,
I
Topeka& I
I
anta Fe R.
)te.el electric
97-129
(60-80)
0
3
3
94
93
90
69
66
65
96
91
92
70
95
64
64
88
91
66
93
outhern R. R. )ieseL electric 97- 129
______ (60-80)
1XITEXtClTY RAILROADS - - CRUISE
1
Al - E WI ? LOW
uare D l
m. s
6+7
81139
not apecilted
a BC
75
74
71
N
91
94
93
Roornette
Coach
COM M NTS
Mm-max, depending on
rails, etc. Wyle data.
85
64
60
82
)iesel electric
6075
-------
FIXED WING AIRCRAFT. MEASUREMENT .
1. A methodology for large commercial planes is given in Ref.
84 p. 7. The measurerx-ient position is one foot in front of
the passenger, with window or aisle seat specified. Measure-
ments immediately next to the window averaged 4-10 dBA
higher (Refs. 84, 108) than those taken at the passengers
usual head position in the window seat. It is a matter of
judgement whether a standard methodology should require
adjacent-to-window measurements, but it is true that a
sleeping passenger, on long flights, may rest his head very
close to the window.
A methodology for recording sound in light aircraft cockpits
for later analysis or playback is described in Ref. 2, Ref. 70,
and others. Distinctions based on seat positions in larger
light aircraft are discussed in Ref. 102.
2. In all references, measurements have been made at ear-level.
3. At cruise noise is generally steady except for increased in
noise in jets, due to occasional beat frequencies of 4-10 dBA
amplitude (engines out of phase) (82/20).
4. In large commercial aircraft, the passenger does not usually
have access to knowledge of engine settings as he take measure-
ments. Instead, he must assume that because of pilot and route
standarization, settings fall, into a fixed range for each plane
operation/load, He then takes repeated measurements on
various flights to determine that range. He should note altitude
of cruise when taking cruise noise measurements.
In light planes, however, both altitude (or rate of climb) and
engine settings (and air speed) can and should be noted to
specify method of operation.
5. The cruise noise measurement is the single most important
noise indicator in estimating exposure. However, on many
short haul flights, a significant portion of the trip is spent
climbing to altitude, switching altitude or descending, so noise
measurements for those modes should also be taken. Here the
best that can be done is to get a range of typical values, unless
a tape recorder is used.
A- 53
-------
6. A design measurement methodology for the contribution of
noise from the boundary layer is given in Ref. 83.
7. In light aircraft measurements have been taken in various
measurement positions with little difference in results so long as
as microphones were not too close to windows. There is
some difference on the 6-10 seat planes from front to rear,
however (Ref. 102/6).
8. For light plarke cruise, one source found little difference in
readings taken from below 914 in (3000 ft.) up to 2438 rn (8000 ft.)
Ref 0 102/6).
A- 54
-------
FIXED WING AIRCRAFT. HEALTH AND WELFARE .
1. McClelland played back sound tape-recorded in a light plane
cabin to subjects in a sound proof booth and measured TTS,
speech interference, and effect of 2 mental task performance
for a 1-hr exposure (Ref. 2) TTS ranged from 3.7 dB to
11.6 dB, depending on frequency. Speech discrimination
scores, 98. 4% in quiet, dropped to 60. 4% in noise.
Three additional normal hearing subjects were exposed
to noise for 3 hours. By the end of the and hour, TTS had
reached the Damage Risk Criterion at several frequencies;
by the end of the 3rd hour; at all frequencies from 125 through
300 H . The effect of mental tasks seemed to be to heighten
the amount of TTS obtained.
2. The spectral energy distributions of noise in 16 piston-engine
light planes tested are remarkably similar, and the noise from
the plane used in the tests in Ref. 84 closely approximated
the average overall level and the average levels per octave
band,
3. U.S. Army TB MED 251 of 25 3anuary 1965 requires use of
ear protection when certain octave band levels are exceeded,
and is applied in numerous references (e. g. Ref. 90, 94, 99) to
various military aircraft, only a few of which have direct
commerical equivalents.
A- 55
-------
AIRCRAFT TYPE:
) = Ref. No.
Convair 880
Approx. No. of Passengers
No. of Engines 4
Type Turbo jet
Position of Engine Wings
SOUND LEVELS
Aisle Window Aisle Window
d nA dBC cIBA dBC dBA dBC dEA dBC
Aisle Window Window Seats
dBA dBC c IBA dBC cIBA cIBC PSIL Ove
OPERATION
W ONI
REAR
OTHER
all
NOTES
Takeoff
.
I
I
I
I
I
1
I
i
I
I
j
I
I
I
I
I
I
I
I
I
I
I
Climb
I
I
I
1
I
I
1
I
I
I
1
I
I
I
I
j
Cruise
3048 (10,00
7620 (25 Q0
l0Τ66(3 oo
(83
(&!1) 35, 000
I
) I
) I
) i
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I
1
I
i
I
I
I
65
63
-62
90
94
2i.
Front
Middle 355 kts. 3048 m.
Rear
72
68
92
95
9.L.
Front
Middle 515 kt-s. 7620 rn.
Rear
64
62
89
Front
Middle 460 kts.1O, 66 6Tr
5i i
60
8L-.
Rear
UWindow t
Cruise
Alt. unsp
Descent
i
ifiedl
I
I
I
I
i
I
i
I
i
I
82(7)93(7)
-
t
I
I
I
t
I
I
I
t
Landing
I
I
I
I
I
I
j-
I
I
-
I
I
I
I
I
i
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
-
Taxi
-I
I
I
I
I
I
I
I
I
1
f
I
I
I
I
I
I
Other data in Refs:
-------
AIRCRAFT TYPE: Boeing 737
( ) = Ref. No. Data from Ref. 113 avg of several flights, various
conditions
FRONT SEATS _____ _______
Aisle Window
dBA dBC dBA dBC
Approx. No. of Passengers
No. of Engines 2
Type Jet
Position of Engine Wings
MIDDLE SEATS
REAR SEATS
C)T TER
Aisle Window Aisle Window Not Specified
dBA dBC dBA dBC cIBA dBC cIBA dBC dBA dBC PSIL
NOTES
Takeoff
I
I
I
I
I
I
1
I
j
I
I
I
I
I
I
I
I
i
.
I
-
9015
113)
Climb
I
I
I
I
I
I
I
I
I
I
I
I
84±5
113)
Cruise
.AIlExh rn(ft)
7315(24 OO
-.J
8 O j 86
(84)1 (84)
f
I
l
I
I
I
82 92
(84) 1(84)
I
I
J
1
I
I
84 I 92
(84 (84)
I
.
I
86
(84)1
j
From Fig. 3,
Ref. 84
Cruise
(alt, not
spec.)
I
I
I
1
I
I
I
I
I
I
I
j
I
I
I
I
I
I
I
I
I
I
i
I
77±5
113)
Des cent
I
1
I
-
t
I
I
i
I
i
i
I
I
I
1
I
75±5
113)
Landing
I
1
I
I
I
I
I
I
I
I
I
I
Reverse
thrust
4
I
I
I
I
I
I
I
I
I
I
I
I
Taxi
1
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Other data in Ref s:
-------
Approx. No. of Paisenger.
No. of Engine. 3
Type jet
Position of Engine rear
LEVELS
______________ - ______________ _______
Aisle Window Aisle Window
dBA dBC dBA dBC dBC dBA dBC dBA ___
AIRCRAFT TYPE: Boeing 727
) = Ref. No. (Afl data from Ref. 8 from p. 20)
OPERATION
FON . r
Aisle Window
A1 A dBC dBA dBC
OTHER
dBC PSIL NOTES
-.
Takeoff
a - -
I
76(9)186(8
I
I
I
I
t
I
I
I
I
79(8)1
78(8)197(3)
I
I
I
I
!
83(8)II0
I
I
Climb
I
78(8)187(8)
I
I
I
I
83(8) 1
75(8)188(8)
I
I
I
8l(8)I96(
j
.
Cruise
A1hhri@ m(tt)
4877(1L OOO),
6096(20,000)
7315(24 .000)
534(28,000)
Cruise
° (alt, not
spec.)
83-a Ia3
(84) 1(84 )
8 -93
1(84
I
I
I
i
-
Data taken from figure
3, Ref. 84.
& 4 i87 ll
I
8
I t
1q7-9
I
I
I
86 I 96
(84)1(84)
(84) (84)
7fl F -8
(84) (84)
I
l
I
I
83 ) 195
78
I
I
83
Q) I (7)
78 83
I
1
I
(7) I 94(7)
83 93
j
I
i
I
193.97
(RL)
83(7) 197(7)
i9
) i
8 ( i97
& l)
-
Ear near window
Descent
I
j
I
I
1
1
I
1
I
78 I
80
85 I
I
1
I
I
I
I
Landing
I
I
I
I
I
T
I
7Z 78 I
(8)
I
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
I
i
I
Taxi
I
I
j_ ______
I
I
1
I
I
I
74 j 1
I
1
Other data in Refs:
18/211-Generalized Data
-------
AIRCRAFT TYPE:
( ) Ref. No.
Boeing 72DB
Approx. No. of Passengers
No. of Engines
Type ___________
Position of Engine
SOUND LEVELS
Aisle Window Aisle Window Aisle Window
dEA dBC dBA dBC dBC dBA dBC dBA dBC dBA dBC
OPERATION
R OT.IT , ATr T.T -
OTHER
dBA dBC PSIL NOTES
Takeoff
I
I
I
I
I
I
I
J
I
I
I
I
941
(8)1
I
I
I
I
I
I
I
I
Climb
I
i
I
I
I
841
(8)1
1
I
1
.
Cruise (ft)
I J1
0
I
I
j
t
I
I
I
I
I
I
I
I
i
I
I
I
I
i
I
I
I
I
I-
I
I
I
j
Cruise
(alt. not
spec.)
I
I
I
S
I
I
I
I
I
I
I
1
i
83 I
(3) I
1
I
I
I
I
I
I
I
I
I
I
Descent
I
I
i
I
I
1
i
86
(8)
I
I
I
I
I
Landing
I
I
I
I
i
i
.
Reverse
thrust
S
i
-_________
l
I
L
I
I
I
1
I
8
I
70
(8)
I
I
I
I
I
I .
I
I
:__________________________
Taxi
I
I
I
I
I
I
I
I
1
I
I
I
1
I
I
Other data in Refa: , 8/21 Generalized Wyle data
-------
AIRCRAFT TYPE:
( ) Ref. No.
707
Approx. No. of Passengers ____________
No. of Engines 4
Type Turbo jet & Turbo fan
Position of Engine Winp
SOUND LEVElS
W
CNI
MTflflTc
OPERATION
Aisle
dBA dBC
Window
dBA dBC
Aisle
dBA dBC
Window
dBA dBC
Aisle
dBA dBc
Window
dBA dBC
OTHER
cIBA dBC PSIL
0
0
Takeoff
I
I
I
I
I
I
I
I
I
p
i
p
I
I
I
p
I
I
I
I
j
j
p
I
Climb
I
I
I
1
p
I
I
I
I
I
I
I
I
I
NOTES
Cruise (ft)
1
I
I
1
I
p
1
I
I
Alt
(l000ft)
I
I
I
I
I
I
p
p
i
I
p
p
I
I
p
p
I
Cruise
(alt, not
spec.)
I
I
p
I
1
I
I
I
I
73 p 81
(1)
p
p
I
p
1
I
77 I 85
C7)
I
I
p
i
I
Descent
I
I
I
I
p
I
I
I
I
I
p
I
Landing
I
I
I
I
I
I
p
p
I
p
I
1
I
F
p
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Taxi
I
I I t
I I
I I
I
I
I
I
I
I
i
Other data in Refs:
-------
Approx. No. of
No. of Engines
Type Jet
Position
SOUND LEYELS
REAR - OTHER
Aisle Window
1 A dBC - dBC c IBA dBC PSIL
AIRCRAFT TYPE: 1 ,-lOll
) Ref. No.
OPERATION
CiNT MIflDLE
Pas sengera
3
Aisle Window Ai8le Window
dBA dBC dBAdBC dBA dBC dBA dBC
of Engine
Win z tail
NOTES
Takeoff
j
I
I
I
1
I
I
I
I
77 97 )
I
I
I
I
I
I -
I
I
I
-
j
I
1
Climb
I
I
I
I
I
i
I
I
I
I
j
-
Cruise
altitude
(ft)
10058
(33 000)
os Cruise
(alt, not
spec.)
1
I
I
I
I
I
I
I
78-81 88-91
I
I
8)-81 X)-93
j
From Fig. 4, Ref. 84.
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
t
i
I
I
I
I
I
Descent
I
I
I
I
I
I
I
i I
I
I
I
I
I
I
I
Landing
1
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
i
I
I
.
Taxi
I
I I
I
I I
I
I
I
72 ia3 4
t
1
j
I
S
I
-
I
I
Other
data in Refs:
-------
AIRCRAFT TYPE: Approx. No. of Passengers
No. of Engines 3
C ) = Ref. No. Type Jet
Position of Engine 2 on wi gs
1 on tail
PRONT SEATS MIDDLE SEATS TREAR SE. TS
OTHER
NOTES
Aisle
Wi dow
dB4BC
- Aisle
dBA! BC
Window
dBAId C
Aisle
dBA!dBC
Window
dBA JdBC
dBC PSIL
Takeoff
S
I
I
I
I
I
j
i
l
I
I
I
87(84 io
1
Clinib
I
I
3(8 ) 95
I
j
I
I
I
t
I
82(84 99
j
.
.
.
Cr ise
A1tit ide
rn (ft)
7620
(25,00O
10. 668
(35,doO)
-
Des cent
I
,8-BdBS-90
(84) (84)
I
I
78 187 -
81 90
k84.)
I
I
I
I
I
s
I
78 - 88 -
30 90
J
I
:
From Fig. 4, Ref. 84
I
I
I
I
73 - -
84 (84)
I
i
I
I
I
I
I
S
I
I
I
I
t
I
i
78 -
79
L
85 -
9Q
L L
Other Ear near
wthdowl?
I
I
S
I
Landing
I
5
(
I
I
5
I
5
I
4
I
I
I
i
Revere e
thrust
I
I
S
I
I
I
I
t
i
I
I
I
I
Taxi
I
I
5
S
I
I
I
I
P
5
I
I
I
i
74 192
(8 )
-
I
I-
I
I
5
Other data in. Refs
-------
SOUND LEVELS
Approx. No. of Passengers
No. of Engines 2
Type Turbo Fan
Position of Engine
AIRCRAFT TYPE: DC-9
( 3 Ref. No.
OPERATION
] ONI
Aisle Window
dBA dBC dBA dBC
ir r i .T;
REAR
Aisle Window Aisle Window
dRA dBC dflC dBA d.BC dBA dBC
Rear
OTHER
dBA d BC PSIL
NOTES
Takeoff
(108)
I
I
I
I
I
I
I
I
1
I
93 1106
I
I I
Climb I I
I I
Cruise
I
I
Altitude
m)(ft) I
t
7315
(24,000)
c Cruise I I -
83 I 86 1
(alt, not
82 86 1
spec.)
(7) 80 I 86 I
I
I
Descent
I
(108)
I
I
I
I
I
I
89 102
t
89 1102
1
I
i
l
,
I
79 I 85
78 1 91
Z6 I 84
I
I
I
I
I
I
82 I 95
I
I
I
I
I
I
I
91 104
91
I
I
j
&6i98
I
I
I
1
85
85
87
96
95
98
Rear of airplane)
middle seat
.
I
I
I
l
I
82-
83
j
84_I
85 l
Landing
(108)
1
I
I
I
I
I
I
I
I
I
86 198
I
Reverse
I
thrust
I
(108)
I
I
i
,
I
I
I
I
I
I
)
I
I
i
Taxi
:1
I
I
76 1 92
79 195
Other data in Ref a: 108: All Rein data from seat beside ee inea .
-------
AIRCRAFT TYPE:
( ) = Ref. No.
DC-8
Approx. No. of Passengers
No. of Engines 4
Type Turbo Jet
Position of Engine Wing
SOUND LEVELS
Aisle Window Aisle Window Aisle - Window
OPERATION dRA dBC dBAdBC dBA dBC dBA dBC dBA dBC c IBA dBC
F .ONT
MIDDLE REAR OTBER
dBA
dBC PSIL
NOTES
Takeoff
-
I
j
I
I
I
I
I
J
I
I
1 0 0 I
(8) I
I
I
I
I
I
I
£VS S
. .
C
Climb
I
I
I
I
I
I
82 - i
85 I
(8) I
I
I
I
j
I
_____
Cruise
Altitude
rn(fL
* O0)
(61)
>
S
o Cruise
(alt, not
spec.)
I
I
1
I-
1
80
(6l)
I
I
I
J
I
I
I
I
I
i
I
I
I
I
I
I
I
i
I
i
I
i
i
0-9
76_81i
o
8)
I
i
i
77
-88
(8)
Seat 64A
Des cent
I
I
I
I
I
78
68
8
I
I
I
i
i
I
Landing
I
I
I
I
I
I
-
i
I
I
70-6
(8)1
I
I
I
I
I
Reverse
thrust
I
i
I
I
I
I
i
I
I
j
I
I
I
i
j
Taxi
I
I
I
I
I
I
I
I 63 I
65
1 (8)1
I
I
I
i
Other dita in Refs: (8/21 generalized Wyle data)
-------
AIRCRAFT TYPE:
) Ref. No.
BAC 1-11
All data Ref. 108
Approx. No. of Passengers
No. of Engines 2
Type Turbo Fan
Position of Engine Rear
75
SOUND LEVELS
Aisle Window Aisle Window Aisle Window
dBA dBC dBA dBC dBA dBC dBA dBC dBA dBC dBA dBC
OPERATION
W C)NT ! .A1r n1
OTHER
dBA dBC PSIL
NOTES
Takeoff
1
I
I
I
1
I
I
I
I
(
I
I
I
I
I
I
I
!
91 101.
1
I
Rear seats 15A & ISB
Climb
i
I
I
I
I
i
i
I
I
I
82 1 92
I
84-8 96-
.
Cruise
AiLtude
m(ft.)
5486-6096
(18-ZO, 000
I
i
I
I
1
I
I
I
1
I
81 88
I
I
I
I
I
82 91
I 9
I
I
I
83 94
j
Middle: Seat 13C (closer
to rear 1/3)
Cruise
,(alt. not
U i
spec.)
I
I
I
I
I
I
I
I
I
I
i
I
j
I
I
I
I
I
I
I
I
I
I
I
I
I
Descent
I
78 84
I
78 1 88
I
I
i
I
I
i
I
76- 1 90
781
I
78- 94
79 195
81 i
j
I
I
82 I
Front: seats ZD & Z
Landing
I
I
I
I
I
I
I
I
1
j
I
I
I
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
I
Taxi
I
I
I
I
1
I
I
79 189
i
I
i
I
I
Other data in Refs:
-------
60
AIRCRAFT TYPE:
YS-11A
) Ref. No. All data from Ref. 113, avg of several flights.
Approx. No. of Passengers
No. of Engines 2
Type Turbo prop
Position of Engine Wings
SOUND LEVELS
Aisle Window Aisle Window Aisle Window
dBA dBC dBAdBC dBA dBC dBA dBC dBA dBC dBA dBC
Not Specified
dBA dBC PSIL NOTES
OPERAT ION
F ONT
MIDDLE
REAR
OTHER
Takeoff
I I I
I l
I I
I I
f
I
i
i
I
I
I
I
I -
I
I
I
-
I
I
88+5
Climb
I
I
I
I
I
i
I
I
I
j
I
I
I
i
j
g 5
Cruise
Altitude
rin(ft.)
a Cruise
0
(alt, not
spec.)
I
I
I
I
I
I
l
j
I
I
j
j
I
I
I
I
f
I
I
I
l
I
I
j
I
I
l
I
I
I
I
I
I
I
I
I
i
i
I
I
I
l
I
j
t
I
i
I
I
I
7 9 t
7
Descent
I
i
I
I
I
i
i
I
I
I
I
I
Landing
I
I
I
I
I
I
I
I
I
I
I
t
I
I
j
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Taxi
i
I
i
I
I
I
I
I
I
s
i 1
I
I
g
I
I
I
I
I
I
Other data in Refs:
-------
AIRCRAFT TYPE: Fairchild Hiller FI-I-227
( ) Ref. No.
All data from Ref. 113, avg. of several flights.
Approx. No. of Passengers
No. of Engines 2
Type Turbo prop
Position of Engine Wings
50
SOUND LEVELS
REAR
NOTES
OPERAT ION
Aisle Window
dBA dF,C rdBA dRC
MTDDT E
Aisle Window Aisle Window Not Specified
cIBA dBC dBA dBC dBA dBC cIBA dBC dBA dBC PSIL
OTHER
Takeoff
i f
I
I
I
I
I
I
I
I
I
I
I
I
80±5
Climb
I
I
I
I
I
I
I
I
I
I
I
I
I
I
0 5
Cruise
I
a Cruise
)
(alt, not
spec.)
1
I
i
I
I
I
1
1
I
I
i
I
I
I
I
I
I
I
I
1
I
I
I
1
I
i
i
I
I
l
I
I
I
I
i
I
I
I
I
I
I
I
I
1
I
j
j
i
80±5
-
Des cent
I
I
I
I
I
I
I
I
I
I
I
i
80 5
Landing
I
I
I
I
I
I
I
i
i
I
I
I
I
I
i
Reverse
thrust:
1
i
I
I
I
I
i
I
1
I
I
I
Taxi
I
i
I
I f
i i
I
I
I
I
i
I
I
i
I
I
Other data in Refs:
-------
SOUND LEVELS
Approx. No. of Passengers 29
No. of Engines 2
Type T irbo prop
Position of Engine Wings
AIRCRAFT TYPE: Nord 262 (French )
( ) Ref. No.
All data from Ref. 113, avg. of several flights.
tD ( NT1
OPERAT ION
Takeoff
.ATrlr r :
Aisle Window Aisle Window
dBA dBC dBA dBC dBA dBC dBA dBC
OTHER
i
-- 1- I
I
I
p
I
I
p
I
I
I
I
I
I
p
p
P
Aisle Window Not Specified
dBA d.BC dBA dBC dBA dBC PSIL
92±4
NOTES
Climb
.
Cruise
.
o Cruise
(alt. not
spec.)
I
I
I
t
I
p
i
I
I
I
I
I
p
87±3
86±3
I
,
I
I
P
I
i
I
I
i
p
i
p
p
i
I
p
i
i
I
j
I
I
I
p
I
p
I
:
i
P
I
I
I
I
I
p
I
I
I
I
I
1
I
I
p
Descent
I
I
I
p
p
1
I
1
p
83±5
Landing
Reverse
thrust
Taxi
I
I
I
I
I
i
I
J
I
I
I
i
I
p
I
I
I
p
p
1 -
p
p
p
1
I
i
p
I
i
p
I
,
Other data in Refs:
-------
AIRCRAFT TYPE: DeHaviland Twin Otter
( ) Ref. No. (Data from Ref. 113 avg. of several flights, various
conditions.)
Approx. No. of Passengers 12-22
No. of Engines 2
Type Turbo prop
Position of Engine Wing
SOUND LEVELS
Aisle Window Aisle Window - Aisle Window
dBA dBC dBA dBC dBA dBC dBA dBC dBA dBC dRA dBC
OPERATION
FRONT MIDDLE
REAR
OTHER
cIBA dBC PSIL NOTES
Takeoff
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
i
I
I
i
5±1
113)
Climb
I
f
I
I
I
I
i
I
I
I
1
1
88±3
(113)
Cruise
>
I
a Cruise
(alt. not
spec.)
I
I
i
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
i
I
l
I
I
86(7)1103
7
i
I
85(7)1103
i
.
85(7)1103(7
I
I
i
i
87(7)1101
(7)
82(7)i99(7)
87±2
(113)
18±4
(113)
Des cent
I
j
I
I
I
I
I
I
I
I
I
I
Landing
I
1
I
I
I
I
I
I
I
1
I
I
I
I
I
Reverse
thrust
I
i
I
I
I
i
i
i
I
I
I
I
I
.
Taxi
I
I
I
I
I
I
I
,
I
I
I
,
I
I
I
I
.
Other data in Refs:
-------
Approx. No. of Passengers
No. of Engines 2
Type Piston
Position of Engine Wings
SOUND LEVELS
Aisle Window Aisle Window Approx. middle of c
dBA dBC dBA dBC dBA dBC dBA dBC dBA dBC PSIL
AIRCRAFT TYPE: Beech 99
Ref. No.
AU data from Ref. 112. Avg. of 30 flights, various
loads and altitudes.
OPERATION
Aisle Window
cIBA dBC cIBA dEC
C NT
M1flflL1
P1 AR
8-12
OTHER
bin
NOTES
Takeoff
I
I
I
I
I
I
I
I
I
I
t
I
I
i
I
,
889
p09
Climb
I
I
i
I
I
I
i
I
i
I
I
i
Cruise
i Cruise
0
(alt, not
spec.)
I
I
I
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
j
87-9?
78-8
I
3
I
I
I
I
I
I.
I
I
I
(
I
I
I
I
I
I
I
I
I
i
Descent
I
I
I
I
I
I
I
I
I
I
I
I
I
Landing
I
I
I
I
I
I
I
I
I
I
I
I
I
i
I
68
Reverse
thrust
Taxi
I
I
I
I
I
I
I
I
I
I
i
I
I
i-
i
t
I
I
I
I
t
j
j
i
I
i
3
I
t
I
i
I
.
Other data in Refs
-------
AIRCRAFT TYPE:
( ) = Ref. No.
Volpar Beech (a stretch B-9 9 )
All data from Ref. 113, avg. of several flights.
Approxl No. of Passengers 15
No. of Engines 2
Type Turbo prqp
Position of Engine Wings
Other data in Ref a:
-------
AIRCRAFT TYPE: Mooney MKZ1
( ) Ref No.
3 + pilot
dBA PSIL calculated
from octave band data.
Approx. No. of Passengers
No. of Engines 1
Type Piston
Position of Engine Front
Other data hi Refa: Octave bards Ref. (2/slide 3)
-------
AIRCRAFT TYPE: Cessna Cardinal RG (1974 )
( ) Ref. No.
Approx. No. of Pasaex gers
No. of Engines 1
Type Piston
Position of Engine Front
5 + pilot
SOUND LEVELS
F RONT
Aisle Window
dBA dBC rJ1 A dBC
MIDDLE REAR
Aisle Window Aisle Window
dBA dBC dBA dBC dBA dBC dBA dflC
OPERATION
OTHER
dBA dBC PSIL
NOTES
-j
-
-
Takeoff
I
I
I
97
(1O2
I
I
I
I
I
I
I
I
J
I
I
I
I
I
E
I
I
Climb
I
I
I
I
I
I
I
1
I
I
I
I
I
I
I
I
Cruise
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
1
j
I
I
j
I
Cruise
(alt. not
spec.)
I
I
96
(lO2
I
I
I
i
I
I
i
I
I
i
I
I
i
I
I
75% Cruise, ( 914 m
(3000ft.)
Des cent
-I-
I
I
I
I
I
I
-t
I
I
I
I
I
I
I
I
,
f
I
Landing
I
I
I
I
1
i
I
1
i
I
I
I
I
I
i
I
Reverse
thrust
Taxi
i
I
I
I
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
(
I
i
I
I
I
I
I
Other data in Refs:
-------
AIRCRAFT TYPE:
( ) = Ref. No.
Cessna Skyhawk (1974 )
(a type of 172)
Approx. No. of Paaaenger3 3 + pilot
No. of Engines 1
Type Piston
Position of Engine Front
SOUND LEVELS
MIDDLE
Aisle Window Aisle Window Aisle Window
OPERATION dRA dEC dIBA dRC dBA cIBC dBA dBC dBA dBC dBA dBC
pq ONI
R1 AR
OTHER
c IBA
dBC PSIL NOTES
Takeoff
I
1
I
I
1
94 I
(10Z)
I
I
I
I
I
I
1
I
I
I
I
I
Climb
I
I
I
I
I
I
I
I
I
I
I
I
I
Cruise
Cruise
(alt. not
spec.)
I
I
I
I
I
I
I
I
I
T
i
i
I
I
I
I
I
I
I
I
I
I
I
-
I
I
I
I
93 I
102)
I
I
I
i
i
i
I
I
I
I
I
i
I
I
75 o Cruise. < 914 in
(3000 ft.)
Des cent
I
I
i
I
I
I
I
i
I
I
I
1
i
I
Landing
I
I
I
I
I
I
I
j
I
i
I
I
I
I
Reverse
thrust
I
I
i
I
I
I
I
i
I
I
I
I
I
I
I
I
Taxi
I
I
L
I
I
I-
I
j
I
I
j
- .
I
I
I
I
I
Other data in Refa:
-------
AIRCRAFT TYPE:
( ) = Ref. No.
Cessna 172
Approx. No. of Passengers 3 χ pilot
No. of Engines 1
Type Piston
Position of Engine Front
SOUND LEVELS
F4ONT OTHER
all
OPERATION
Aisle Window
dRA dBC - dBC
Aisle Window Aisle Window be x ilot and
dBA cIBC dBA dBC dBA dBC dBA dBC dBA dBC PSIL Ove
NOTES
Takeoff
I
I
I
J
1001
102):
I
I
I
1
I
I
I
1
I
I
j
Climb
I
I
I
I
t
I
I
I
I
I
I
1
I
I
I
I
-
Cruise
.
i Cruise
u
(alt. iiot
spec.)
I
I
I
I
I
I
I
I
I
I
I
i
I
I
i
I
I
I
I
I
I
I
j
I
I
1
92
(l0Z
I
I
I
I
I
1973 model, 75% cruise,
Z 914 m (3000 ft.)
I
I
I
I
I
i
i
,
109 2300 rpm, 100 lAS
76) (indicated as speed)
Des cent
I
I
I
I
I
I
i
I
i
I
i
I
I
Landing
I
I
I
I
I
I
i
I
I
i
I
i
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Taxi
I
I
1
1
I
I
._ i
I
I
I
I_
I
I
I
Other data in Refs:
-------
SOUND LEVELS
Approx. No. of Passengers
No. of Engines 1
Type Piston
Position of Engine
AIRCRAFT TYPTh Mooney Ranger (1974 )
( ) Ref. No.
OPERATION
ONT
tATr nT t
3 + pilot
Aisle Window Aisle Window Aisle Window
dBA dBC dBAdBC dBA dBC dBA dBC n RA, dBC dBA dBC
D t A D
Front
OTHER
dBA dBC PSIL
NOTES
Takeoff
I
I
I
I
I
97 1
(102) 1
I
I
I
j
I
I
I
I
I
1
I
I
I
I
.
Climb
I
I
I
I
I
I
I
I
1
I
i
I
I
I
f
i
Cruise
Attitude
rn. (ft.)
T
I
I
l
I
I
i
I
I
I
I
I
I
I
I
I
j
I
0
I
I
t
I
I
I
Cruise
(alt, not
spec.)
1
I
I
I
92 1
102);
I
I
j
:
i
I
:
I
I
I
1
I
75%cruise<
914rn
Des cent
--
Landing
I
I
I
I
I
I
I
I
I
I
I
I
I
i
j
i
I
I
I
E
I
I
I
I
I
I
I
i
i
I
---
Reverse
thrust
I
I
I
I
-
I.
I
I
I
I
I
I
I
I
-
Taxi
Other data in Ref s:
-------
A CP AFT TYPE:
) Ref. No.
Mooney Chaoarral. I l964
Approx. No. of -Passengers 3 +pitot
No. of Engines 1
Type Piston
Position of Engine Front
- SOUND LEVELS
- MIDDLE ______ _______ OTHER
Aisle Window Aisle Window Aisle Window
cIBA dBC dBA dBC cIBA dBC dBA dBC dBA dBC dBA dBC dBA dBC PSIL
OPERATION
F ONT
NOTES
Takeoff
I
I
I
I
I
-(102):
I
I
I
I
I
I
I
I
I
I
I
I
I
Climb
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Cruise
Altitude
m(ft.)
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
1
1
I
I
I
I
I
j
Cruise
(alt. not
spec.)
I
I
I
-I
(l0Z)
I
I
I
I
I
I
I
I
I
1
I
I
I
I
I
I
-. -
75% cruise, < 914 rn
(3000 ft)
Descent
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Landing
I
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Taxi
I
I
I
I
I
I
,
I
I
I
I
I
I
I
Other data in Ref 5:
-------
AIRCRAFT TYPE:
( ) = Ref. No.
Bellanca Super Viking (1974 )
Approx. No. of Passengers
No. of Engines 1
Type Piston
Position of Engine Front
3 + pitot
SOUND LEVELS
F ONT M1flflL i AP
Ai8le Window Aisle Window Aisle Window
OPERATiON dBA dBC cIBA dBC dBA RC dBA dBC dBA dBC dRA dRC
OTHER
cIBA dBC PSIL
NOTES
Takeoff
I
I
I
I
I
I
I
I
i
i
t
I
I
I
I
I
I
I
-- -
t
I
Climb
I
I
I
I
95 I
(102)1
I
I
I
I
I
I
25 in M. P.; 2500 rpm
Cruise
Altitude
rn(ft.)
r
I
I
I
I
I
I
I
I
I
1
i
i
1
I
I
I
I
I
I
I
I
i
I
I
Cruise
(alt, not
spec.)
I
j
I
I
I
I
I
I
I
I
97
(102)1
i
I
i
1
I
I
I
I
1
I
I
i
1
i
75% cruise, L , 914 m
(3000 ft.)
Des cent
I
I
I
I
I
I
i
i
I
I
I
I
I
I
-
Landing
I
I
I
I
I
I
1
I
I
I
I
I
I
Reverse
thrust
I
1
I
I
1
I
I
I
I
I
I
I
I
j
j
I
Taxi
I
i I
I
I
f
j
I
1
I
I
I I
I
I l
Other data. in Ref e:
-------
AIRCRAFT TYPE:
( ) =Ref. No.
Rockwell Corrunander 112 (1974)
Approx. No. of Passengers
No. of Engines 1
Type Piston
Position of Engine Front
3 + oilot
SOUND LEVELS
MIDDLE REAR
Aisle Window Aisle Window
dRA dBC c IBA dBC dBA dBC dBA dBC
F ONT
Aisle Window
OPERATION dBA dBC dBA dBC
OTHER
cIBA dBC PSIL NOTES
Takeoff
I
I
I
I
-
97 I
(lQ2
I
I
i
I
I
I
j
i
j
i
i
Climb
I
I
I
I
I
(
j
I
f
I
I
I
I
I
j
I
Cruise
Altitude
Xn (ft.)
I
I
I
I
I
I
I
I
I
I
I
I
I
--i
i
i
I
i
I
I
I
I
I
I
I
I
I
i
I
j
1
Cruise
(alt. not
o
8pec.)
I
I
- I
95
102)
I
I
I
i
I
i
I
i
I
I
i
i
I
I
75% cruise, 9 l 4 m
(3000 ft.)
De8 cent
I
I
I
I
I
I
I
j
I
I
I
I
I
i
I
Landing
I
I
I
I
I
I
i
I
I
I
I
I
I
I
j
I
.
Reverse
thrust
s
I
I
. 1
1
I
I
j
I
I
j
I
I
I
I
I
I
I
Taxi
I
I
I
I
I
I
I
g
I
I
I
I
I
I
j
I
I
Other data in Ref s:
-------
AIRCRAFT TYPES
( ) Ref. No.
Cessna 310 (1974)
Approx. No. of Passengers
No. of Engines 2
Type Piston
Position of Engine Wings
5 + pil.ot
SOUND LEVELS
Aisle Window Aisle Window Aisle Window
d nA dBC c IBA dl3C d1 A dT C cIBA dBC dBA dBC dBA dBC
OPERATION
MmnLF REAR
OTHER
dBA dBC PSIL NOTES
Takeoff
I
1
I
I
t
102)1
1
I
)
I
I
I
j
l
1
I
I
I
I
9597 1
(102) I
Climb
I
I
I
I
I
I
I
i
I
I
I
Cruise
Altitude
m (ft)
.
Cruise
p (alt. not
spec.)
I
i
I
p
I
I
I
1
I
i
I
I
I
I
i
I
I
I
I
I
I
I
i
I
I
I
75% cruise
1
I
I
(lOZ)
I
I
I
I
I
I
I
I
I
I
I
1
I
(102)1
1
I
I
I
I
I
I
104
75% cruise, L 914 m
(3000 ft.)
2300 rpm. manifod 24,
model yr unknown. 310G.
Descent
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Landing
I
I
I
I
I
I
I
s
I
I
i
I
I
I
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
1
I
I
I
I
Taxi
I
f
(
I
I
I
I
I
I
I
I
I
I
I
I
i
Other data in Refs:
-------
AIRCRAFT TYPE:
( ) Ref. No.
Piper Seneca
Approx. No. of Passengers 5 + pilot
No. of Engines 2
Type Piston
Position of Engine Wings
SOUND LEVELS
Aisle Window Aisle Window Aisle Window
OPERATION dRA dBC dBA dBC dBA dBC dBA dIBC dBA dBC dBA dBC
C)NT
REAR
OTHER
dBA dBC PSIL NOTES
Takeoff
I
I
98
(102) 1
I
I
S
I
I
95 1
(102) 1
I
I
I
I
I
j
94
(1O2)
Climb
I
I
I
I
I
1
i
1
I
I
I
I
I
I
I
.
Cruise
Altitude
rxi (ft.)
5
S
I
I
I
I
1
I
I
I
S
I
I
I
1
I
j
I
Cruise
(alt. not
spec.)
I
I
I
93
(102)
I
I
I
I
j
88
I
(102)
S
I
I
I
I
I
I
I
i
(102)
I
75% cruise, ( 914 rn
(3000 ft.)
Des cent
I
S
I
I
I
I
I
I
I
I
I
i
I
I
Landing
I
I
I
I
I
i
i
i
I
I
I
I
I
I
Reverse
thrust
I
I
I
I
S
I
I
I
I
I
I
I
I
I
Taxi
I
.
I
I
S
I
I
I
I
I
I
I
I
I
I
I
I
Other data in Refs:
-------
AIRCRAFT TYPE:
( ) Ref. No.
Cessna Centurinn (1 74
Approx. No. of Passengers 4or 5 -f_pilot
No. of Engines 1
Type Piston
Position of Engine Front
SOUND LEVELS
FRONT MIDDLE
Aisle Window Aisle Window
dBA dBC aBA dBC dBA dBC dEA dBC
Aisle Window
dBA dBC dBA dBC
OPERAT ION
OTHER
cIBA dBC PSIL
NOTES
Takeoff
I
I
1
(lO2
i
I
I
i
I
I
i
i
I
.
i
I
Climb
I
I
I
I
I
I
i
I
I
I
I
1
I
,
1
I
Cruise
Attitude
rn(fL)
I
I
I
I
I
I
I
I
I
i
I
i
i
I
I
I
I
I
I
I
I
I
I
Cruise
tJ
(alt, not
spec.)
I
I
I
I
I
loZ)
I
I
I
I
I
I-
I
I
I
I
I
I
I
I
t
I
I
75% cruise, 4 914 m
(3000 ft.)
Des cent
I
I
I
I
I
I
i
I
I
I
I
Landing
I
I
I
I
I
I
I
I
I
I
f
I
I
I
I
I
i
I
Reverse
thrust
I
)
i
I
I
I
i
I
I
I
i
I
I
I
I
Taxi
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Other data in Ref s:
-------
AIRCRAFT TYPE1 Cessna Skylane (1974 )
( ) Ref. No.
Approx. No. of Pa8sengers 3 + pilot
No. of Engines 1
Type Piston
Position of Engine Front
SOUND LEVELS
OPERATION
Aisle Window
dBA dBC dEC
1 .4Tr r T
T 1 A
Aisle Window Aisle Window
dBA dEC dBA dBC dBA dBC dBA dBC
OTHER
cIBA dBC PSIL
NOT ES
I -
I
I
I
I
I
I
Takeoff
I
I
I
94 1
1OZ)
I
.
i
i
i
I
I
.
,
Climb
1
1
I
I
l
I
I
I
I
I
I
I
I
j
Cruise
Altitude
rn(ft.)
I
I
I
I
I
i
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
.
I
.
.
I
.
Cruise
(alt, not
spec.)
93
102)i
75% cruise
( 914 m
(3000 ft.)
Descent
I
I
I
I
I
I
I
g
I
I
I
1
I
I
i
I
I
I
I
I
1
I
i
I
Landing
I
I
I
I
I
I
I
i
I
I
i
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
Taxi
I
I
I
I
I
I
I
I
I
i
I
I
I
Other data in Ref s:
-------
AIRCRAFT TYPE
( ) Ref. No.
Piper 3-3
Approx. No. of Passengers
No. of Engines
Type ___________
Position of Engine
rR0Nr MIDDLE
SOUND LEVELS
OPERATION
Aisle Window
dBA dBC dBA dBC
Z A P
Aisle Window Aisle Window 3et. pilot & Co-pilot
dBA dBC dBA dBC dBA dBC dBA dBC dBA dBC PSIL)ver
OTHER
11
NOTES
Takeoff
I I
I
I
I
I
I
I
I
i
I
I
I
I
I
I -
I
I
I
j
I
I
.
.
Climb
I
I
I
I
I
I
I
i
I
I
i
I
I
I
i
Cruise
Altitude
rn(ft.)
I
I
I
I
I
I
I
I
I
I
j
i
I
I
(
I
I
I
I
i
I
I
I
I
I
I
.
Cruise
q (alt. not
spec.)
I
I
i
I
I
I
i
I
I
j
I
I
I
I
i
I
I
I-
I
i
I
I
-i -
i
i
I
I
I
I
I
107
(74)
-
2100rpm
70 manifold or lAS
Des cent
I
I
I
I
I
I
I
i
I
I
I
I
I
I
I
Landing
I
I
I
I
I
I
I
I
I
I
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
1
I
I
i
Taxi
1
I
I
I
I
I
I
I
- I.
I
i
I
I
I
I
I
I
I
I
I
Other data in Refs:
-------
AIRCRAFT TYPE:
( ) Ref. No.
Piper Colt
Approx. No. of Passengers
No. of Engines
Type ___________
Position of Engine
SOUND LEVELS
MIDDLE _____
Aisle I Window AisLe Window Bet. Pilot & Co-Pi1
dBA dBC dRA CIBC dBA cIBC cIBA dBC dBA dBC PSIL Ove
OPERATION
FRONT
A sIe Window
cIBA dBC cIBA dBC
REAR
OTHER
all
NOTES
Takeoff
I
I
I
I
I I -
I
I
I
- I - -
I
j
-
i
I
I
J
I
I
I
j
1
Climb
I
1
I
I
I
I
i
I
i
I
I
I
I
I
(
I
Cruise
Altitude
m (ft.)
_________
c Cruise
(alt. not
spec.)
I
I
I
I
I
I
1
1
I
j
j
I
I
I
I
I
I
I
I
)
I
I
I
I
I
i
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
i
I
I
I
106
(74)
2500 rpm
105 manifold or lAS
Descent
I
I
I
I
I
I
I
I
I
1
I
I
I
-i
Landing
I
I
I
I
I
I
l
I
I
i
f
I
I
I
I
I
I
Reverse
thrust
I
i
I
I
I
I
I
I
I
I
I
I
I
I
--
Taxi
j
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
1
I
Other data in Ref s:
-------
AIRCRAFT TYPE:
( ) Ref. No.
Piper Cherokee
Approx. No of Passengers
No. of Engines
Type ____________
Position of Engine
SOUND LEVELS
F ONT MIDDLE
Aisle Window Aisle Window
dBA dBC dBA dBC c IBA dBC dBA dBC
REAR OTI1ER _____
Aisle Window set. Pilot & Co-pilot
dBA dBc dBAdBC dBA dBC PSIL Ove
OPERATION
a U
NOTES
Takeoff
I
I
I
I
- I - -
I
I
I
-
j
I
I
I
I
I
I
I
I
$
Clinib
I
I
I
I
I
I
j
I
I
1
I
I
I
I
I
Cruise
Altitude
rn(ft.)
Cruise
a (alt. not
spec.)
I
I
I
I
I
I
I
I
I
I
j
I
i
i
I
I
I
i
I
I
I
I
I
I
I
I
I
I
I
t
I
i
r
I
I
I
I
i
I
I
I
I
I
I
j
i
I
115
(74)
2350 rpm
115 manifold or LAS
Descent
I
1
I
I
I
I
j
I
I
I
-
I
I
I
I
I
Landing
I
I
I
I
I
I
i
I
I
j
I
I
I
I
j
I
Reverse
thrust
I
I
I
I
I
I
I
j
I
I
I
I
I -
I
I
i
I
I
Taxi
I
I I
I i
I
I
I
I
I
I
I
I
I
i
I
Other data in Refs:
-------
AIRCRAFT TYPE:
( ) = Ref. No.
Piper Tripacer
Approx. No. of Passengers
No. of Engines
Type ___________
Position of Engine
SOUND LEVELS
OPERATION
FRONT
JTrIflT .
Aisle Window Aisle Window Aisle Window
dRA dBC dEA dBC dBA dBC dBA dBC dBA dBC cIBA dBC
REAR
OTHER
et. Pilot & Co-pilot
dBA dBC PSIL Ove
all
NOTES
-J
Takeoff
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Climb
I
I
I
I
I
i
I
I
i
I
I
I
I
1
Cruise
Altitude
n . (ft.)
I
I
I
I
I
I
._
I
I
I
i
-
I
I
I
I
I
I
I
I
I
i
Cruise
(alt. not
spec.)
Des cent
I
Landing
- -r -
105
(74
Reverse
thrust
2250 rpm
112 manifold or lAS
T aid
I
Other data in Refs:
-------
AIRCRAFT TYPE: Cessna 182
( ) = Ref. No.
Approx. No. of Passengers
No. of Engines _________
Type ___________
Position of Engine ________
SOUND LEVELS
REAR OTHER
Aisle Window Aisle Window Aisle Window Bet. Pilot & Co-pilc
dBA dBC dBA dBC dF A dBC dBA dBC dBAdBc dBA dBC c IBA dBC PSIL Ove
OPERATION
all
NOTES
Takeoff
I
I
I
I
I
I
(
i
I
i
I
I
I
i
I
I
I
I
j
I
Climb
I
I
I
I
I
I
i
I
I
I
I
i
Cruise
Altitude
ni (ft.)
>
Cruise
03 (alt. not
spec.)
1
I
I
I
I
1
I
I
I
I
i
j
I
I
I
I
I
I
1
I
I
I
I
I
j
I
I
I
I
I
I
I
I
I
f
I
I
I
i
I
I
I
104
(74)
2300 rpm
22 manifold or LAS
Descent
I
I
I
I
I
I
i
i
I
I
I
I
I
I
t
I
Landing
i
I
I
I
I
i
I
l
I
1
I
1
t
i
1
Reverse
thrust
I
I
I
I
I
I
I
I
I
I
I
I
j
I
I
Taxi
I
I
I I
I I
I I
I
j
I
I
g
I
I
I
Other data in Refs:
-------
AIRCRAFT TYPE:
( ) Ref. No.
Hello
Approx. No. of Passengers
No. of Engines _________
Type ___________
Position of Engine ________
SOUND LEVELS
FRONT
Aisle Window
dBA dEC dBAdBC
MIDDLE
Aisle Window Aisle Window
dBA dBC dBA dRfl dRA dBC dEA dBC
set. Pilot & Co-pilot
dBA dBC PSIL Ove. all
OPERATION
OTHER
NOTES
Takeoff
I
I
i
I
I
I
I
I
1
i
I
I
i
I
I
I
I
(
i
I
TI
!
Climb
I
I
I
I
I
I
i
I
I
I
I
I
I
I
Cruise
Altitude
(U (ft.)
I
Cruise
o
(alt, not
spec.)
I
I
I
I
I
I
I
I
I
I
I
i
I
i
I
i
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
i
I
I
I
i
I
I
I
I
i
I
I
I
I
I
I
106
(74)
2600 rpm
22 manifold or LAS
Descent
J
I
I
I
I
I
I
I
I
j
I
I
,
I
I
Landing
I
I
I
I
I
I
I
j
I
I
I
I
I
I
I
I
j
Reverse
thrust
I
I
I
I
I
I
i
I
I
I
I
I
I
I
I
I
Taxi
I
I
I
I
i
I
I
I
I
I
I
I
I
I
I
I
Other data in Ref s:
-------
AIRCRAFT TYPE: Apache 160
( ) Ref. No.
Approz. No. of Passengers
No. of Engines __________
Type ___________
Position of Engine ________
SOUND LEVELS
F PNT
Aisle Window
dBA dBC cIBA dBC
MIDDr 4 E
Aisle Window
dBA dBCdBAdBC
REAR
Aisle Window
dBA dBC cIBA dBC
OPERATION
OTHER
set. FiLot & Go-1-i Q
dBA dBC PSIL Ove all
NOTES
Takeoff
I
j
I
I
I
I
1
I
I
I
I
I
I
l
I
I
I
I
Climb
I
I
I
I
I
I
i
I
1
i
I
I
I
I
I
Cruise
Altitude
rn (ft.)
Cruise
°
o (alt. not
spec.)
I
I
I
I
I
I
I
I
I
I
I
i
I
I
i
I
,
l
I
I
I
j
i
)
-______
I
I
I
I
I
i
I
I
I
I
j
I
I
I
i
I
I
I
i
I
I
103
(74)
2250 rpm
za manifold or LAS
Descent
I
1
I
I
I
I
I
I
i
I
I
I
I
Landing
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Reverse
thrust
I
I
I
I
I
I
I
I
I
-
I
I
I
I
I
I
Taxi
I
I
I
I
I
1
I
I
I
I
I
I
I
I
n
(
I
I
I
I
I
Other data in Refs:
74/1134
-------
AIRCRAFT TYPES Commanche 250
( ) Ref. No.
Approx. No. of Passengers
No. of Engines
Type ___________
Position of Engine
SOUND LEVELS
OPERATION
F ONT MIDDLE REAR
Aisle Window Aisle Window Aisle Window
ElBA dBC r 1 A, dBC dBA dBC dBA dBC 1 , dBC dBA dBC
OTHER
Bet. Pilot & Co-pile
dBA dBC PSIL Ov
rail
NOTES
*0
Takeoff
J
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Climb
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Cruise
Altitude
rn (ft.)
I
I
I
I
I
I
I
I
I
,
I
I
I
I
I
I
I
I
I
F
I
I
I
I
Cruise
(alt. not
spec.)
I
I
I
I
100
(74)
azoG rpm
22. 5 manifold or LAS
Descent
I
I
I
I
I
I
I
I-
I
I
I
i
I
I
I
I
I
i
I
Landing
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Reverse
thrust
I
I
I
I
r
I
I
I
I
I
I
I
I
I
-
Taxi
I
I
I
I
I
I
I
I
I
I
i
I
I
I
I
i
-I
Other data in Refs:
74/1134
-------
AIRCRAFT TYPE:
( ) =Ref. No.
Beech E185
Approx. No. of Passengers
No. of Engines __________
Type ___________
Position of Engine _________
SOUND LEVELS
1 RC NT
MIDDLE REAR
Aisle Window Aisle Window Aisle Window et. Pilot & Co-Pilot
dl3A dBC dBA dBC dBA dBC cIBA dBC dBA dBC dBA dBC dBA dBC PSIL Ove
OPERATION
a11
NOTES
Takeoff
I
I
I
I
I
I
I
I
i
I
I
I
I
I
i
I
I
I_ _____ _
Climb
I
I
I
I
I
i
I
I
I
I
I
I
I
I
I
Cruise
Altitude
m (ft.)
Cruise
0
(alt.not
spec.)
1
I
I
I
I
I
I
I
i
p
I
I
I
1
I
I
I
j
I
.
106
(74)
1900 rpm
Z4 manifold or LAS
I
I
I
- I
I
I
I
i
I
i
i
I
I
I
I
1
I
I
I
I
p
Descent
I
I
I
I
I
I
i
I
I
I
I
I
i
p
f
Landing
.
I
I
I
I
I
I
j
i
I
I
I
I
I
I
p
I
Reverse
thrust
I
I
I
I
I
p
I
I
I
I
I
1
I
Taxi
I
I I
p
I
I-
I
I
I
-j-
I
I
I
i
I
i
I
I
-___
Other data in Refs:
-------
AIRCRAFT TYPE: Cessna 140
( ) =Ref. No.
Approx. No. of Passengers
No. of Engines _________
Type ___________
Position of Engine ________
SOUND LEVELS
OPERATION
C TJT MTnr f.
REAR OTHER
NOTES
Aisle
dEA dBC
J Window
IdBA dBC
Aisle
dBA dBC
Window
dBA dBC
Aisle
dBA dBC
Window
c IBA dBC
Bet. Pilot Co-pita
dBA dBC PSIL Ove
all
Takeoff
i
1
I
I
I I
1
I
I
I
I
I
I
I
I
1
I
I
Climb
I
I
I
I
I
j
j
I
I
I
1
I
I
i
I
Cruise
Altitude
rn (ft.)
Cruise
(alt. not
spec.)
j
I
I
I
I
I
I
I
J
I
j
i
J
I
I
I
I
I
I
I
j
I
j
j
.
I
l
I
I
I
1
I
I
I
i
I
i
I
I
I
I
I
I
I
I
I
I
i
103
74)
2250 rpm
103 manifold or lAS
Des cent
I
I
I
I
I
I
g
i
I
j
I
I
I
I
I
i
Landing
I
I
1
I
I
i
j
I
I
I
I
I
I
Reverse
thrust
Taxi
i
I
I
I
i
I
I I
t I
I
I
I
t
I
I
I
i
I
I
i
I
I
I
I
I
i
j
I
I
I
I
I
i
I
I
I
Other data in Refe:
74/1134
-------
AIRCRAFT TYPE:
) =Ref. No.
Bonanza H
Approx. No. of Passengers
No. of Engines __________
Type ____________
Position of Engine _________
SOUND LEVELS
OPERATION
F .ONT
Aisle Window
dBA dBC dBA dBC
MTflDLF
HEAR
OTHER
Aisle Window Aisle Window Bet. Pilot & Co-pilo
dBA dBC dBA dBC c iBA dBc dBA dBC dBA dBC PSIL
NOTES
0
Takeoff
I
I
I
I
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I ___ _
I
I
-
Climb
I
I
I
I
I
I
j
I
I
I
I
I
I
I
Cruise
Altitude
mn (ft.)
I
I
I
I
I
I
I
I
I
I
I
j
I
I
I
I
I
I
I
I
I
I
I
I
j
I
I
-
Cruise
(alt, not
spec.)
1
I
I
1
I
I
I
I
i
I
I
i
I
I
I
I
I
102
(74)
2200 rpm
22 manifold or LAS
Descent
I
I
I
I
I
I
I
t
I
I
I
I
Landing
1
I
I
I
I
I
I
1
I
I
I
I
I
j
I
Reverse
thrust
Taxi
I
i I
I I
I
I i
I I
I I
I
I
I
I
I
I
I
I
I
f
i
I
I
I
I
I
I
I
I
I
Other data in Refs:
74/1134
-------
AIRCRAFT TYPE:
) =Ref. No.
Cessna Super Skyrnaster (1974)
Approx. No. of Passengers
No. of Engines 2
Type Piston
Position of Engine i rr - ,,t +
4 + pilot
1 flu c 1 r , .
Aisle Window Aisle Window Aisle Window
d nA dBC dnA dBC cIBA dBC dBA dBC CIBA dBC dBA dBC
SOUND LEVELS
T r T REAR
OTHER
dEA dBC PSIL
NOTES
Takeoff
.____I__
I
I
1
I
(lOZj
i
I
I
i
I
I
I
i
I
I
I
j
j
i
Climb
I
I
I
I
I
i
I
I
I
I
I
1
I
I
I
I
Cruise
Altitude
in (ft.
I
, .ruiBe
(alt. not
spec.)
I
I
I
I
I
I
I
I
I
I
i
I
I
I
i
I
I
1
i
I
I
i
I
I
I
I
l
I
I
I
94
1(102)
I
I
I
i
I
I
I
I
I
I
I
I
I
I
I
I
1
I
I
I
75% cruise, c 914
(3000 ft.
Des cent
I
I
I
I
I
I
I
l
I
I
I
I
I
I
I
I
I
Landing
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Reverse
thrtist
I
I
I
I
I
I
I
I
I
i
I
1
I
I
I
I
Taxi
.I
1 I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Other data in Refe:
-------
AIRCRAFT TYPE: Cessna 150
( ) Ref. No.
Approx. No. of Passengers
No. of Engines Single
Type Piston
Position of Engine Front
1 + Pilot
0
Other data in Ref s:
-------
AIRCRAFT TYPEt GRUMMAN GULFSTREAM II
Afl data from. Ref. lli
NOTE: DATA IN DBC COLUMNS ARE OVERALL SPL.
Approx. No. of Passengers
No. of Engines 2
Type Jet
Position of Engine _________
SOUND LEVELS
REAR OTHER
Aisle Window Aisle Window Lavatory
dBA dEC dBA dBC dBA dBC dBA dBC dBA dEC PSTT
OPERATION
VR ONT
Aisle Window
dBA dBC 1BA dEC
MIDDLE
NOTES
Takeoff
I
I
I
I
I
I
I
I
I
I
I
I
I
I
1
I
1
SN 103.
Eight passengers
incabin.
Climb
I
I
1
I
I
I
I
I
I
,
i
I
-
Cruise Alt. rn (ft.) 1
9449 (31, 000) 69
69
I
79
1
Mach 0. 75
10058 (33, 000)
11887 (39,000)
I
I
I
167
I
1
I 75
I 69
I
74
I
Mach 0. 85
Mach 0.75
I
I
I
I
t
I
Cruise
a1t.not
spec.)
I
i
I
I
I
I
I
I
I
I
I
I
i
I
I
I
I
t
I
I
I
I
I
I
Des cent
I
I
I
i
I
1
I
I
I
I
I
I
I
I
I
I
Landing
i
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Reverse
thrust
Taxi
I
1
I
.
I
I
I
I
I
I
I
I
J
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
$
I
I
Other data in Ref s: o.b. data in reL 114
-------
AIRCRAFT TYPE: GRUMMAN GULFSTREAM
All data from Ref 114.
Approx. No. of Passengers
No. of Engines 2
Type Turboprop (7 )
Position of Engine ________
SOUND LEVELS
OPERAT ION
(ThYl
Aisle
Takeoff
MTflTil .
Aisle
1 AR
Climb
Aisle
OTHER
I
T
Galley
cIBA dBC
Window
SIL Over
I all
T
T
-1-
Window
SIL Ovei.
60 99
-70 -110
66 104
a rp . av
Window
SIL Pv
lall
SIL
ft)
1
Ove
all
NOTES
Cruise
thr m
620
(25, 000)
. Cruise
(alt. not
spec.)
60 197
69 I -110
4
ro_ ra
I
59- 1100
64 1 -107
70
-85
bi 1 i(J4
2U
06
11
Sample of 10 aircraft.
Air Cond. on t norma1 1
195 kts
lAS or 285 TAS
(cruise power)
Levels are
maxiniurn levels.
Arithmetic averages
77
.rc,
109
Descent
I
I
I
I
I
I
j
I
I
I
1
I
I
I
I
Landing
I
I
I
I
I
I
i
I
I
I
I
I
I
Reverse
thrust
Taxi
I
I
I
I
I
I I
I
I
I
I
i
i
I
I
I
I
I
I
t
I
I
I
I
- I
I
I
I
i
I
I
P
I
I
I
I
I
I
Other data in Refs:
o.b. data in Ref. 114.
-------
HELJCOPTERS. MEASUREMENT .
1. Comparison of vehicles . A major factor in analyzing the
data collected is that noise Levels in commercial helicopters
cannot be inferred from data gathered in their military
equivalents, even though commercial types have generally
been the direct offspring of military types (Ref. 85/2, 103a,
105). In additiΰn, noise levels in one commercial type may
vary from specimen to specimen, because different sound-
proofing options are offered by the manufacturer, and the
customer may also elect to have a soundproofing kit
installed by a third party vendor (Ref. 103a).
Nevertheless, we have included military data, mostly for
intereat and purposes of comparison, and partly because there
is little commercial data.
A- 99
-------
HELICOPTERS. HEALTH and WELFARE
Choice of units. In Reference 109/10, it is stated that the A
weighted sound level may not represent the measure of hun-ian
response to helicopter noise, Since the low frequencies charac-
teristic of rotor noise are de-ernphasized,
2. Much work done by the military emphasizes hearing damage risk
(Refs 89, 91 - 93, 95, 97), while some civil works emphasize
speech interference (Ref. 85). The explanation is probably three-
fold: (a) military helicopters are noisier, (b) commercial flight
durations are short- -usually under hour, (c) military crews
communicate with each other via intercom using headsets.
A- loo
-------
Military
ComrnericaL
S-b i
S.58
S-58T
S 65-41
s -zoo
74 km/h (40 knots)
130 km/h (70 knots)
339 km/ti 4 / knots)
185 km/h (100 knot. 1 0235 piop
l 7O a. t. vi
iii commercial
iiiterior
)e 5ien e,,*t for 1Q U ii i
Clsy.cenei mid-section
Cusaway & Hatfield
Camp. Center mid -section
Camp. k Boris SrnaU cabin.
Diffuse fieid.
Guaway & f-{atIield
Camp. piI te poaition
° 1. .. side of transmission
with sotindprooting blankets
Casaway & Hatfield
Pilot, position
Casaway 6 Hatfield
Center forward
95 PNd8. 2 3 = 82-83 dRA
Generaltzed Wyte data
HELICOPTERS- CRU iSE
Ref.
Date)
Comm. Military?
Popukar Na
Make
Measured in pa.senger compartments, except as noted.
Sound Levels
dBA dBC Over SIL PSIL Mode ol Qperat on kornm.nt.
all
8 ,
(1972)
86
(1968)
(1963)
(1969)
(3963)
(1968)
(1963)
(1963)
Dctave 5and
or 1/3 Ut
data in Ret.
o t
C
C
C
C
C
M
M
M
U
H
H
H
U
93
106
94
98
-
Sikorsk I
Boeing
Var tot
Sikorsk
86.3
85
75
75
98*
87*
9 (*
105
114
113
116
117
107
107
107
111
209
109
110
80.3
91*
101*
86*
CH . .Z1C
Shawnee
CH 37B
Mojave
CH-47C
Chinook
Qff .6A
04 1-230
ltave4
011-In
Iroquois
Gluey)
UH-19D
C6ickxaa r
114
I Of
106
97 108
No
Yes
No.
(8/ 5j.
93*
Vertol
81 C 347 3oe ng 82.83
VerLo l
8/54 C 86-104
83.96
85-104
6 & 7 C 206A 8.11 90 109
89 104
Calcuisted 1ro OCI&y bse4 tswuist P511. 1(3 (L.S00 4 L1000+ 22000)
SIL = 1/3 t 600_ 1200) + L (1200-2400 + L(Z400-480O
111 km/h (60 knots) @ 6500 rpm
325 prop. rpm
162 km/h (94) knOts) 06600 rpm
148 km/h (81) knOts )Ob 000 rpm
02400 rpm. maaifold 29
301 km/h (187 mph) knots
Light utility. 27 seats
Medium weight. 10-15 ,.at.
He 5vy transport. 20-50 seat.
(Turbia. englos)
2 e.G. ? 2 trips on on.
s.c. 7
-------
Measured in passenger compartnteeta. except as noted..
Sound Levela
Mod, of Op.r$tioct
222 km/h I t I) knutsi
Max fevele ol 3 seat position.
M n leucts d ring hover I.
max. forward air
speed.
(calculated from maxima to
each octave band a d mintm&
in each oct*ve band. Actual
max. A-weighted level probably
somewhat lower.)
vartous (Light co dittona
from (1061184)
:ommenza
Calculated from 0. fl. iafa
Light 1GW Ie ee than O0O ib)
turbine heLicopter.
Probably or 4-place
Cosnmerctat equ v. of military
cil-Z IC (ace above)
Military. for comparison
With soundproof
without
HELICOPTERS - CRUISE (continued).
Ret.
(Date)
105
C
CH-4 6
Boeing
V ertol
Bell
uS
71
Octave Band
or 1/3 of
data in Ret.
106
(19601
C
44
H- Z1C
11958)
M
0
t.)
87.
Boeing
Vertol
H-Z IC
M
}Ut .ZS- 1
70*
67
93
Ye.
Tea
Yea
-------
VFR CRAFT--CRUISE _______________
SOUND LEVEL
REF MANUFACTURERS DESIG. DESCRIPTION dBC dBA OVER- OCTAVE BAND COMMENTE
_______ NAME _______ ______________ ____ ____ ALL DATA (Ref / pg ) _____
112 ______ HM2 50 passenger 85-86 ______ BrItish
88 Vosper VTZ-OOI _______ 80 99 88/243 British
Small fan-driven 88 104
Large air propeller- 92
driven
Small water propeLlei 93 106
- driven
Small air propeller- 95 108
driven _____ _______
-------
HOVERCRAFT
TYPE: HM-2 (British, used in Florida )
( ) Ref. No.
All data from Ref. iia
Approx. No. of Passengers
No. of Engines
Type ___________
Position of Engine
50
SOUND LEVELS
Aisle Window Aisle Window
OPERATION dBA dBC c IBA dBC cIBA dBC dBA dBC
F LONT MIDDLE
REAR OTHER
Aisle Window
dBA dBC dBA dBC
Passenger Cabin
dBA dBC PSIL
NOTES
Takeoff
I
I
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I
I
I
-
l
_I
I
I
I
I
I
i
f
i
a-8
Risingonwater
30-50 sec. duration
Climb
i
I
I
r
I
I
i
i
I
I
I
I
j
Cruise
Altitude -
m (ft)
p
Cruise
L.(alt.not
spec.)
I
I
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i
I
I
I
I
I
i
i
i
I
i
I
I
1
I
I
I
I
5-8
Approx. 5 km/h
(351ct)
1
I
I
I
I
-
I
I
I
I
1
j
i
I
I
I
(
1
I
i
1
I
I
I
i
I
I
i
Descent
.
r
I
I
I
I
i
1
I
I
I
I
1
78
7Z
Lowering to surface of
water
Landing
I
I
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I
I
I
i
I
I
I
I
I
I
p
Reverse
thrust
I
1
I
I
I
I
i
I
I
I
I
I
I
f
I
I
Taxi
.
I
I
I
I
I
F
j
I
I
I
I
I
I
I
I
I
80
onwater
Other data in Refe:
-------
APPENDIX B
Data Forms
-------
AIRCRAFT
1. NAME: 2. DATE
3. OFFICE PHONE #:
4. DEPARTURE TIME:
5. ARRIVAL TIME: AND PLACE:
6: AIRLINE: 7. FLIGHT #:
8. MAKE, MODEL, & YEAR OF AIRCRAFT:
9. FORM OF PROPULSION (JETS, TURBO PROP, OR PISTON PROP):
10. TOTAL #OF ENGINES:
11. LOCATION OF ENGINES (WINGS, TAIL, AND/OR FRONT):
12. SOUND LEVEL (USE SLOW RESPONSE) & DURATION OF VARIOUS
MODES OF OPERATION:
dBA dBC DURATION SPEED ALTITUDE
(SPECIFY (SPECIFY (SPECIFY
UNITS) UNITS) UNITS)
a. taxi to runway ____ __________ __________
b. take-off (acceleration)
c. climb ____ ____ ___________ ___________
d. cruise ____ ____ __________ __________
e. landing (deceleration)
f. reverse thruster ____ ____ __________ __________
application
g. taxi to terminal
13. SEATING LOCATION:
a. total # of rows (including first class):
b. your row #:
c. window, middle, aisle or other (specify) seat?:
14. WINDOW CONDITION:
a. is the window nearest to you open?:
b. total # of windows open?:
c. total # of windows closed?:
d. if closed, are they sealed?:
B-I
-------
15. AIR VENT CONDITION:
a. is your air vent open?:
b. are your neighbors air vents open?:
16. GALLEY FAN:
a. is the galley (kitchen) air exhaust fan on?:
b. if so, how many rows are you from the galley fan?:
17. TYPE OF SOUND LEVEL METER:
18. ADDITIONAL COMMENTS:
B-2
-------
CAR, BUS, RAPID TRANSIT-SUBWAY, TROLLEY, OR TRAIN
I. NAME:
3. OFFICE PHONE #:
4. DEPARTURE TIME: AND PLACE:
5. ARRiVAL TIME: AND PLACE:
6. VEHICLE TYPE (CAR, BUS, RAPID TRANSIT-SUBWAY, TROLLEY, OR TRAIN):
7. VEHICLE MAKE, MODEL, & YEAR:
8. SOUND LEVEL (USE SLOW RESPONSE) & DURATION OF VARIOUS MODES
OF OPERATION:
dBA dBC DURATION SPEED IF SUBWAY, IF TRAIN
(SPECIFY SPECIFY INDICATE SPECIFY
UNITS) UNITS) ABOVE (A) CAR TYPE
BELOW (B)
GROUND
a. idle
b. acceleration ___________ ___________ ____________
c. cruise ____________ ____________ ___________ ____________
d. deceleration ___________ ___________ ____________
9. YOUR SEATING POSITION:
a. total # of rows:
b. yourrow#:
c. window, middle, aisle or other (specify) seat:
10. WINDOW CONDITION:
a. is the window nearest to you open?:
b. total # of windows open:
c. total # of windows closed:
d. if closed, are they sealed?:
11. AUXILIARY EQUIPMENT (SPECIFY EITHER ON, OFF, OPENED, CLOSED
OR NONE):
B-3
-------
a. air vent:
b. air conditioner:
c. heater:
d. defroster:
e. windshield wipers:
f. radio:
12. TYPE OF SOUND LEVEL METER:
13. ADDITIONAL COMMENTS:
U.S. GOVERNMENT PRINTING OFFICE: 1975 210-810:36
B-4
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