International Journal of Civil Engineering and Technology (IJCIET)
Volume 10, Issue 04, April 2019, pp. 718-729. Article ID: IJCIET_10_04_076
Available online at http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=10&IType=04
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication
Scopus Indexed
INVESTIGATING ENVIRONMENTAL NOISE
EMISSION IN DYNAMIC TRAFFIC
CONDITIONS: A COMPARATIVE STUDY OF
TRAFFIC STREAM CHARACTERISTICS AND
LOCATIONAL ATTRIBUTES
*Ar. Surashmie S. Gawande
Associate Professor, Department of Interior Design, LAD College, Nagpur
Dr. Vinayak S. Adane
Professor, Department of Architecture and Planning, VNIT, Nagpur,
*Corresponding Author
ABSTRACT
This empirical study examines the contributory factors of the environmental noise
generated by traffic. The degree of variance in Noise descriptors and Indicators is
studied and analyzed for both at and above grade links of flyovers to establish a
correlation with its causative factors.
Noise measurements were taken on weekdays three times a day during peak hours
and carried out at 24 locations both at grade and above grade. The study reveals
ambient noise levels, other noise descriptors, and noise indicators were above
permissible levels for the land use. The study also revealed that major contributor to
noise emission from vehicles traveling on access controlled links was higher, followed
by volume and density.
The study also revealed that noise levels were significantly lower on at grade
locations than those above grade locations of the flyover with a standard deviation of
3- 4 dB(A). The land use zones abutting the flyover areas studied were residential,
educational and hospital zones which further indicate that high speed volumes of traffic
through sensitive neighbourhoods should be avoided.
The study results are significant to understand and identify factors contributing to
noise intense environments which are a potential hazard and detrimental to the health
and well-being of users. The study is also an aid to stakeholders for planning, drafting
policies, conducting an ex-ante assessment as well as decision making in mitigation
strategies or projects.
Keywords: traffic, environmental noise, mitigation, noise descriptors, factors
http://www.iaeme.com/IJCIET/index.asp
718
editor@iaeme.com
Ar. Surashmie S. Gawande and Dr. Vinayak S. Adane
Cite this Article: Ar. Surashmie S. Gawande and Dr. Vinayak S. Adane, Investigating
Environmental Noise Emission in Dynamic Traffic Conditions: A Comparative Study
of Traffic Stream Characteristics and Locational Attributes, International Journal of
Civil Engineering and Technology, 10(4), 2019, pp. 718-729.
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=10&IType=04
1. INTRODUCTION
High traffic volumes and speeds are known to generate unwanted externalities and risks. A
noise intense environment poses potential risks to the population especially in rapidly growing
urban areas and hence needs to be addressed. India is witnessing a very fast rate of urbanization
and a consequent increase in vehicular volume and movement on roads. Therefore congestion
is rampant with congestion mitigation measures often resulting in building interventions in the
form of new higher capacity road links or retrofitting existing links with flyovers.
The notion of development, regional or of urban areas commences with building good
transport links carrying large volumes of traffic to foster connectivity and boost economic
growth. However, traffic gives rise to unwanted externalities like noise emission among others.
Noise from vehicular movement is a source of environmental pollution having a detrimental
effect on users especially annoyance [1]. Noise is a phenomenon which with time and distance
has a faster dissipating rate as soon as produced when compared to other pollutants in the
environment [2].
However, capacity increase for high-speed mobility on city road networks is necessarily
provided by building and increasing road infrastructure in the form of newer wider links or
retrofitting old links with flyovers which consequently favour fast modes. Such planning while
aiding vehicles to move at higher speeds relegates other modes like NMT’s to road links which
have a higher porosity, reduced capacity and thus restricts their mobility.
This empirical study compares the location of noise intense environments and the degree
of variability generated by segregated and non-segregated or mixed traffic using links at grade
and above the grade of parallel flyovers which are capacity additions and have access controlled
and therefore are segregation mechanism. Flyovers are being popularly adopted in most urban
areas of developing economies indiscriminately [3] [4] [5 ]. World Health Organisation has
designated noise pollution as the third most dangerous type of pollution after air and water [6]
[7]. Environmental noise has been defined as an unwanted noise which has the capacity to
annoy, disturb, affect or even cause detrimental psychological effects on humans [8][9] [10]
[11].
The awareness to curb the menace of noise has recently taken centre stage with laws and
regulations restraining vehicles from blowing horns and speeding. There are also stringent
checks and testing of vehicles at the manufacturing levels for noise emission in many countries
including India [12] [13] [14] [15] [16][17]. Despite an abundance of ongoing researches and
solution based on them to curb noise at source or studies about barriers and other mitigation
measures, environmental noise seems to rise unabated. The reason for this phenomena needs
to be identified and hence an attempt to identify the causal factors of noise levels.
A review of literature indicates there are various studies carried out to investigate, measure
and predict noise pollution levels in urban areas and it is a common practice to conduct noise
audits and EIA ( environmental impact assessment) assessment for every road project
undertaken in the developed economies but very few exist in the developing economies [17]
[18] [19] Data collection and agglomeration is one of the important elements in the assessment
and management of urban environmental noise [20]
http://www.iaeme.com/IJCIET/index.asp
719
editor@iaeme.com
Investigating Environmental Noise Emission in Dynamic Traffic Conditions: A Comparative
Study of Traffic Stream Characteristics and Locational Attributes
Abundant literature is found where researchers and academicians studied and focused on
the prediction of noise levels due to the presence of various parameters and factors [21][22]
[9][23][24] [25] Studies are also location specific with rare examples of comparative studies
and their analysis being done [26] [27]. Comparisons address the deviation on similar
parameters and this empirical study aims to find the degree and deviation of the two links
studied thus adding to the
The main objective of the study is: 1) to determine the deviation in noise intense locations
2) to ascertain and identify contributory factors 3) to examine and analyse the co-relation
between contributory factors. The study outcomes are significant for they assist in creating
awareness amongst stakeholders especially those having decision making powers to
recommend changes, suggest mitigation measures like barriers and noise reduction methods to
overcome issues. This paper presents an analysis of the measurements for locations along
grade separators for environmental noise descriptors.
Nagpur, a city established on the Nag river has an evolutionary trajectory which is 300
years old and therefore has similar growth attributes to other cities in India. It is a radial city,
is a blend of old and new areas, boasts of a GI of one major commodity “Oranges”. The city
has a population of 24 lakhs with moderate to extreme climatic conditions. The expansion of
the city has been driven by the SEZ and MIHAN as also by the tremendous impetus to
developmental projects in the last 3 decades. Although the population growth is moderate, the
vehicular growth rate in comparison is faster. Nagpur also boasts a staggering number of
flyovers and ring roads built for connectivity and growth as a regional hub. With noise levels
increasing, real-time measurement of traffic noise data, its analysis, and interpretation is
significant and relevant in the wake of new development projects being sanctioned without
duly considering the outcome of such decisions.
2. METHOD AND INSTRUMENTS
Survey points on parallel road segments of four flyovers were selected to investigate, compare
and analyze noise level variation in Nagpur city. The location of survey points on road
segments having similar attributes like the land use, neighbourhood type, and built
environment, climate conditions along with other physical and traffic attributes were identified
for comparability. Extraneous influences on noise descriptors and their variation were thereby
minimized.
2.1. Noise Sampling
Survey points were divided into two groups; above and at grade and noise levels were observed.
Measurements were taken on the pedestrian pathway or the margins along the retrofitted
flyover links recording (free field) sound levels. Simultaneous volume counts and modal split
were recorded from 10.00 am – 12.00 am, 1.30 pm- 3.30 and 5.45 -7.15 pm using video cameras
during traffic peak hours on weekdays were recorded. (Figure 1)
A sound level meter (SLM), Anemometer and hygro –thermometer were used to record
and measure noise levels, wind direction, temperature and humidity levels at locations. The
SLM was mounted on a tripod in order to minimize any bodily vibration from the surveyors.
The SLM head was at a height of 1.2 m. and a distance of 1.5 and 2 m. from the kerb side of
the at grade road link locations and at a height of 1.2 ms and for above grade locations at a
distance of 1.2 ms or as per spatial availability.
Measurements, when clear climatic conditions prevailed, were considered. Hence
temperature, wind velocity, humidity levels were between prescribed levels to maintain
consistency in measurements [13][28].
http://www.iaeme.com/IJCIET/index.asp
720
editor@iaeme.com
Ar. Surashmie S. Gawande and Dr. Vinayak S. Adane
Sound level indicators and descriptors used are L10, L50, L90, LAeq, NC, TNI and LNP
since the choice and simplicity of noise descriptors or indicators play a crucial role in result
analysis and interpretention and can become a basis to indicate biases. [29]
Sound levels with a sampling of Lmax levels at a rate of 5per / min i.e. one in 12 seconds
were recorded and the ten, fifty and ninety percent exceedance levels were calculated from the
samples (L10, L50, and L90). The noise descriptors LAeq, NC, TNI, and LNP were derived
and results were compared and analysed.
2.2. Instruments
1) The Sound Level Meter (SLM) Fast type, A-weighted, ANSI S1.4 Type 2, range 30~130
dB(A) with ±1.5 dB accuracy and frequency response of 31.5Hz to 8.5KHz. The sampling rate
of which was 2 times per second, the microphone is 1/2-inch polarization capacitance
microphone.
http://www.iaeme.com/IJCIET/index.asp
721
editor@iaeme.com
Investigating Environmental Noise Emission in Dynamic Traffic Conditions: A Comparative
Study of Traffic Stream Characteristics and Locational Attributes
2) Anemometer: Anemometer GM8908, Resolution: 0.2º C, 0.2m/s and measurement range:
Air velocity: 0~30m/s, 0~90km/h, 0~5860ft/min, 0~55knots, 0~65mph (± 5%) ; Air
temperature range : -10~45º C, 14~113º F (± 2º C)
3) Thermo-hygrometer : Humidity Range 20 → 90 % , Temperature Range -50 → +70 °C ,
accuracy (for humidity) ±5% (25 → 80%) ±10% elsewhere and % (for temperature)
Accuracy ±1°C (0 → 40 °C) ±2 °C elsewhere, resolution 0.5°C/RH %.
4) Nikon COOLPIX S7000 digital camera with SD card for video capture of traffic for volume
and modal split ( Figure 2).
2.3. The Locational Attributes
The land use through which the road segments with points for survey located belonged to either
commercial or residential zones. The surface finishes to the segments were at grade link was
macadam and coal tar, while the above grade links were of concrete. Ninety percent of the
links were paved . with earth shoulders in patches. The development abutting the roads was
two to three stories on average with 3 ms setback from plot boundaries with sporadic taller
buildings. Roadside trees were present with an average height of 8 ms with moderately thick
foliage. The roads were six-lane wide in total with 3 lanes unidirectional except for the station
flyover which was one way at grade with 2 lanes at and above grade in both directions. Average
lane width was of 3.00 ms. and heights above ground was 9.0 ms. ( ± 0.5 ) for the road segments
which are above grade.
3. RESULTS AND DISCUSSION
The results of the investigation showed that the minimum and the maximum noise levels
exceeded the prescribed minimum levels at all locations. The derived indicators were
calculated using the following Formulae:
𝐿𝑁𝑃 = 𝐿𝐴𝑒𝑞 + ( 𝐿90 − 𝐿10 )
(1)
𝐿𝑁𝑃 , (Noise pollution levels) employs the equivalent continuous (A weighted )sound levels
L eq and the magnitude of time fluctuations in levels. It attempts to account for the increased
annoyance due to temporal fluctuations in noise [30]
𝐿𝐴𝑒𝑞 = 10𝐿𝑂𝐺 [
1 𝑁
∑ ( 𝐴𝑛𝑡𝑖𝑙𝑜𝑔 (𝐿𝐴𝑖
)𝑛𝑖
10
𝑁 𝑖=1
]
(2)
The Leq (equivalent continuous sound level) is defined as the steady sound pressure level
which over a given period of time has the same total energy as the actual fluctuating noise.
Thus, the Leq is, in fact, the RMS sound level with the measurement duration used as the
averaging time.
LAeq (1 hr) is the L Aeq noise level for a specific one-hour period.
LAeq(1hr) represents the highest tenth percentile hourly LAeq noise level for the noisiest
hour) during the period recorded. It is a Logarithmic average, where n = number of LAeq,15
min values in each assessment period over the measurement period[13]
𝑇𝑁𝐼 = 4(𝐿10 − 𝐿90 ) + 𝐿90 − 30𝑑𝐵
(3)
TNI,( Traffic noise index) is the amount of variability in observed sound levels in an
attempt to improve the traffic noise measurements.
𝑁𝐶 = (𝐿10 − 𝐿90 )
(4)
NC (Noise climate) is the range over which sound levels fluctuate in a given interval of
time.
http://www.iaeme.com/IJCIET/index.asp
722
editor@iaeme.com
Ar. Surashmie S. Gawande and Dr. Vinayak S. Adane
The recorded/registered Lmin levels at all locations, both at and above grade exceeded the
standard allowable levels on both the links and at 90 percent locations regardless of other
parameters, the noise levels are clearly in excess of the permissible standards for daytime in
commercial land use zones as given by the central pollution control board, India dB(A)[6] [28]
.( Refer Table 1 )
TABLE 1 Values Showimg Variation In L MAX And L MIN On Both Type Of Links AND
RECOMMENDED LEVELS CPCB, 2010 AND WHO
AT
RADE
ABOVE
GRADE
All
values
are
in dB(A)
LOCATION
L MAX
L MIN
RANGE
1
2
3
4
5
6
7
8
101.8
103
102
104.3
103
103
104
104
66.1
69.4
66.8
63.8
70.1
70.2
65.7
66.3
35.7
33.6
35.2
40.5
32.9
32.8
38.3
37.7
All
values
are
L
MAX
98.35
99.85
100.25
94.4
97.3
99.4
95
92.65
*CPCB 2000
in
dB(A)
L MIN
**WHO 1999
RANGE Recommended Recommended
74.4
69.6
61.45
65.05
72.25
68
63.05
61.7
23.95
30.25
38.8
29.35
25.05
31.4
31.95
30.95
65 dB(A) for
commercial
zones and land
use
60 dB(A)
outside
bedrooms,
hospitals,
schools.
*Source : CPCB, 2010 Central Pollution and Control Board , India recommended
environmental noise emission levels for cities in India.
**Source: WHO, 1999 recommended environmental noise emission levels for cities.
The ninety percent exceedance levels L90 were found to range between, 75.80 -68.84
dB(A) for at grade locations while they are between 80.00 – 75.38 dB(A) for above grade
locations. Similarly, L50 levels were found very high than at grade locations they ranged
between, 83.50 – 74.55 dB(A) for at grade locations and for above grade locations they are
between 83.80 -- 79.60 dB(A). The L10 levels ranged between 82.51 -88.80 dB (A) for at
grade locations and between 90.20 – 93.00 dB(A) for above grade locations. Therefore variance
in all three descriptors is smaller for all above grade locations when compared with at grade
noise descriptors (Table 2).
TABLE 2 Average Values of Noise Descriptors and Their Difference (On Both Type of Links)
NOISE DESCRIPTORS
ON FO
L10
L50
L90
Leq
91.25
82.03
77.53
85.19
BELOW
FO
86.00
79.11
73.40
81.85
DIFFERENCE
5.25
3.08
4.13
3.69
The derived indicators LNP, LAeq. Leq, TNI, NC is also very high. Further analysis shows
that standard deviations for all noise descriptors and indicators for above grade links, when
compared with at grade links, show that variability is 50 percent lesser. (Figure 3 A-C )
http://www.iaeme.com/IJCIET/index.asp
723
editor@iaeme.com
Investigating Environmental Noise Emission in Dynamic Traffic Conditions: A Comparative
Study of Traffic Stream Characteristics and Locational Attributes
For above grade LNP std. dev is ± 2.94 dB (A) , TNI ±2.04 dB (A), LAeq ± 3.00 dBA ,
NC ± 0.02 dB(A) while at grade ,LNP has a Std. Dev ± 3. 81 dB(A),TNI ± 6.88 dB(A),LAeq
± 3.45 dB(A),NC ± 2.24 dB(A) respectively. This indicates that the traffic volume, traffic
stream characteristics and the physical attributes of the above grade links create conditions
which fosters a more noise intense environment under same climatic conditions compared to
those generated on at grade links. The narrow range of deviation implies that the noise levels
are found nearer to their mean and therefore are more stabilized. Itfurther indicates that the
environment remains charged with intense environmental noise (refer to Figure 4).
The frequency distribution of noise levels when compared for both types of links shows
similar trends for all locations. The Above grade distribution of frequencies for noise LMax
values as recorded consistently remain between a range of 20 dB(A) while those at grade
distribution have a wider spread with a range of 25 to 30 dB(A) and consequently a broader
spread (Figure 5)(Table 2).
This highlights and elicits the significance of the spatial and traffic stream characteristics
observed indicating that although traffic at grade is moving in a more confined space, is slowmoving, carries a higher traffic volume in total and consequently is denser than that of above
grade tends to generate lesser noise emission and intensities
http://www.iaeme.com/IJCIET/index.asp
724
editor@iaeme.com
Ar. Surashmie S. Gawande and Dr. Vinayak S. Adane
The above grade conditions are free to field with lesser volume and density of traffic and
faster moving vehicles and still generate more a more noise intense environment.
The overall results on noise pollution in different locations of the city indicates that the
noise pressure levels deviated L10, L50, and L90 on the links at grade and above grade when
compared showed a higher intensity of the noise on the above grade links and can be
attributed to faster Movement of traffic for which they are built or provided (Refer Figure
6 ) . The study revealed the modal split and the traffic stream characteristics.
FIGURE 5 DISTRIBUTION OF LMAX LEVELS AT GRADE AND ABOVE GRADE
http://www.iaeme.com/IJCIET/index.asp
725
editor@iaeme.com
Investigating Environmental Noise Emission in Dynamic Traffic Conditions: A Comparative
Study of Traffic Stream Characteristics and Locational Attributes
FIGURE 7 MODAL AND VOLUME SPLIT ON LINKS
Out of the total volume carried by the parallel links the at grade, link carries a higher percentage
of traffic volume compared by the above grade link. The modal split for at grade links showed
a higher percentage of NMT’s and HMV ’s, the speed range was from 19 -30 Km/hr. The
modal split for above grade link had a higher percentage of 2 and 4 wheelers and almost
negligible NMT percentage, the speed range was 35 – 62 Km/hr ( refer Figure 7)
The traffic volume count done along with the noise survey revealed that higher density
traffic constituting mixed traffic plied on all at grade links and had comparatively slow speeds
averaging 23 km per hour. Traffic volume on above grade links was lesser in density and flow
and had higher speeds averaging to 42 km per hour. When compared this finding corroborates
http://www.iaeme.com/IJCIET/index.asp
726
editor@iaeme.com
Ar. Surashmie S. Gawande and Dr. Vinayak S. Adane
the observation that higher speeds could be one of the cause for noise intense environments
and not the volume or density of traffic. The study proves that environmental noise is a risk to
which neighbourhoods and commuters are exposed to unwittingly along links carrying fastmoving traffic. The noise descriptors had very less standard deviations where specifically
speeds and not necessarily volume of traffic tended to be higher.
Noise externality due to traffic presence is well established but the causative aspects were
not isolated as most studies are conducted for different links in the same city or in different
cities or type of roads. The study’s main focus was on finding which typical characteristics of
a segment such as speed, total volume carried, the percentage of motorized modes, the number
of lanes or other spatial characteristics were responsible for noise intense environment. In this
empirical study, it is an observed fact that although motorized modes were higher on at grade
links the noise intensities were much lower. As conditions conducive to faster mobility were
available only on above grade links which are designated as access-controlled links and had a
lower percentage of motorized modes too.so volume, percentage and other physical attributes
were not found to be contributory factors of the externality. The study is a significant step in
identifying the cause of higher and more intense environmental noise since the study involved
parallel links with similar attributes which helped eliminate many factors or determinants.
4. CONCLUSION
Noise above certain levels has the potentials to affect human health depending on its intensity,
frequency, duration of exposure and a persons’ susceptibility. It is a well-established fact that
a noise level of 55 decibels can cause light stress, excitement, dependence and discomfort, 65
decibels can cause a deeper level of stress and 100 decibels could cause irreversible hearing
loss or in other words acoustic trauma. In this study, data points have touched this threshold a
few times on above grade links. It’s a subtle indication that planners, decision makers and other
stakeholders need to rethink while providing fast moving modes new or retrofitting
interventions for faster mobility.
The result clearly suggests that the above grade link have higher or intense noise
environments as compared to at grade locations. This further suggests that locational attributes
like access controlled lanes on which there is the possibility of a faster stream of moving traffic,
register higher noise levels as compared to non-controlled access where slower streams of
traffic are observed.
Indian cities are witnessing a fast rate of urbanization and a consequent increase in
vehicular volume and movement on roads. Therefore congestion is rampant with congestion
mitigation measures often resulting in providing interventions in the form of new road links or
retrofitting existing links with flyovers. The notion of development, regional or of urban areas,
has its genesis in the establishment of robust and high-speed transport links carrying large
volumes of traffic to foster connectivity and boost economic growth. Although this is desirable,
traffic is a generator of unwanted pollution and externalities like noise which stakeholders and
decision makers should consider when proposing measures to mitigate congestion or
accommodate growing demand.
REFERENCES
[1]
[2]
Pandya, G. H., Assessment of traffic noise and its impact on the community’, International
Journal of Environmental Studies, 2003, 60(6), 595–602.
Davis M.L. and Masten S.J., Principles of Environmental Engineering and Science,
McGraw-Hill,2004
http://www.iaeme.com/IJCIET/index.asp
727
editor@iaeme.com
Investigating Environmental Noise Emission in Dynamic Traffic Conditions: A Comparative
Study of Traffic Stream Characteristics and Locational Attributes
[3]
[4]
[5]
[6]
[7]
[8]
[9]
[10]
[11]
[12]
[13]
[14]
[15]
[16]
[17]
[18]
[19]
[20]
[21]
[22]
[23]
Bonilla C., Urbanik T., Increased Capacity of Highways and Arterials Through the Use of
Arterial Flyovers, Texas State Department of Highways and Public Transportation;
Transportation Planning Division,1987,pp171
Liyanage T.U., flyovers as a measure to improve intersection capacity; annual Transactions
of IESL, 2009, pp 01-08
Suh J.; Yeo H., An empirical study on the traffic state evolution and stop-and-go traffic
development on freeways, Transportmetrica A: Transport Science, 2015, 12:1, 80-97, DOI:
10.1080/23249935.2015.1101508
WHO, Guidelines For Community Noise, 1999,pp161
Quis, D., Annoyance from road traffic noise: A review. Journal of Environmental.
Psychology,2001, 21:pp 101-120
Miedema, H.M.E., Oudshoorn, C.G.M., Annoyance from transportation noise:
relationships with exposure metrics DNL and DENL and their confidence intervals.
Environmental Health Perspectives,2001, 109 (4), 409–416.
Olayinka O. S. Noise Map: Tool for Abating Noise Pollution in Urban Areas.,2012, 1:
185.DOI:10.4172/scientificreports.185
Qiu C.Z., Xu X., Song j, Luo Y., Zhao R., Xiang B., Zhou W., Li X., Hao Y., Pedestrian
exposure to traffic PM on di fferent types of urban roads: A case study of Xi’an, Sustainable
Cities, and Society; 2017, 32,475-485
WHO, Environmental Noise Guidelines For The European Region, 2018, pp181
Lee C, S, Y., Fleming G.G., Measurement Of Highway-Related Noise, US DOT FHWA
Report, 1996, pp 213.
[13] EPA, Environmental criteria for road traffic noise;1999,pp 45
Nijland H.A., Van Kempen E.E.M.M, Van Wee G.P., Jabben J., Costs and benefits of noise
abatement measures, Transport Policy,2003, 10, pp 131–140
Zannin P. H. T., Engel M. S, Fiedler P. E. K., and Bunn F., Characterization of
environmental noise based on noise measurements, noise mapping and interviews: A case
study at a university campus in Brazil, Cities, 2013, 31, 317–327
Department of Environment and Heritage Protection; The State of Queensland, Australia.
Govt of Australia ,Noise Measurement Manual,2013,p33
Bhattacharya, C. C., Jain, S. S., and Parida, M., ‘R&D efforts in the prediction of highway
traffic noise’, J Inst Engrs India (Environ Engng Div), 2002, 38, 7–13.
Dravitzki V K, Jackett R.J., The variability of road traffic noise and implications for
compliance with the noise conditions of roading designations, NZ Transport Agency
research report, 2011, 446. Pp 66
Biddle and Associates Noise impact study for the proposed subdivision of McPhail Avenue,
Municipality of Clarington; Regional Municipality of Durham; Report; 2014, pp 30
Sommerhoff, J., Recuero, M. and Suarez, E.: 2004, ‘Community noise survey of the city of
Valdivia, Chile’, Applied Acoustics 2004, 65: 643–656.
Jamrah A., Al-Omari A.; Sharabi R.., Evaluation Of Traffic Noise Pollution In Amman,
Jordan, Environmental Monitoring And Assessment; 2006 120: 499–525 Doi:
10.1007/S10661-005-9077-5 c Springer
Salman N D., Traffic Noise Prediction Model For Mohammed Al-Qassim Freeway In
Baghdad Environment; Journal of Engineering and Development, 2013, Vol. 17, No.6,
ISSN 1813- 7822
Banerjee, D., Chakraborty, S. K., Bhattacharya, S. and Gangopadhyay, A., Evaluation, and
Analysis of Road Traffic Noise in Asansol: An Industrial Town of Eastern India.
International Journal of Environmental Research, Public Health, 2008, 5: pp-165-171
http://www.iaeme.com/IJCIET/index.asp
728
editor@iaeme.com
Ar. Surashmie S. Gawande and Dr. Vinayak S. Adane
[24]
[25]
[26]
Lau A., Lee Y., Dawson B., Mackenzie N., Noise modeling of road intersections; Internoise; Melbourne, Australia; 2014, pp 1-10 ;
Debnath A., Singh P.K.; Environmental traffic noise modeling of Dhanbad township area
– A mathematical based approach; Applied Acoustics; 2018, Volume 129, 1 January 2018,
Pages 161-172
Balachandran C.G., Juhasz S., And Morrone A.; Road Traffic Noise Impact Assessment
Based On The Difference Between Existing And Future Traffic Noise Levels, The Journal
Of
The
Acoustical
Society
Of
America,2004
Vol.
115,
2413;
https://Doi.Org/10.1121/1.4781176
[27]
[28]
[29]
[30]
Alberola, J., Flindell, H. & Bullmore, J., Variability in road traffic noise levels, Applied
Acoustics, 2005, 66. 1180-1195
Central Pollution and Control Board, India; The Noise Pollution (Regulation and Control)
Rules, 2000; http://cpcb.nic.in/regulation-control/ accessed on 15th July 2015
Can A, Aumond P., Michel S., Coensel B., Ribeiro C., Botteldooren D.; Lavandier C.,
Comparison of noise indicators in an urban context. Inter-Noise 2016, 45th International
Congress and Exposition of Noise Control Engineering, Aug 2016, HAMBOURG,
Germany. Inter-Noise 2016, 45th International Congress and Exposition of Noise Control
Engineering, 2016, 9p
Harris C.M. ( Eds), Handbook Of Acoustical Measurements and Noise Control,(3rd Ed.),
1991, Mc-Graw Hill Inc, New York, pp 1024
http://www.iaeme.com/IJCIET/index.asp
729
editor@iaeme.com