Research and modelling of noise of the central part of Panevezys city/Panevezio miesto centrines dalies triuksmo tyrimai ir modeliavimas/Troksna izpete un modelesana Panevezas centralaja dala/Panevezyse linna keskosa murauuring ja modelleerimine.
Baltrenas, Pranas ; Petraitis, Egidijus ; Janusevicius, Tomas 等
1. Introduction
In Panevezys as well as in many other bigger cities cars make up
about 90% of the total level of city noise (Baltrenas et al. 2007;
2008).
In many cities city noise increases by 1-3 decibels during the year
in average (Grazuleviciene et al. 2003). Noise level is supposed to
double in 15 years (Grubliauskas, Butkus 2004).
Transport distinguishes for being a dynamic noise source. Noise
affects man's ear most negatively. The entire man's activity,
even the man's entire body are affected negatively as well
(Baubinas, Vainauskas 1998; Jarup et al. 2005).
Noise tires people not only in a noisy workplace but also in the
surrounding he lives at home. Noisy surrounding at work or at rest
irritates, causes tiredness, weakens attention, and slows down
psychological reaction, distresses neurotic system. In a noisy
surrounding it is difficult to concentrate, to hear, to remember
important information (Stansfeld et al. 2000; Jonasson 2007).
Traffic flow is a random process characterized by random variables.
A study of random processes requires extensive statistical material,
profound mathematical knowledge and performance assurance, but,
unfortunately, we still lack much of this (Kapski et al. 2008). Research
confirms that increased noise level (Willich et al. 2006) is related to
increased risk to get heart attack (Zavadskas et al. 2007a; 2007b). The
simplest way to assess acoustic pollution of the environment is to
measure environmental noise. However, the measurement method may not
always be applied in all situations. It may not be done for many reasons
such as: the background noise level is close to the source spreading
noise; it is impossible to predict environmental noise levels if changes
are going to be made in the environment; because of the geographical
position when the place is difficult to access (Baltrenas et al. 2009;
Burinskiene 2009; Vaiskunaite et al. 2009; Zeromskas 1998).
The main cause of noise increase in streets is the increasing
number of old, technically badly-maintained cars and the developing
activity of transport undertakings. During the past ten years the
transport flow in Lithuania has increased 2.4 times. Because of this car
accidents increased as well. Longer transport lines and time losses at
junctions are experienced (Antov et al. 2009). As a result the pollution
of the environment with exhaust fumes and the traffic noise has
increased considerably.
For the assessment of the environment computer models and
simplified model noise evaluating model are made use of most frequently.
Traffic noise prediction models are currently used to predict
average noise descriptors (e.g. Lden), as required for example in noise
mapping or in legislation. Those models usually consider traffic flow as
a steady noise source whose level depends on flow rate and mean speed.
Unfortunately, this static representation does not take urban traffic
dynamics into account. An accurate description of average noise levels
is bound to dynamic representation of traffic flows (Babisch et al.
2007; Steele 2001).
Noise modeling program MapNoise operates in geoinformatic system.
The model is GIS, the applied program of program MapInfo. It gives the
possibility to calculate noise influence level on the lower
storey's and in front of buildings on the upper storeys. It is also
possible to determine the number of houses entering the noise influence
zone grouping them according to the level of noise influence.
This geoinformatic system model used for noise assessment has the
following possibilities:
It can select all the information necessary for the predicted model
from a digital map having contours, axis lines of roads, structures and
acoustic borders. It ensures that the same data source will be used for
calculations.
Calculations are made quickly, precisely and comprehensively,
including the screening and locality reflection effect, one or
some-storeyed buildings and noise borders.
The model is useful when optimizing the designing and laying out
noise borders. Calculation results are given in the geoinformatic system
visually.
The area of the central part of Panevezys city is bordered by
Nemuno, Pusaloto, Marijonu, Radijo (up to the loop of the Nevezis
river), Basanaviciaus, Vilniaus, Klaipedos streets, including the area
in the Nevezis river loop. The central part distinguishes for the
intensity of traffic and the abundance of car flow. From 2 to 5-storeyed
residential buildings dominate in this part of the city. There is no
industry, however, there is the greatest concentration of restaurants,
cafes, shops and banks. The public transportation and cars dominate
there. The stretch of Smelynes street entering the city centre as well
as Basanaviciaus, Vilniaus, Klaipedos streets are most heavily loaded
with traffic flow.
The old river bed of the Nevezis, lying to the north of the central
part of the city is loved and mostly visited by the town -dwellers.
The central part of Panevezys city is illustrated in Fig. 1, where
the central part is divided into three segments.
[FIGURE 1 OMITTED]
Objectives and tasks of this work are: to determine noise levels
during measurements at streets and compare them to the modelled level;
having proper data correlation noise level is analyzed according to
modelling data in the residential environment at different time of a
day.
Evening or night time is of great importance because then
inhabitants are more sensitive to noise.
2. Research methods
Measurements of the noise level produced by motor vehicles are
carried out in the area of the motor transport influence zone.
Noise measurements are made by means of selecting Panevezys city
which sites are the most suitable to describe the acoustics of the
environment under consideration. The sites of measurement are chosen
taking into account the amount and speed of motor vehicles passing
different street sections, the street pavement, the background noise of
the locality, its plants and development. The positions and number of
sites under measurement depend on the necessary spatial dispersal of the
environment under consideration (Vaisis, Janusevicius 2008).
Having the aim to find out the level of noise made by motor
transport and taking into account different time of the day the research
into each of the 6 sites of measurements were carried out at different
time of the day, i. e. during the day (from 6 to 18 o'clock), in
the evening (from 18 to 22 o'clock) and at night (from 22 to 6
o'clock).
Motor transport noise measurements were done in April, May, June
and in autumn (September, October). During these seasons the motor
traffic flow is the greatest in cities. Besides, under heavy weather
conditions during the cold season it is impossible to carry out the
noise studies. Thus, no measurement is done when it rains or snows, or
there is fog or wind velocity is greater than 5 m/s. When wind velocity
is from 1 to 5 m/s the microphone is covered by a special screen. Noise
measurements are carried out when relative humidity is no more than 80%,
the weather temperature may range from 0[degrees]C to 30[degrees]C
(Vasarevicius, Graudenyte 2004).
Taking into account the development of the locality and its noise
dispersal peculiarities distances are adjusted. In the areas, which are
not closer than 7.5 m from the axial car trajectory line to the
buildings, the noise measurement points are chosen at 1 to 2 m distance
from the building wall, at 4 m height from the surface of the area
directing the microphone towards the side of noise source (Petraitis,
Januskevicius 2008).
Before and after doing measurements the device is calibrated according to the device usage instructions. If the results of the
calibration differ by more than 2 dB the noise measurements are repeated
(Baltrenas et al. 2007).
Bruel and Kjaer mediator 2260, the relative error of measurement of
which is [+ or -] 1.5% is used.
Before carrying out noise level measurements weather conditions are
determined first: relative air humidity, temperature and wind velocity.
Having these data, it is decided if measurements can be done.
3. Research results and their analysis
Modelling noise levels in Panevezys city the greatest attention was
paid to the central part of the city because it is this area where most
people are in the day-time. Much attention was also given to this part
because there are many crossings where noise level takes the summary
value expression because of all intercrossing streets.
During the experimental research it was ascertained that the main
transport flow in this part and, thus, the greatest noise level are in
four streets, accordingly in Nemuno, S. Kerbedzio, J. Biliuno and
Smelynes streets (Figs 2-4).
Having performed the noise modelling operations the results are
compared to the field data of experimental research. The differences
being more than 10 dBA street clusters and other parameters that can
have influence on the common equivalent noise level in the chosen
section of the street were checked. The difference of the noise level
being less than 10% both from the value measured and from the modelled
quantity, this indefiniteness meets our requirements, and the data
obtained correlate.
Estimating the data obtained at the day-time the greatest noise
level was found on the western side of the central part where two
streets meet, i. e. the above-mentioned Nemuno and Klaipedos streets.
The noise level fixed at the crossing amounts 66 dBA. The highest
equivalent noise level in the-day-time exceeds the permissible standard
of 1 dBA. During experimental research the site in Klaipeda street next
to a crossing was chosen. The excessive noise level at this point was 7
dBA.
Analyzing Nemunas street one can see evidently that the increased
noise level occurs because of two reasons, i. e. because of a heavy flow
of car traffic and of a rather considerable part of heavy loaded
transport in general flow. The modelled noise level varies from 55 dBA
to 65 dBA. Average value is 58 dBA. Noise level is exceeded at crossings
where the summary action is obtained because of two crossing streets.
The two other crossing streets, S. Kerbedzio and J. Biliuno,
distinguish for having less number of cars, but there is a greater part
of heavy transport.
It influences the change of noise level as well. The noise is more
stable in the entire street. There are no sudden changes of noise. The
noise level found in S. Kerbedzio street differs from the modelled noise
in average about 5-6 dBA, that's why the conclusion can be made
that modelling was carried out correctly and the data obtained are
reliable. S. Kerbedzio street depending on the number of passing
traffic, is divided into two main strethes, the first one starting from
the crossing with Elektros street up to the crossing with Smalines
street; the second one being from this crossing up to the ring with
Nemunas street. This can be explained by the fact that a part of
heavy-loaded transport enters the second stretch from Smalines street.
In the first section of S. Kerbedzio street average value of modelled
noise came to 59 dBA, while in the other there are 62 dBA. However, it
should be noted that noise level change in the second part makes only 2
dBA and is almost entirely constant. The same tendency was observed
during field experiments as well.
Noise level in J. Biliuno street is not so constant and the change
involves 10 dBA. The greatest value was 65 dBA and it was modelled in
the street section, where motor transport has no obstacles as there are
no traffic lights, no crossings nor passages. The flow moves in two
lines. Almost in the same place noise measuring post No 2 in J. Biliuno
street was installed. By comparing field measurements and the results of
modelling the inadequacy was found to be only 1 dBA. Distinct decrease
of noise level was observed at the dam of the Ekrano sea.
One of the main highway arteries, passing along the very centre of
Panevezys city, is Smelynes street. Research results concerning this
street are given in Fig. 5.
Comparing field measurements and modelling results the greatest
diversions were obtained in this street-up to 10 dBA. However, the
results obtained correlate within the chosen limits of 10%.
The modelled noise level is almost constant varying the noise level
limiting from 57 to 61 dBA. The greatest value is fixed at the crossing
with Vilniaus street. The bus terminal next to it had influence on it.
Another extreme point in this street is at the crossing with Pu aloto
street. During field measurements the greatest noise level was fixed in
this place, namely, 73 dBA. Having modelled, the noise level value of 66
dBA was found. In both cases the determined noise level exceeds the
standards. In the central part of Panevezys city the streets of
Pusaloto, Nemuno and Vilniaus should be distinguished as the noisiest.
Increased noise level close to standards is observed.
Figs 6-11 illustrate modelled noise level in the central part of
Panevezys city in the day-time and at night.
Getting sure that modelled and measured results correspond, the
noise level at residential buildings and streets is analyzed. It the
day-time the inhabitants which live in Nemuno street in the section from
Taikos alley up to Vasario 16 street, are effected by the most increased
noise level. The noise level at dwelling houses reaches up to 55-60 dBA
here. The highest noise level in Nemuno street was modelled in the
section from Vasario 16 street crossing to the crossing with Klaipedos
street. The high level of noise there is determined by the greater flow
of cars. The greatest modelled noise level is at Nemuno and Klaipedos
streets crossing, single residential houses nearby are affected by noise
level of 60-65 dBA. In Nemuno street from the crossing Tilvycio street
towards the crossing Ramygalos street the flow of cars is less, thus,
the noise level by the of 60-65 dBA. In Nemuno street from the crossing
Tilvycio street towards the crossing Ramygalos street the flow of cars
is less, thus, the noise level by the street reaches about 50 dBA.
In inner yards noise level is higher because of diffraction of
sound from buildings and reaches 45 dBA as being modelled from the
crossing of Taikos alley and Klaipedos street.
In the day-time inhabitants next to Parko, Vasario 16, Tulpiu and
Respublikos streets are subjected to a lower noise level which amounts
to 50 dBA. Still lower noise level is in inner yards, where the
multi-storeyed houses themselves perform the noise barrier function. In
inner yards the noise level reaches about 45 dBA and does not exceed
permissible noise level.
At the night-time the modelled noise level is shown in Fig. 7. The
inhabitants are subjected to a higher noise level because of greater
transport flow along Nemuno street, i. e. the same as in the day-time.
Noise level next to these streets amounts 50-55 dBA, and permissible
noise level in the night-time is 55 dBA. At Parko, Vasario 16, Tulpiij
and Respublikos streets noise level in the night-time reaches about 45
dBA, and does not exceed the permissible noise level. Noise level is
lower and amounts to about 40-35 dBA in inner yards and near small
streets.
Fig. 8 gives the modelled noise level in segment 2. S. Kerbedzio
and Smelynes streets distinguished for the greatest traffic flow and
highest noise level. Lower noise level about 60 aBA was at Stoties,
Pusaloto and Marijomj streets. The lowest noise level about 55 dBA at
Upes, Jaksto and Nevezio streets. In residential areas which are
separated from the street by buildings noise level is about 4045 dBA.
Inhabitants, the windows of whose dwellings are oriented towards busy
and noisy streets are subjected to mostly increased noise level. About
50 dBA noise level was found in the residential area at Smelynes and S.
Kerbedzio streets. It reached 45 dBA in the residential area between
Marijonu and Jaksto streets.
[FIGURE 6 OMITTED]
[FIGURE 7 OMITTED]
[FIGURE 8 OMITTED]
[FIGURE 9 OMITTED]
[FIGURE 10 OMITTED]
[FIGURE 11 OMITTED]
The modelled noise level at the night-time is given in Fig. 9. S.
Kerbedzio and Smelynes streets are notable for the highest noise level.
At these streets it was about 50-55 dBA. In residential areas noise
level of about 45 dBA is in the sites next to streets. Farther from the
streets the noise level weakens, smothers and is about 40-35 dBA
Fig. 10 illustrates the noise level in the third segment of the
central part of Panevezys city at the day-time the highest noise level
at J. Biliuno and Smelynes streets reaches about 65 dBA near the streets
while farther from the streets noise level becomes weaker and amounts
55, 50-45 dBA. Noise level at S. Kerbedzio street is about 60 dBA. In
the residential area between Venslaviskio and J. Biliuno streets noise
level is the greatest and reaches about 50-45 dBA. Noise level at
Aukstaiciu and Vilniaus streets comes to about 55 dBA while in the
residential areas nearby these streets it weakens up to 40-45 dBA. The
modelled noise level at the night-time is shown in Fig. 11 and it is the
highest at J. Biliuno and Smelynes streets that is the same as it is in
the day-time. Noise level in residential areas is about 35-40 dBA.
4. Conclusions
Having measured the change of noise level in the day-time, in the
evening and at night the excess of noise level was determined to be 65%
in the day-time, 88% in the evening and 71% of carried out measurements
at night.
The greatest excess of noise level was measured at Klaipedos,
Nemuno, S. Kerbedzio, J. Biliuno and Smelynes streets, which distinguish
for greater flows of cars and trucks.
In the day-time noise level modelled at the streets reached up to
dBA, while in the yards of dwelling-houses where noise is screened by
the houses themselves noise level was about 40-45 dBA.
At night the higher noise level remains only at the most active
Klaipedos, Nemuno, S. Kerbedzio, J. Biliuno and Smelynes streets, where
noise level amounts to about 55 dBA.
The modelled noise level does not correspond to the measured one up
to 10%. This is a small inadequacy and one can make conclusion that the
modelling results are reliable.
By using noise modelling programme noise level can be predicted in
residential areas, at street crossings, and in the yards of
dwelling-houses without carrying out noise level measurements.
doi: 10.3846/bjrbe.2010.11
Received 30 November 2009; accepted 14 May 2010
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Pranas Baltrenas (1), Egidijus Petraitis (2), Tomas Janusevicius
(3)
Dept of Environment Protection, Vilnius Gediminas Technical
University, Sauletekio al. 11, 10223 Vilnius, Lithuania
E-mails:1 (1) pbalt@ygtu.lt; (2) egipet@vgtu.lt; (3) jtomas@vgtu.lt
Fig. 2. The changes of equivalent noise levels in Nemunas
street (NLL--noise level limit)
Day Evening Night NLL day NLL evening NLL night
Nemuno 1 70 68 56
Nemuno 2 73 71 56
Nemuno 3 72 74 60
Nemuno 4 69 71 62
Nemuno 5 74 69 52
Nemuno 6 66 74 52
Nemuno 7 71 69 54
Nemuno 8 64 69 53
Note: Table made from bar graph.
Fig. 3. Changes of equal noise levels in S. Kerbedzio street
in the course of a day (NLL--noise level limit)
Day Evening Night NLL day NLL evening NLL night
Nemuno 1 66 65 63
Nemuno 2 67 64 63
Nemuno 3 65 63 60
Nemuno 4 63 62 58
Nemuno 5 71 64 59
Note: Table made from bar graph.
Fig. 4. Change of equivalent noise level in J. Biliuno street
in the course of a day (NLL--noise level limit)
Day Evening Night NLL day NLL evening NLL night
Biliuno 1 67 66 62
Biliuno 2 66 66 60
Biliuno 3 67 65 61
Note: Table made from bar graph.
Fig. 5. Change of equivalent noise level in Smelynes street in the
course of a day (NLL--noise level limit)
Day Evening Night NLL day NLL evening NLL night
Smelynes 1 69 66 64
Smelynes 2 70 65 63
Smelynes 3 73 65 62
Smelynes 4 71 65 61
Smelynes 5 62 66 53
Smelynes 6 71 63 52
Smelynes 7 69 62 60
Smelynes 8 69 69 59
Note: Table made from bar graph.