“APPLICATION OF GENETIC ALGORITHM IN TRAFFIC

NOISE MODELING”
An end semester report submitted
in the partial fulfillment of the requirement for the award of the degree of

MASTER OF TECHNOLOGY

IN

MECHANICAL ENGINEERING
(MACHINE DESIGN)

BY

RAHUL CHAUHAN

3123514

UNDER THE GUIDANCE OF

DR. PARVEEN KUMAR SAINI

DEPARTMENT OF MECHANICAL ENGINEERING

NATIONAL INSTITUTE OF TECHNOLOGY
KURUKSHETRA - 136119, HARYANA
 CERTIFICATE
I hereby certify that the work which is being presented in the dissertation entitled
“Application of Genetic Algorithm in Traffic Noise Modeling” in partial fulfillment of the
requirements for the award of the Degree of Master of Technology in Mechanical
Engineering (Machine Design) at National Institute of Technology, Kurukshetra is an
authentic record of my work carried out during the period from July 2013 to June 2014 under
the supervision of Dr. Praveen Kumar Saini, Associate Professor, Mechanical Engineering
Department, National Institute of Technology, Kurukshetra.
The matter presented in this dissertation has not been submitted by me for the award of any
other degree of this or other Institute/University.

(Rahul Chauhan)
Roll No. 3123514
This is to certify that Mr. Rahul Chauhan, Roll No. 3123514, has successfully completed his
dissertation and that the above statement made by him is correct to the best of my knowledge.

(Dr.Praveen Kumar Saini)

Associate Professor,
Mechanical Engineering Department,
National Institute of Technology,
Kurukshetra -136119, India
 ACKNOWLEDGEMENT

This project has been possible by bountiful mercy and grace of God. It is my great pleasure to
express my thanks to all the magnanimous persons who rendered their full support to my
work directly or indirectly. First and foremost, I would like to express my special thanks and
indebtedness to my guide Dr. Praveen Kumar Saini, Associate Professor, Mechanical
Engineering Department, National Institute of Technology, Kurukshetra, for his deep
involvement, invaluable and continuous motivation throughout this work.
I would like to express my sincere gratitude to Dr. Sudhir Saxena, H.O.D. Mechanical
Engineering Department, N.I.T. Kurukshetra for all his possible support in using various
facilities of the Department for this work.
I would like to express my special thanks to Mr. Naveen Garg, Scientist-C, Acoustic Section,
NPL, for his priceless intellectual guidance, innovative and constructive ideas for the
successful completion of this work.
Finally, I would like to dedicate this project work to my friends who are great source of
support & encouragement, especially in all of our academic endeavours.
Above all, without the blessings of the God Almighty, this endeavour would not have borne
fruit.

(RAHUL CHAUHAN)
 ABSTRACT

Traffic noise is the most pervasive and harmful source of noise. Unfortunately, the most
difficult to control. Many research shows that 40% of population affected by traffic noise
psychologically and physiologically. The high level of traffic noise from highways results in
annoyance, sleeplessness and intrusiveness at work.
The New Delhi city, India has been subjected to persistent increase in road traffic due to
overall increase in prosperity, fast development and expansion of economy, travel and
tourism. This leads to overcrowded roads and noise pollution. So a need is arising to develop
a noise prediction model.
A genetic algorithm based mathematical model is developed for New Delhi city. A large
number of sets of data were recorded for 30 min duration at various sites across the city.
There are many factors that effects the traffic noise level, but three factors that mostly
uncertain are traffic flow, average speed of vehicles and percentage of heavy vehicles.
The noise measurement parameters Leq, L10, L50, and L90 were recorded by using the
Bruel&Kjaer Analyzer.
The model predictions are compared with experimental measurement. Based on these
comparison conclusion is drawn regarding the efficacy of modeling approach.
 TABLE OF CONTENT

1. CERTIFICATE
2. ACKNOWLEDEMENT
3. ABSTRACT
4. LIST OF FIGURES
5. LIST OF TABLES
6. CHAPTER 1
1.1 INTRODUCTION
1.2 CLASSIFICATION OF NOISE
1.2.1 STEADY NOISE
1.2.2 FLUCTUTATION NOISE
1.2.3 TONAL NOISE
 INTRODUCTION

Sound is essential to our daily lives, but noise is not - noise can be defined as unwanted
sound. It is a source of irritation and stress for many people and can even damage our hearing
if it is loud enough. Many of us are exposed to stressful levels of noise at home and at work.
Noise pollution occurs when there is “unwanted or disturbing sound” – that is, when either
sound interferes with normal activities or disrupts or diminishes one’s quality of life. The
noise is the third most hazardous type of pollution right after air and water pollutions Main
factors for noise pollution are transportation, in the form of motor vehicles, and some other
sources for noise pollution are construction work, loudspeakers, community noise and airport
noise. Machinery works at factories. Transport is by far the major source of noise, ahead of
building or industry, with road traffic the chief offender.” Motorcycles, trucks and buses are
major contributors to traffic noise. At low speeds most noise comes from vehicle engine and
drive train, at higher speeds aerodynamic and tire/road noise dominate.
The word noise word is derived from the Latin word “nausea”, which means “unwanted
sound” The vibration of sound pressure waves in the air produces sound. Sound is composed
of various frequencies, but the human ear does not respond to all frequencies. Sound pressure
levels used to measure the intensity of sound are described in terms of decibels. The decibel
(dB) is a logarithmic unit, which expresses the ratio of the measured sound pressure level to a
standard reference level.
The present study aims to develop mathematical model by the application of genetic
algorithm for New Delhi city. The study also tries to establish the effects of meteorological
parameters on the traffic noise levels.
1.1 JUSTIFICATION OF THE RESEARCH
The development of the society has lead to more and more sounder sources giving higher and
higher noise level. Noise is one of the most widely and most frequently experienced problems
of urban environment. Noise pollution is a feature of life and provides one of the most
effective alarm systems in man’s activity in daily life. Any harmful or undesirable source in
environment both locally and globally is a problem, which attracts the researchers around the
world.
One of the major hazards of urbanization is noise pollution and noise is the most common
cause of hearing loss among the people. Everyone has recently aware about the new type of
pollution i.e. noise pollution. The most significant phenomena of sound loudness is related to
excessive noise unwanted sound is one of the form of environmental contamination that
disappear when the source is turned off. Urban traffic noise is also major source of noise
pollution in industrialized area as well as in residential areas.
The measurance of noise pollution can be judged from its consequences on human health and
well being of the resident’s society. The main effects of excessive noise on human health and
on daily life’s activities are as follows.
Auditory effects
• Auditory fatigue -- Whistling & buzzing in ears (noise level - 90dB)
• Deafness -- Permanent hearing loss (noise level- 100dB)
Tinnitus

• Persistent sound in one or both ears.

• Tinnitus is often experienced as a high-pitched hiss, ring, buzz, or roar.

• It is usually continuous, but it may pulsate, and the beats may coincide with the
heartbeat.

Non auditory effects

• Interference with speech communication - 50dB

• Annoyance, ill temper, bickering
• Loss in working efficiency - tiredness, deterioration or complete loss of ability to work

Physiological disorders

Neurosis, anxiety, hypertension, increased sweating, giddiness, nausea, fatigue, visual

disturbance, reduces depth and quality of sleep , peptic ulcers, Increases cholesterol level
resulting in constriction of blood vessel , Low weight children to mothers

Noise intensity Health hazards

80 Annoyance
90 Hearing damage
95 Very annoying
110 Stimulation of reception
in skin

120 Pain threshold

130 Nausea, vomiting
140 Pain in ear
150 Burning of skin
160 Rupture of tymphonic
membranes
180 Permanent damage

NOISE STANDARDS IN INDIA

Various sources of noise are : industry, road traffic, rail traffic, air traffic, construction and
public works, indoor sources(air conditioners, air coolers, radio, television and other home
appliances)etc. In Indian conditions, indiscriminate use of public address system and DG sets,
has given a new dimension to the noise pollution problem.
STANDARDS AND GUIDELINES

 The Central Pollution Control Board constituted a Committee on Noise Pollution

Control. The Committee recommended noise standards for ambient air and for
automobiles, domestic appliances and construction equipments, which were later
notified in Environment(Protection) Rules,1986 as given below:-

Category of Area code Limits in Limits in

dB(A),Leq dB(A),Leq
Day time Night time
A Industrial area 75 70
B Commercial area 65 55
C Residential area 55 45
D Silence Zone 50 40

Note: 1 Day time is reckoned in between 6 a.m and 9 p.m.

2. Night time reckoned in between 9 p.m and 6 a.m

3. Silence zone referred as areas up o 100 meters around such premises such as
hospital, educational institutions and courts. The silence zones are to be declared by
the competent authority. Use of vehicular horns, loudspeakers and bursting of
crackers shall be banned in these zones.

4. Mixed categories of areas should be declared as one of the four above mentioned
categories by the Competent Authority and the corresponding standards shall apply

 Noise standards for automobiles, domestic appliances and construction equipments

have been notified in Part 'E', Schedule-VI of Environment(Protection)Rules,1986,as
amended on 19th May,1993,as given in the Tables below

Category of Vehicle Noise limit in dB (A)

(a) Motorcycle, scooters and three wheelers. 80

(b) Passenger Cars 82
(c) Passenger or commercial vehicles 85
Up to 4 MT
(d) Passenger or commercial vehicles 89
Above 4 MT and up to 12 MT
(e) Passenger or commercial vehicles 91
Exceeding 12 MT
1.1 THESIS OBJECTIVE:
The automobiles manufacturers improved their products continuously with regard to safety
and air pollution because of targeted laws. However, when it comes to noise pollution the
problem is mostly handled by roads administration and city planning. This thesis presents the
problems areas posed by noise pollution via a thorough study of Delhi region (Delhi and New
Delhi regions) in the northern part of India. This thesis starts with background cover of noise
pollution. And in this work following points also considered to develop the traffic noise
prediction model
1. To identify the traffic situation of Delhi city and its contribution on noise pollution.
2. To review relevant literature about all forms of noise pollutants, contribution of traffic
on this problem around the globe.
3. To study the land use pattern of the city causing motorized traffic and contributing
high traffic noise levels in the city.
4. To identify current institutional structure and measures including laws or regulations
for reducing noise pollution.
5. To develop the traffic noise prediction model using Genetic Algorithm. And
predicting with a great accuracy.
6. The developed model could be helpful in assessment of traffic noise on environment
for metropolitan cities like Delhi.

The main part of the thesis covers the method of noise prediction for Delhi region. This thesis
strives to contribute robust model for measuring noise levels in different situations. The
implementation of the model is backed up by a thorough study of Delhi region in north of
India. The model can measure noise levels on roads.

Thesis organization
The thesis starts with introduction to noise and its effects, comparison of noise with sound.
Thereafter objective of thesis has been described.
 Chapter 2
Basics of Traffic Noise and Terminology
This chapter talks about the various terminologies associated with the noise analysis and
traffic noise parameters. First of all, Decibel scale and frequency is briefly introduced
followed by various noise descriptors like Leq, L10 NPL, TNI etc. and weighing curve used in
prediction of traffic noise pollution. And we will discuss about noise measuring aids.
Thereafter, descriptors for mobile as well as stationary sources have been briefly explained
followed with receptors. The chapter concluded with description of noise standards adopted
globally.
2.1 INTRODUCTION
Over the years the general incidence of noise has been increasing, the development of the
steam engine, IC engines, and technological development in the industry sector, adds more
noise to the environment in the last five to six decades. This has been further increased in
twentieth century due to faster development in the cities like in construction, faster industrial
machinery and increased volume of automobiles. Disturbance by traffic noise is the most
probably bad impact on human health and on environment.
Traffic noise is a very serious issue for roadways planner and designer. Many transportation
agencies focus on the different aspect of the traffic noise for better urban planning so their
effort is to predict impact of the same on locality and infrastructure. However, measurements
Procedure and instrumentation have varied from one to another agency; country for
prediction of traffic noise with uniformity, precisely this may help in better comparison of
results with other studies performed earlier by other agencies.
As we discussed earlier traffic noise is very important factor in land use planning. So now our
duty is to know what traffic noise pollution is? What is the basic measure of this? Well,
traffic noise is the sum of total noise produced at the observer points by all the moving
vehicles on the road. Thus the fundamental component is the noise produced by the
individual vehicles, which depend on the vehicle type and mode of the operation. So the
overall traffic noise based on the characteristics of vehicles. These factors are necessary to
understand the traffic noise measures and associated noise levels in the surrounding
atmosphere. But the roadways noise is the main source of traffic noise pollution on the
highways other than sources.
2.2 FUNDAMENTAL OF TRAFFIC NOISE:
In order to understand the type of noise mitigation option that may be available, it is first
important to understand the principles of road traffic noise generation, analysis and
mitigation.
Obviously, noise produced by a road source is not produced directly by the road itself, but
rather by individual vehicles using the road. The principal noise source of road vehicles is the
engines, exhaust system, and the tire road pavement. Mechanical and aerodynamic noise
sources also present. Generally exhaust noise is typically controlled by vehicles mufflers,
assuming that they are used and function properly. Engine noise, as well as most mechanical
noise sources can only be controlled by vehicle manufacturer and by proper maintenance.
When considering the total noise produced by the vehicles on the given road, engine and
exhaust noise are usually louder than tire noise at the vehicles speed more than 30 mph, tire
noise often becomes the dominant noise source from individual vehicles. Applying the
rationale, highways and other arterial roadways are typically dominated by tire noise, while
local roadways are typically dominated by engine and exhaust noise.
The overall noise level generated by a traffic system depends on the some additional factors
including the number of vehicles, speed of the vehicles and the type of vehicles using the
roadways. Generally, the loudness of traffic noise is increased by higher traffic volume,
higher speeds and greater number of medium and heavy trucks. There are also many
environmental and geographic factors that can influence the noise level at a given location
adjacent to roadways. Any condition, such as steep roadway grades, that causes heavy
laboring of motor vehicles engines will also increase traffic noise at given location.
2.3 EFFECTS OF VARIOUS FACTORS ON TRAFFIC NOISE:
Rapidly changing population patterns on the national scene and developed public expectancy
in terms of environmental effects have generated the requirement to furnish environmental
impact statement is the noise that may result from the traffic noise is more complicated due to
the facts that highways are not flat, straight or free from natural terrain variation. The factors
like vehicle speed, density, traffic mix, width of median and number of lanes are not constant.
Therefore, for traffic noise each of these parameters is taken into account. Traffic Noise
depends on the following factors:
2.1 Noise Pollution: To understand what traffic noise pollution is? What are the basic
components of noise pollution? Well, traffic noise is the sum of the total noise produced at
the observer point by all the moving vehicles on the road. So, the cumulative sum of the noise
of all the vehicles running on the road depicts the traffic noise. As in the present thesis the
entire focus is entirely upon roadway traffic noise pollution. Roadway noise is the
collective sound energy emanating from motor vehicles. It contributes more to environmental
noise exposure than any other noise source, and is constituted chiefly of engine, tire, horns,
aerodynamic and braking elements.
Traffic noise is the sum of the total noise produced at the observer point by all the moving
vehicles on the road. The intensity of roadway noise is governed by the following variables:
traffic operations (average speed, truck mix, and traffic volume), roadway surface type, tire
types, roadway geometrics, terrain, micrometeorology and the geometry of area structures.
Some of the above factors have very higher impacts which can’t be underestimated and that
makes them the important parameters and ultimately traffic noise is determined using some
specific software tool. On a minute level we try to explain these parameters and their effects.
 Roadway surface types contribute differential noise effects of up to 4 dB, with chip
seal type and grooved roads being the loudest and concrete surfaces without spacers
being the quietest. Asphaltic surfaces are about average.
 The figure 2.1 illustrates that the different generation mechanisms of tyre vibrations.
Whichever of these mechanisms are dominating at different frequencies, it is not easy
to predict. As a rule of thumb one can expect tyre vibrations as the main source for
frequencies below 1000 Hz. The wide range and complexity of different tyre/road
combinations make a general answer difficult and might even lead to confusion.
However, one can conclude that there is a general agreement on the mechanisms
behind the generation of sound due to the vibration of the tyre structure.

Fig 2.1 Generation Mechanism Related to Tyre Vibrations

 Roadway geometrics and surrounding terrain are interrelated, since the propagation
of sound is sensitive to the overall geometry and must consider diffraction (bending
of sound waves around obstacles), reflection, ground wave attenuation, spreading
loss and refraction. A simple discussion indicates that sound will be diminished when
the path of sound is blocked by terrain, or will be enhanced if the roadway is elevated
so as to broadcast; however, the complexities of variable interaction as shown in fig.
2.2 are so great, that there are many exceptions to this simple argument.
 Fig.2.2 Noise Barriers in Melbourne, Australia [54]
 Micro metrology is significant in that sound waves which can be refracted by wind
gradients or thermo clines, effectively dismissing the effect of some noise barriers or
terrain intervention.
 Geometry of area structures is an important input, since the presence of buildings or
walls can block sound under certain circumstances, but reflective properties can
augment sound energy at other locations.

These were the various factors which affects the calculation of noise pollution. Now, the
sources from where traffic noise propagates and makes its way can be understood in the next
part.

2.1.1 The Decibel Scale

Noise is typically measured by time-averaging or by capturing the maximum value. The
choice
Between averaging and maximum response is dependent on the nature of the event. For
example,
the noise from a steady traffic stream is well represented by the use of time-averaging. On the
other hand, the sound created by a single automobile pas sby is better represented by using
the
maximum pressure.
Humans can hear over a scale of pressure amplitude with a factor greater than 10 million.
Additionally, human response to sound pressure is not linear. For these reasons, the
amplitude of
noise is typically expressed in terms of sound pressure level using a logarithmic scale and is
reported in decibels (dB) rather than in terms of pressure in Pascal (Pa). The definition of
sound
pressure level is
Lp = 10*log (p2/p2ref) ... (2. 1)
where p is the sound pressure of concern and pref is a reference pressure.
The standard reference pressure for sound in air is
p2ref = 20* 10‐6 Pa ... (2. 2)
which is generally considered to be the threshold of hearing for a human with good hearing.
Since decibels are computed from a ratio and do not have units, the reference pressure should
always be identified when reporting the sound pressure level.
The sensitivity of the ear is exponential and roughly corresponds to the logarithmic approach
used in the decibel scale. The sound level for typical sources, including various transportation
noise sources are shown in Figure 2.1.
Under many conditions where the frequency and time characteristics of sound remain similar,
humans perceive 10 dB changes in sound pressure level to be one-half or twice as loud.
However, a 10 dB increase in level is a factor of ten increases in sound energy. Thus, even a
somewhat modest reduction of noise level requires a very significant reduction of sound
energy.
For example, a 10 dB reduction, which would be perceived as approximately half as loud,
would require a 90% reduction of sound energy. This characteristic of human sensitivity to
sound can
make mitigation challenging.
 Fig-2.1 Comparison of Sound Pressure Level in Pascal and Decibel

2.1.2 Frequency
The frequency of sound is often referred to as pitch. Humans perceive consecutive doubling
of
the frequency of sound as equal steps in pitch. Thus, the frequency scale used for description
of
noise is often expressed in terms of octave bands or one-third octave bands
2.1.3Weighting Curves
A Weighting curve is a graph of a set of factors, which are used to 'weight' measured values
of a variable according to their importance in relation to some outcome.Standard weighing
curves named A. B, C, and Z are used to make the instrument more nearly approximate the
normal human ear.Unweighted measurements of sound pressure do not correspond to
perceived loudness because the human ear is less sensitive at low and high frequencies, with
the effect more pronounced at lower sound levels.
 Fig. 2.4 Relative Response of Weighing Curves with Frequency [38]
Typically the purpose of a particular weighting is an attempt to compensate for specific
properties of human hearing. For example, humans find noise in a broad range centered
around 6 kHz to be more audible and annoying than noise at lower or higher
frequencies.Every weighing curve is important for different reasons but weighting curve(A)
and weighting curve(C) are most important ones. Particularly, weighting curve (A) is the
most important curve among all curves as it is most compatible to the human ear. It functions
like the way our human ear works.For theatrical purposes, the C-weighted is better because
the response is better in the high and especially at low ends, and is more representative in
environments above 80dB (where not taking into account lower frequencies would give a
lower reading). Weighing curve(C) was originally designed to be the best predictor of the
ear’s sensitivity to tones at highnoise levels and at that normal level it can damage human
ear.In addition, the weighting curve(D) follows a contour of perceived noisiness and is used
for aircraft noise measurementhowever weighting curves(A) are now mandated for use in all
civilian aircraft measurements.
 Table 2.2 Comparisons between Various Types of Weighing with Frequency [39]

Weighting curves are widely used in deriving measures of effect for sun exposure, gamma
radiation exposure and many other things. Another use of weighting is in television, where
the red, green and blue components of the signal are weighted according to their perceived
brightness.
2.1.3A-Weighing Curve
A weighting curve follows the frequency sensitivity of the human ear at low levels. This is
the most commonly used weighting scale, as it also predicts quite well the damage risk of the
ear. Sound level meters set to the A-weighting scale will filter out much of the low-frequency
noise they measure, similar to the response of the human ear. Noise measurements made with
the A-weighting scale are designated dB(A).A 10-dB(A) change in noise levels is judged by
most people as a doubling of sound level. The smallest change in noise level that a human ear
can perceive is about 3-dB(A). Increase of 5-dB(A)or more is clearly noticeable. Normal
conversation ranges between 44 and 65 dB(A) when the people speaking are 3 to 6 feet apart.

Fig 2.5 Effect of Perceived Change in Sound Level in dB(A) [51]

The A-weighting curve has been widely adopted for environmental noise measurement, and
is standard in many sound level meters. The A-weighting system is used in any measurement
of environmental noise (examples of which include roadway noise, rail noise, and aircraft
noise). A-weighting is also in common use for assessing potential hearing damage caused by
loud noise.
2.2Traffic Noise Parameters
The basic noise level is obtained from the traffic flow, the speed of the traffic, the
composition of the traffic, the gradient of the road and the road surface.On any given road the
traffic flow, mean speed and composition are interdependent; for example, increasing the
traffic flow may cause a reduction in the mean speed so that the net increase in noise level
may be comparatively small. As,a reduction in the traffic volumes on a road will often lead to
increases in speed because the remaining vehicles can drive more freely, unless measures are
taken to keep the speed down.

2.2.1Traffic Flow (Q)

The noise level near the highway depends on the number of vehicles. The noise level
increases with an increase in traffic volume. Traffic volume is defined as the total number of
vehicles flowing per hour. Changing the traffic volume affects the noise levels. Given that the
traffic composition, speed and driving patterns are unchanged, the logarithmic nature of the
dB scale means that a 50% reduction of the traffic volume results in a 3 dB reduction in noise
levels, regardless of the absolute number of vehicles.

Table 2.3 Effect of Reduction in Noise (LAeq) to Traffic Volume [44]

The change in traffic volume by ten folds doubles the sound level. So, there is a mark effect
of traffic volume on traffic noise.
 Fig 2.6 Effect of Traffic Volume in Traffic Noise [51]

2.2.2 Speed of traffic (V)

Speed of the traffic is an important parameter as far as traffic noise level is concerned. A
survey has concluded that an increase in traffic speed from 50km/hr to 110 km/hr would
equate to a noise level to 10 dB(A).

Fig 2.7Effect of Average Speed in Traffic Noise [51]

This study can also be supported by the fact that after increase the speed beyond 50 km/hr
would increase in the noise of tyres, engine and exhaust which are the major contributes in
the traffic noise.
2.2.3 Heavy Traffic Mix Ratio (H)
Trucks and buses are contributing more noise to the environment, than compared to
automobiles. It is evident that, besides the total noise level, the number of heavy vehicles will
be an important parameter in the annoyance function. This is especially the case in the
transition range between continuous noise and “just annoying noise events”. The ratio of
heavy trucks and buses to total traffic was called truck traffic mix ratio. This was computed
in terms of percentage. An increase in this ratio will increase the noise level. An American
study was carried out which stated that one heavy truck can be as loud as twenty eight
passenger cars at the same speed.

Fig 2.8Effect of Heavy Vehicles in Traffic Noise [51]

2.3Noise Measurement Instrument
Noise is measured by an instrument named sound level meter. A sound level meter or sound
meter is an instrument which measures sound pressure level, commonly used in noise
pollution studies for the quantification of different kinds of noise, especially for industrial,
environmental and aircraft noise.

Fig 2.9 Nor118 Sound level Meter

A sound level meter is an instrument designed to respond to sound in approximately by the
same way as the human ear and to give objective, reproducible measurements of sound
pressure level. There are many different sound measuring systems available. Although
different in detail, each system consists of a microphone, a processing section and a read-out
unit.

Fig 2.10 Functional Schematic Diagram of the Sound Level Meter [45]

(a) Microphone
Microphone, device used for converting acoustic power into electric power that has
essentially similar wave characteristics. In a microphone, sound waves (sound-pressure
variations in the air) are converted into corresponding variations in electric current in two
operations that take place almost simultaneously. In the first, the sound wave impinges on a
slightly flexible surface (diaphragm), causing it to move to and fro in a manner corresponding
to the movement of the air particles. In the second, the diaphragm by its motion causes a
corresponding change in some property of an electric circuit.Most general purpose SLMs
(Sound level meter) are provided with a 1/2-inch free field microphone, permanently attached
to the SLM body.
(b) Processing Section
After conversion of signal into electrical signal the signal passes through this section for
further processing. Processing section consists of three parts namely weighting networks,
filters and root mean square detector. Following are three parts explained briefly:
(i) Weighting Networks
The signal may pass through a weighting network and resulted in different weightings, say
"A" "B" "C' or "D".A-frequency-weighting is the most commonly used standard as it is most
perceptible to human ear. Sound level meters usually also have a linear or "Lin." network.
This does not weight the signal but enables the signal to pass through without modification.
(ii) Filters
The frequency range of the sound from 20 Hz to 20 kHz is divided into sections or bands by
means of electronic filters which reject all signals with frequencies outside the selected band.
These bands usually have a bandwidth of either one octave or one third octave. The process
of dividing complex sound is termed frequency analysis and the results are presented on a
chart called a Spectrogram.
(iii) Root mean square detector
After the signal has been weighted or divided into frequency bands the resultant signal is
amplified, and the Root Mean Square (RMS) value determined in an RMS detector. The
RMS value is used because it is directly related to the amount of energy in the sound being
measured.
(c) Read-out Unit
The read-out unit displays the sound level in dB, or some other derived unit such as dBA.
The signal may also be available at output sockets, in either AC or DC form, for connection
to external instruments such as level or tape recorders to provide a record and/or for further
processing.
2.7Some More Definitions
2.7.1 Equivalent Sound Pressure Level(Leq)
Leq represents the equivalent energy sound level of a steady state and invariable sound. It
includes both intensity and length of all sounds occurring during a given period. The noise
levels of different squares in different time intervals were calculated along with their
equivalent noise levels (Leq). Leq noise levels are logarithmic (dB) values and cannot be
added directly. The value of Leqin dB (A) unit is calculated by using the formula:
𝐿𝑒𝑞 = 10 ∗ log[(1⁄𝑇) ∗ (10(𝑋⁄10) + 𝑌⁄10 + 𝑍⁄10) + ⋯ )] (2.3)
Where, T=Total measurement time (1 hour)
X, Y, Z = A-weighted sound level LeqX, LeqY, LeqZ, etc. And
Leq = equivalent continuous A-weighted sound pressure level [dB].
Various common prescribed periods can be defined for the Leq like 1 hr period (L1h), 8 hr
period (L8h), and 24 hr period (L24 h). But the formula used here is for the 1 hr period (L1h).
2.7.2 Statistical Noise Levels (LXX)
Public response to sound depends greatly upon the range that the sound varies in a given
environment. For example, people generally find a moderately high, constant sound level
more tolerable than a quiet background level interrupted by high-level noise intrusions. In
light of this subjective response, it is often useful to look at a statistical distribution of sound
levels over a given time period. Such distributions identify the sound level exceeded and the
percentage of time exceeded; therefore, it allows for a more complete description of the range
of sound levels during the given measurement period.
The sound level descriptor LXXis defined as the sound level exceeded XX percent of the time.
Some of the more common versions of this descriptor and their corresponding definitions are
listed below:

a) L10
The sound level is exceeded 10 percent of the time. This is a measure of the louder sound
levels during the measurement period. Example: During a 1-hour measurement, an L10 of 85
dBA means the sound level was at or above 85 dBA for 6 minutes.
b)L50
The sound level is exceeded 50 percent of the time. This level corresponds to the median
sound level. Example: During a 1-hour measurement, an L50 of 67 dB(A) means the sound
level was at or above 67 dBA for 30 minutes.
c)L90
The sound level is exceeded 90 percent of the time. This is a measure of the nominal
background level. Example: During a 1-hour measurement, an L90 of 50 dB(A) means the
sound level was at or above 50 dBA for 54 minutes. For a varying sound, L10 is greater than
L50 which in turn is greater than L90. The following graph illustrates L10, L50 and L90.

Fig 2.11 L10, L50 and L90 variation [52]

2.7.3 Noise Pollution Level (NPL)

As Leqis an insufficient descriptor of the annoyance caused by fluctuating noise (Robinson,
1971), noise pollution level (NPL) expressed in dB was calculated by using the following
formula:
𝑁𝑃𝐿 = 𝐿𝑒𝑞 + 𝑎 (𝐿10 −
𝐿90 ) (2.4)
L10= 10 percentile exceeded sound level.
L90=90 percentile exceeded sound level.
NPL takes into account the variations in the sound signal and hence serves as better indicator
of the pollution in the environment for physiological and psychological disturbanceof the
human system.
2.7.4 Noise Climate (NC)
Noise climate (NC) is the range over which the sound level are fluctuating in an interval of
time and was calculated using the following formula:
𝑁𝐶 = (𝐿10 − 𝐿90 ) (2.5)
Where, L90, L10 are the statistical parameters.
2.7.5Day-night equivalent noise levels (Ldn)
The day night equivalent noise levels of a community can be expressed as:
𝐿𝑑𝑛 = 10 ∗ log[15⁄24 (10𝐿𝑑 ⁄10) + 9⁄24 (10(𝐿𝑛 + 10)/10)]
(2.6)
Where, Ld = day-equivalent noise levels (from 6AM - 9 PM), dB(A)
Ln = night equivalent noise levels (from 9 PM - 6 AM), dB(A)
The day hours in respect to assessment of noise levels, is fixed from 6 AM - 9 PM (i.e., 15
hrs) and night hours from 9 PM - 6 AM (i.e., 9 hrs). A sound level of 10 dB is added
to Lndue to the low ambient sound levels during night for assessing the Ldn values.
 CHAPTER 3
LITRATURE REVIEW

A lot of time and effort has been devoted to analyze and predict road traffic noise and to
develop certain mathematical models. The recognition of road traffic noise as one of the main
source of environmental pollution has led to the develop models that enables to predict noise
level from fundamental variables. From a long time the work is continued in this field .Some
important literature are as follows.
S.No Author Area of Study Observation Conclusion
1 Scholes W.E, Objective To measure the road traffic Some techniques have
G.H. Vulkan measurement noise parameters and been suggested for the
of road traffic measurement techniques were physical study of traffic
noise discussed noise. These techniques
were helpful in
comparison of result
and provide a
framework to develop a
prediction model.

2 D.E Lange Sound Determination of the actual Number of experiment

P.A Insulation of noise condition in buildings due were performed for the
glazing with to traffic noise. sound insulation
respect to measurement and
traffic noise. arrange the data in such
a way that appropriate
type of glazing system
for practical use can be
found.
3 Radwan Study of the It was resulted that the The use of a return
M.M & return wall as computer simulation model wall barrier
predicts values of L10 configuration has
Oldham D. a traffic noise
attenuation which are advantages over a
barrier typically in excess of those conventional finite
predicted using the standard barrier. It also
method. The difference concluded that it’s
between the two predictions possible to achieve a
is greater for the higher given level of
values of attenuation, but the attenuation using a
deviation is not as great as in smaller length of
the case of the finite barrier. barrier.

4 HammadR.N Measurements It was observed that the Noise levels were

.S. & and analysis results recorded were higher higher than those
than those obtained in other
AldelazeezM of the traffic measured in cities in
studies were up 4dB higher.
.K. noise The results also showed that well planned and
the 85% confidence limits developed countries,
where the correlation
people preferred to
coefficient was calculated to
be greater than .91. more silent cities and
levels were also likely
to increase rapidly
and after every 4
years it got doubled
5 Chew C.H Prediction of Predicted model was highly The prediction models
traffic noise accurate as it abled to were very useful in
the planning of land
from measure sound pressure level
use. Also , the height
expressways within 2 dB limits. Also, as of the buildings could
one moves above the be
increased by flanking
building say about 120
the expressways
meters the value of sound
pressure level also deviated
within 7.6 dB.
6 Bodsworth The The overall results presented Subjective
B.& contribution in this paper provide impressions formed
Lawerence A of the heavy evidence that reduction of during the observation
vehicles in the roadside noise levels of of many heavy
urban cities medium and heavy vehicles vehicles in typical
would be most beneficial to traffic conditions
the community indicated that driving
techniques have a
marked effect on
noise levels
7 Dragcevic V. Measuring It was observed by a A concrete slab was
et. al and comparison of the thus installed which
measurement results and the
simulation of clearly decreased the
calculation that deviations
road traffic less than 2 dB(A) are present noise pollution by
noise on all measurement spots some significant
during the day period.
margin
During the night period,
these differ up to 3 dB(A).

8 Li B.et. al Evaluating the Experimental results have It is concluded that a

acoustic suggested that the noise properly designed
effect of
levels vary with an average balcony can provide
balconies in
protecting value of 1.0 dB(A) outside considerable
dwellings the balcony screening effects in
against
protecting dwellings
road traffic
noise against road traffic
noise

9 Lakusic S. et. Measuring The model incorporated all The model did not
al and significant variables, such as come up with the
simulation of traffic load and topographic adequate result as it is
road traffic characteristics of the area. necessary to start with
noise the preparing of
model.
10 Mircea M. et. Strategic It presented an informational It accomplished
al mapping of system, which gives a simple graphical user
the ambient but powerful tool to develop interface and data
noise strategic mapping of noise. acquisition
configuration and
collection transferred
from the fixed stations
of traffic data
acquisition and their
storage into the
database
11 Brown A.L. Development The new model provided The use of Leq(20 s),
et. al. of a highway good predictions for highway which is the real time
noise noise conditions in Thailand. measurement of
prediction The final model from this average energy mean
model using a study provides a good emission level of the
Leq 20 s estimate (a highly significant entire noise path of 20
measure of result in the goodness-of-fit s of individual
basic test) with α= 0.05. vehicles, can provide
vehicular a more accurate
noise. measurement of
individual vehicle
noise.
12 Cho D.S. et. Traffic noise The sound power level for a Comparing results
al prediction & road segment was estimated between predicted and
its by the method suggested in measured noise levels
comparison ASJ Model-1998.Mean and showed good
standard deviation of the correspondence at
difference between the direct, diffracted and
measured and the predicted reflected sound fields
sound pressure levels in within 30m from the
octave-bands and overall center of the near side
lane
13 Thorsson P.T Macroscopic It suggested that increasing It showed that
& Ogren M. modeling of the absorption on the house concentrating the
urban traffic facades (α) reduces the noise traffic and introducing
noise levels significantly. A absorption onto
reduction of around 5 dB in building facades will
the backyards had been give lower levels at
achieved if α is increased shielded positions.
from 0 to 0.15. Also, Also, noise levels can
increased facade absorption be reduced through
reduced the levels in the redistributing the
streets with about 3 dB traffic flows
14 Li et.al A GIS based The model has an accuracy Evaluation of the
road traffic of 0.8 dB(A) for traffic noise modeled results
noise prediction at locations nearer indicate that noise
prediction the road, and was accurate to prediction is more
model 2.1 dB(A) for locations accurate at locations
within the housing estate closer to the road
carriage where the
environment of sound
propagation is less
complex
15 Zhao et.al A novel Assuming that the length of In the method, the
traffic-noise the small road section is 10 non-straight road is
prediction m, the calculated results divided into several
method for from the two models for the small road sections
non-straight straight road with 2 km long and traffic-noise
roads are almost equal and their levels of each section
maximum difference is only are then calculated
0.1 dB(A) individually, followed
by superimposing all
the sound levels to
obtain the total traffic
noise level.
16 Yuksel A traffic noise Various errors like Genetic algorithm can
prediction minimum, maximum or be applied to predict
method based mean error are considerably the noise pollution
on vehicle less ass compared to static and produces close
composition methods. results to the
using genetic measured value.
algorithms
17 Kamali et.al Modeling of The model gives much better The accuracy of the
road-traffic results in terms of root- developed prediction
noise with the mean-squared error and R2 models is sufficient
use of genetic The highest deviation was for practical use. Thus
algorithm 0.7dBA on both models the models are
which is, atmost, about±1% efficient for present
application. Their use
for other applications
in future researches
may reveal their
probable limitations.
18 Givargis Converting The model is calibrated The model able to
&Mahmoodi the UK through carrying out non- satisfy the objective
calculation of linear regression parameter of the study with an
road traffic estimation using 50% of acceptable fitness.
noise samples to replace the basic
(CORTN) to a noise level parameters with
model capable the new ones.
of calculating
LAeq,1hfor
the Tehran’s
roads.
19 Rahmani et al. Modeling of Two models time dependent Two prediction model
traffic noise and independent were satisfy the noise
with the use of developed and they produce prediction at three
genetic same result with small station with great
algorithm. difference. accuracy.
 CHAPTER-4
GENETIC ALGORITHM

Genetic algorithms are an optimization technique based on natural evolution. They include
the survival of the fittest idea into a search algorithm which provides a method of searching
which does not need to explore every possible solution in the feasible region to obtain a good
result. Genetic algorithms are based on the natural process of evolution. In nature, the fittest
individuals are most likely to survive and mate; therefore the next generation should be fitter
and healthier because they were bred from healthy parents. This same idea is applied to a
problem by first ’guessing’ solutions and then combining the fittest solutions to create a new
generation of solutions which should be better than the previous generation. We also include
a random mutation element to account for the occasional ’mishap’ in nature.

The soft computing techniques are based the information processing in biological system.
The complex biological information processing system enables the human being to survive
with accomplishing tasks like recognition of surrounding making prediction, planning and
acting accordingly. Soft computing namely Artificial Neural Network, Fuzzy Logic and
Genetic Algorithm are very popular and have been used widely in many engineering and
scientific problems. Genetic Algorithm is a soft computing technique that mainly deals with
evolutionary process on the basis of the concept of survival of the fittest. Genetic Algorithms
are metahuristic optimization technique used for finding the best values of parameter or
decision variables. Genetic algorithm and their variation based on the mechanism of
biological selection. Genetic Algorithm works on a population of possible solution,
attempting to find a solution set that either maximize or minimize the value of a function of
those solution values. This function is called the objective function or fitness function. Some
population of solution set contains the value of all parameter or variables whose best values
are being sought.
A standard GA procedure as recommended in previous studies is adopted for modeling of
traffic noise contains following steps.
Step1. Initialization- In initialization, coding structure for the problem solution is selected.
Coding for problem solution (chromosome) is usually described in binary string form viz., 0
& 1. The population size is randomly initialized whereby the size is user dependent
phenomena.

Step2. Evaluation- The evaluation function plays an important role in genetic algorithm. The
evaluation function decides how ’good’ a chromosome is. In evaluation, fitness of each
individual of population is determined by the fitness function. Fitness function for the traffic
noise modeling is minimization of standard square error.

Step3. Selection- Selection is an important genetic operator in genetic algorithms (GAs), that
selects two parents from the population for crossing and the probability of selection of a
parent is higher for better fitness value. The commonly used techniques for selection of
chromosomes are random selection, roulette wheel selection, rank selection, tournament
selection, Boltzmann selection, scaling technique and steady state selection. Roulette wheel
selection and tournament selection techniques are good for minimization of objective
function.

Step4. Crossover- Crossover is an important genetic operation in GA. A crossover operator is

used to recombine two strings to get a better string. In this operation genes are selected from
parent chromosomes and new offspring is formed. There are different ways to perform
crossover operation: single point, two points, intermediate and scattered crossover.

Step5.Mutation-The population becomes homogeneous due to the repeated use of selection

and crossover operation. So Mutation operator is introduced to produce diversity in
population. Mutation alters the individual in population to produce a child which is different
from its parent.

Step6. Termination- GA can be stopped in different ways as maximum iteration, function

tolerance and maximum generation. Maximum generation is a most relevant criterion to stop
the genetic algorithm.
Genetic algorithm has many advantages for optimization like GAs work with a population of
points instead of a single point. Because there is more than one string being processed
simultaneously, it is very likely that the expected GA solution may be a global optimal
solution. And GAs also has some limitations like identifying of fitness function,
representation of the problem, premature convergence, problem of choosing various
parameters such as population size, mutation and crossover rate, selection criterion, and
string length. unlike traditional methods, a GA searches for global optimum and doesn’t need
to calculate the gradient of the objective function. The other advantages being viz., it doesn’t
require derivative information, can optimize with continuous or discrete parameters; it can
simultaneously search from a wide sampling of the objective function surface. Since GAs
search from a distributed population of points, they have a good chance to catch global
optimum, whereas other heuristic methods often move from a single point in searching
optimum to the next using some transition rule to determine the next point. They tend to find
the local minimum that is closest to the initial population.
 CHAPTER-5
EXPERIMENTAL WORK

DEVELOPMENT OF THE MODEL

5.1 Selection of the site

In order to assess the nature of the noise problem, a preliminary noise investigation was
made. This preliminary survey of the area revealed that the major contribution to the noise
climate from the vehicular traffic which is flowing throughout the day with a substantially
high percentage of heavy vehicles. The average speed of the vehicles was found to be 20-60
Km/hr. The noise was aggravated by the indiscriminate horn blowing, a characteristic of
Indian driving pattern and accompanied by rapid accelerations and overtaking by the
vehicles. A mathematical model specific to the situation has to be formulated for predicting
the traffic noise. To achieve this objective, first task was site selection. So, according to
surveys of different areas and nature of noise problem, lane straight patch where continuous
flow of vehicles occurs, without any obstructions like traffic signal lights etc, is selected at
different sites out of the city. A total of 8 sites have been considered for the development of
the model. These sites are as follows:
1. Kashmere gate
2. Cannaught Place
3. Pusa road
4. NPL
5. Rajendra place
6. Madhuban chowk
7. Daula kuan
8. Dwarka

5.2 Measurement Methods

Measurement methods use acoustical instruments such as sound level meters to make direct
measurement of noise. Measurement methods are used mainly to assess an existing situation,
by taking data directly. The sound level is obtained using a Sound Level meter ( NOR118 ).
The following points need to be understood while measurement of equivalent sound pressure
levels (Leq, L10, L50, L90, NPL and NC) and other statistical parameters. The table for the
initial setting in the SLM is given in table 5.1.
 The Sound Level Meter should always be selected on A-Scale and Slow Meter
Response.
 The distance should be 3 m from the Centre of the road 1.5 m from the level of the
ground and 1 ft from the observer’s body.
 There should be any reflecting surface behind the observer’s back.
 Radar gun or speed gun is used to calculate the speed of the vehicle.
 The speed of the vehicles varies from 20km/hr to 60 km/hr.
 The road gradient is considered to be smooth as it is also a factor while measuring
noise.
 The traffic on the site test should have such a condition that a single vehicle can be
observed by SLM and Radar gun.
 The measurement is assumed not to be affected by the wind and the atmospheric
conditions assumed to be ideal.
 As road traffic noise is measured so, noise is due to several local sources and the
contributions of each individual vehicle is assumed.

Response Slow

Measuring Time 15-20 minutes

Weighing A

Read off units(Display ) Leq, L10 , L50, L90

Table 5.2 Measured and Predicted Leq

Time Location No. of % of Average Sound Predicted Absolute
vehicles Heavy speed pressure Leq % Error
vehicles level dB(A)
dB(A)
 Q H V Leq Predicte Error
d
9:30-10:30 Kashmiri 5257 47.59 24 80.8
Gate
10:30-11:30 4579 46.89 22 78.5

11:30-12:30 4600 41.3 22 77.95

12:30-13:30 6010 38.6 27 81.79
14:30-15:30 5408 43.4 25 80.2
15:30-16:30 4571 41.1 22 78.1
9:30-10:30 Pusa road 2620 5.34 28 76.3
10:30-11:30 4165 8.76 27 76.7
11:30-12:30 3020 15 31 78.9
12:30-13:30 2225 8.57 28 75.8
14:30-15:30 3510 16.5 29 78.54
9:30-10:30 Madhuban 4410 17.01 29 78.9
chowk
10:30-11:30 7755 7.16 34 80.9
11:30-12:30 5611 9.11 30 79.4
12:30-13:30 5010 13.1 30 79.54
14:30-15:30 5344 9.41 31 78.8
9:30-10:30 Connaught 8335 6.66 34 81
place
10:30-11:30 6745 5.71 32 82.3
11:30-12:30 7460 8.04 29 81.7
12:30-13:30 6351 6.39 31 81.3
14:30-15:30 4759 4.71 32 79.4
15:30-16:30 5661 6.21 32 82.1
9:30-10:30 Madhuban 4695 30.24 30 79.5
chowk
10:30-11:30 4410 17.01 29 78.9
11:30-12:30 4821 18.23 30 80.1
13:30-14:30 5020 11.41 30 81.1
14:30-15:30 4783 18.27 32 80.4
9:30-10:30 Dwarka 2180 17.43 29 75.6
10:30-11:30 3051 11.48 29 78.2
11:30-12:30 2815 9.77 29 76.5
12:30-13:30 2509 11.36 28 76.9
14:30-15:30 2211 14.21 29 74.3
15:30-16:30 2309 15.41 29 76.85
9:30-10:30 Daula kuan 10050 4.48 30 84.5
10:30-11:30 6130 13.54 28 79.9
11:30-12:30 6100 6.56 31 80.9
12:30-13:30 7840 7.27 36 82.3
14:30-15:30 6410 3.28 34 80.4
15:30-16:30 6800 4.37 34 81.3
9:30-10:30 NPL road 2300 7.61 22 73.2
10:30-11:30 2030 11.33 32 75.68
12:30-1:30 2308 17.39 25 75
13:30-14:30 1225 8.57 25 70
14:30-15:30 2007 5.73 25 77.4
15:30-16:30 3759 18.28 29.6 77.9
9:30-10:30 Rajendra 5000 6.4 30 79.7
place
10:30-11:30 5800 1.7 32 79.6
11:30-12:30 5870 4.6 29 77.8
12:30-13:30 3955 7.21 30 77
14:30-15:30 4574 3.9 31 79.2
15:30-16:30 4623 4.9 31 78.1
 CHAPTER-6
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