1.

0 INTRODUCTION

The traditional methods of conducting laboratory activities will not be able to provide the
avenue for students to enhance independent learning activities and inculcate creativity and
innovation. Problems, ways & means and answers are provided to the students in this Level of
Difficulty of 0.

In these laboratory activities, students are required to record the noise generated by traffic
by determining the 𝐿10 which the noise level is exceeded by 10% of the specified time. Students
are encouraged to develop their critical analysis skills by analyzing and presenting the
experimental results appropriately.

2.0 BASIC CONCEPT

2.1 Objectives

● To determine the traffic noise level at 𝐿10 .

2.2 Theoretical Background

Noise is to be understood as every kind of sound, which is undesired, disturbs, or

irritates, and which decreases physical, psychological, or social well-being. In modern
society, road traffic is probably the most significant of the environmental noise source.
Traffic noise consists of vehicular engine noise and tire noise from the contact with
roadway surfaces.

These traffic-generated sound waves can be described by two basic parameters,

frequency and amplitude. Frequency refers to the number of waves produced within a
given time period, expressed in units of cycles per second (Hz) where it is the time to
complete one cycle in seconds. Amplitude is the energy level or loudness of a sound wave,
considerably over short time periods. Traffic noise is therefore expressed as the percent
of time a sound level is exceeded, denoted by 𝐿10 . The unit for traffic-generated noise is
decibel ’A’ weighting (db(A)).
 2.3 Problem Statement

The environmental impact of the traffic such as noise generated by the traffic sound such
as vehicular should be taken into account as it affects the sustainable living of the
neighborhood. Traffic noise is a combination of the noises produced by vehicles, exhaust,
engines, tires, braking and more. Traffic noise is also increased by defective mufflers or
other faulty equipment. Conditions, as a steep incline, that causes heavy laboring of
vehicle engines will also increase traffic noise levels. Traffic noise, which is steadily
increasing, is considered to be an important environmental health problem. It can affect
the ability to work, learn, rest, relax, sleep, etc. Excessive noise can lead to mental and
physical health problems such as hearing damage, high blood pressure, heart disease,
sleep disturbance and stress.

3.0 PROCEDURE

The procedures of this Traffic Noise Study are as follows:

I. The two study areas was selected in front of Kolej Melati UiTM Shah Alam for
non-speed hump and the second area for speed hump was near Makmal
Kejuruteraan Awam.

Figure 1: Non speed hump area which is Figure 2: Speed hump area which
front of Kolej Melati UiTM Shah Alam. was near Makmal Kejuruteraan Awam.
 II. Two meters away from the road to the place to record the noise was measured
using a measuring wheel.

Figure 3: Measuring Wheel

III. The apparatus which is a noise meter was set up according to the manual of
specifications for the purpose of measuring road traffic noise.

Figure 4: Noise Meter

IV. The noise meter was switched on and the Frequency Weighting (A) was
selected because of the standard weighting of the audible frequencies and
reflects the response of the human ear to noise, while (C) for low-frequency
sounds in the human ear.
V. The desired range was set 30-130dB by pressing the button level until the
desired range appeared.
 VI. The instrument was held comfortably in hand and the microphone was pointed
towards the noise source hence the sound pressure level was displayed on the
meter LCD.

Figure 5: The recorded activity was held in front of the Kolej Melati

VII. The data was recorded at every 10 seconds interval. To record the data, the
MAX button was pressed to capture the maximum noise level reading on the
was display. The MAX button was pressed again to clear the MAX reading.
VIII. The sample was taken for 20 minutes in each area by using a stopwatch. Then
the data were tabulated and analyzed to determine the estimated 𝐿10 value.

4.0 RESULTS

4.1 Data Analysis

a) No Hump

Noise Mean Frequency, Frequency Cumulative 𝑓𝑥𝐿 𝑓 𝑥 𝐿2

Range, dB Noise, L f (%) Frequency
(%)
50 – 54.9 52.5 45 37.5 37.5 2362.5 124031.3
55 – 59.9 57.5 36 30.0 67.5 2070.0 119025.0
60 – 64.9 62.5 19 15.8 83.3 1187.5 74218.8
65 – 69.9 67.5 15 12.5 95.8 1012.5 68343.8
70 – 74.9 72.5 5 4.2 100 362.5 26281.3
75 – 79.9 77.5 0 0 100 0 0
80 – 84.9 82.5 0 0 100 0 0
Total - 120 100 - 6995 411900.2
 𝑀𝑎𝑥 𝑁𝑜𝑖𝑠𝑒 𝐿𝑒𝑣𝑒𝑙 − 𝑀𝑖𝑛 𝑁𝑜𝑖𝑠𝑒 𝐿𝑒𝑣𝑒𝑙
𝐿10 = 𝑀𝑎𝑥 𝑁𝑜𝑖𝑠𝑒 𝐿𝑒𝑣𝑒𝑙 − [ 𝑥 10%]
100

72.1 − 50.3
= 72.1 − [ 𝑥 10%]
100

= 72.08 𝑑𝐵

b) Hump

Noise Mean Frequency, Frequency Cumulative 𝑓𝑥𝐿 𝑓 𝑥 𝐿2

Range, dB Noise, L f (%) Frequency
(%)
50 – 54.9 52.5 10 8.3 8.3 525.0 27562.5
55 – 59.9 57.5 46 38.3 46.6 2645.0 152087.5
60 – 64.9 62.5 46 38.3 84.9 2875.0 179687.5
65 – 69.9 67.5 12 10.0 94.9 810.0 54675.0
70 – 74.9 72.5 5 4.2 99.1 362.5 26281.3
75 – 79.9 77.5 0 0 99.1 0 0
80 – 84.9 82.5 1 0.8 99.9 82.5 6806.3
Total - 120 99.9 - 7300 447100.1

𝑀𝑎𝑥 𝑁𝑜𝑖𝑠𝑒 𝐿𝑒𝑣𝑒𝑙 − 𝑀𝑖𝑛 𝑁𝑜𝑖𝑠𝑒 𝐿𝑒𝑣𝑒𝑙

𝐿10 = 𝑀𝑎𝑥 𝑁𝑜𝑖𝑠𝑒 𝐿𝑒𝑣𝑒𝑙 − [ 𝑥 10%]
100

82.2 − 50.8
= 82.2 − [ 𝑥 10%]
100

= 82.17 𝑑𝐵
 Time vs Noise Graph
90

80

70

60
Noise (dB)

50

40 No Harm
Harm
30

20

10

0
0 200 400 600 800 1000 1200 1400
Time (s)

Graph 1.0 Noise Level Trend

Frequency Distribution Curve

60

50

40
Frequency, f

30
No Harm
20 Harm

10

0
0 20 40 60 80 100
-10
Mean Noise, L (dB)

Graph 2.0 Frequency Distribution Curve

 Cumulative Frequency Curve
120

100
Cumulative Frequency (%)

80

60
No Harm

40 Harm

20

0
0 20 40 60 80 100
Mean Noise, L (dB)

Graph 3.0 Cumulative Frequency Curve

Noise Data (No Hump)

Time Value Time Value Time Value

(s) (dB) (s) (dB) (s) (dB)
10 61.5 450 61.3 890 55.0
20 65.1 460 53.2 900 55.1
30 54.8 470 56.5 910 55.3
40 51.7 480 58.4 920 53.7
50 56.4 490 58.0 930 61.5
60 54.8 500 53.4 940 54.4
70 69.3 510 50.4 950 55.2
80 62.8 520 51.4 960 51.2
90 69.2 530 52.0 970 59.0
100 63.1 540 56.2 980 56.1
110 56.8 550 54.2 990 53.1
120 52.1 560 68.1 1000 71.4
130 63.4 570 56.5 1010 52.8
140 60.9 580 59.2 1020 63.5
150 68.5 590 69.7 1030 52.4
160 55.1 600 60.0 1040 68.7
170 55.9 610 55.3 1050 52.3
180 61.7 620 52.8 1060 52.6
190 64.5 630 55.5 1070 50.9
200 60.6 640 71.4 1080 51.7
210 54.6 650 72.1 1090 53.1
220 52.1 660 57.2 1100 51.1
230 52.0 670 58.4 1110 50.4
240 51.8 680 71.2 1120 56.9
250 63.8 690 53.5 1130 51.5
260 54.7 700 58.4 1140 52.3
270 65.7 710 51.5 1150 56.1
280 58.1 720 53.6 1160 55.6
290 65.5 730 52.9 1170 52.1
300 58.7 740 59.4 1180 53.8
310 61.5 750 55.2 1190 55.4
320 55.7 760 50.3 1200 50.9
330 51.7 770 53.5
340 51.6 780 57.1
350 66.1 790 67.0
360 65.8 800 58.1
370 68.5 810 70.2
380 54.4 820 57.0
390 67.5 830 52.0
400 66.0 840 56.3
410 52.7 850 60.9
420 57.9 860 55.4
430 62.6 870 62.2
440 64.3 880 64.6

0
Noise Data (Hump)

Time Value Time Value Time Value

(s) (dB) (s) (dB) (s) (dB)
10 60.0 450 59.3 890 55.8
20 60.7 460 62.0. 900 60.5
30 54.3 470 64.0 910 56.5
40 68.2 480 61.9 920 66.0
50 53.1 490 52.5 930 58.8
60 63.2 500 57.8 940 67.8
70 54.9 510 62.8 950 62.5
80 60.8 520 71.1 960 60.1
90 58.0 530 58.6 970 61.8
100 58.4 540 58.5 980 62.4
110 56.2 550 62.8 990 65.6
120 62.7 560 82.2 1000 61.1
130 57.9 570 55.0 1010 62.7
140 68.7 580 64.3 1020 62.0
150 63.8 590 58.5 1030 64.7
160 61.2 600 62.3 1040 62.8
170 58.7 610 57.2 1050 57.0
180 56.4 620 63.9 1060 58.0
190 53.2 630 62.0 1070 63.0
200 58.0 640 58.4 1080 59.0
210 68.5 650 57.2 1090 56.1
220 67.3 660 53.8 1100 59.5
230 63.2 670 53.0 1110 67.2
240 61.2 680 58.2 1120 60.2
250 57.4 690 59.2 1130 55.8
260 61.2 700 57.3 1140 58.9
270 50.8 710 60.1 1150 62.5
280 62.4 720 59.1 1160 62.0
290 57.8 730 56.9 1170 59.7
300 70.6 740 58.1 1180 71.9
310 72.4 750 55.5 1190 59.8
320 63.2 760 66.1 1200 66.5
330 61.1 770 62.4
340 60.1 780 58.6
350 66.9 790 57.5
360 62.1 800 62.3
370 69.1 810 60.4
380 64.2 820 59.5
390 63.3 830 59.8
400 57.5 840 54.6
410 61.3 850 56.7
420 57.9 860 57.9
430 67.1 870 58.1
440 70.9 880 52.1
5.0 DISCUSSION

This traffic noise study has been done in Jalan 1/1 UiTM Shah Alam during the daytime
which was around 9 a.m. where noise data were taken for 20 minutes at 10 seconds intervals.
Jalan 1/1 UiTM Shah Alam is a low congested area near the Civil Engineering faculty buildings
and student housing area and thus can be classified as a Suburban and Urban Residential
(Medium and Density) area according to guidelines from the Department of Environment
(DOE). There were 2 sets of data taken on the road, one where the road had a hump and one
without a hump. Noise data taken were used to determine 𝐿10 value which is the level exceeded
for 10% of the time and takes account of any peaks in noise. According to the guideline from
DOE, the permissible sound level for that area is 65 dBA. According to the data recorded and
the calculations for the 𝐿10 value, both sets of data exceed the permissible sound levels which
are 72.08 dBA and 82.17 dBA for no hump and road with hump respectively. The 𝐿10 reading
for the road with hump was higher(82.17dBA) due to motor vehicles slowing down before
reaching the hump and thus allowing the vehicles to be at that point in the road for a longer
period. Alternatively, the road with no hump registered a lower 𝐿10 reading due to motor
vehicles not slowing down and not staying at that point of the road for an extended amount of
time.

The road with hump had a highest frequency at sound ranges of 55 – 59.9 dBA and 60 – 64.9
dBA with both having a frequency of 46 respectively. The road without harm had a lower
frequency of 45 at sound range of 50 – 54.9 dBA. The road with harm had a higher frequency
at a higher range due to the explanations as explained above where motor vehicles would slow
down and remain at that area for a longer time thus allowing for higher sound data to be
recorded.

Both sets of data surpassed the DOE's allowable sound level of 65dBA, with 72.08 dBA for
the road without harm and 82.17 dBA for the road with harm, respectively. This is because the
data gathering period coincided with a high-traffic period on the road. Systematic and human
errors can potentially influence the outcome of this experiment. The use of a tripod or stand to
stabilize the noise meter can help to avoid this error. Furthermore, the noise level meter quality
causes variability in acquired data, which might lead to a reading error while operating the
instrument. Before commencing the experiment, the instrument must be correctly set up
according to the instructions to avoid erroneous results. A high sound level, as is widely known,
can cause problems for those around. If the noise level is kept at a high level, people may be
disturbed, the internal ear diaphragm may be damaged, and blood pressure may rise. We should
fix this problem by enforcing speed limits, as this is the most effective strategy to reduce noise
levels in the area, as vehicle noise is the most significant contributor to noise pollution.
Furthermore, because different surface friction impacts the sound level when cars travel on it,
pavement selection should be considered. As a result, porous pavements with a negative surface
texture should be chosen because they make a softer sound.

Figure 5: Standard for limiting sound level from road traffic from DOE
6.0 CONCLUSION

As conclusion, the objective of this study which is to determine the traffic noise level at
𝐿10 has been obtained. A study area in front of Kolej Melati of UiTM Shah Alam has been
selected. From the data analysis, the traffic noise level at 𝐿10 in the study area for no hump area
is 72.08 dB and for the hump area is 82.17 dB calculated using the given formula. From this
practice, the students were able to learn on using the proper equipment in order to record the
noise level. Apart from that, three graphs have been obtained which are time vs noise graph,
frequency distribution curve graph and cumulative frequency graph. By observation, the high
reading was obtained from the engine and exhaust of vehicle. Especially from the bigger
vehicle such as lorry and bus.

Based on the observation, the conclusion that can be made is there are four factors that can
affect the noise level such as volume of traffic, type of vehicle, noise barrier and type of
pavement.

7.0 REFERENCE

1. Third Edition. (n.d.). Guidelines for environmental noise limits and control.
Gov.My.Retrieved October 24, 2021, from
https://www.doe.gov.my/portalv1/wpcontent/uploads/2013/01/Guidelines-Noise-
2019.pd

2. Sandberg, U. (1987). Noise and the road: Is there a conflict between requirements for
safety and noise?. Statens Väg-och Trafikinstitut. VTI särtryck 120.
8.0 ORGANIZATION

Name Task
Syed Muhammad Amirul bin Wan Ibrahim 1.0 Introduction
(2021505067) 2.0 Basic Concept
- 2.2 Theoritical Background
- 2.3 Problem Statement
Nur Arina Farhana binti Kamal Hisham 2.0 Basic Concept
(2020854008) - 2.1 Objectives
3.0 Procedure
Nur Diana Nadhirah binti Mohd Din 4.0 Result
(2021393433) - Data Analysis
Muhammad Adam bin Khairul Anuar 5.0 Discussion
(2020963481)
Hanna Humaira binti Mokhtar 6.0 Conclusion
(2021505059)