Studying the factors that affect urban road noise – Case study: El-Tahrir

Street, Al-Dokki Cairo, Egypt

R. A. Alyeldin¹

Faculty of Engineering, Tanta University

H. Seddiq
Housing and Building National Research Center
Walaa Nour
Faculty of Engineering, Tanta University
Bahaa El-boshy
Faculty of Engineering, Tanta University

Research Article

Keywords: Traffic Noise, Roads Classification, Transportation, Urban Environmental, Vehicles.

Posted Date: March 22nd, 2024

DOI: https://doi.org/10.21203/rs.3.rs-3920525/v1

License:   This work is licensed under a Creative Commons Attribution 4.0 International License. Read Full License

Additional Declarations: No competing interests reported.

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Abstract
Expanding road networks to accommodate various activities has increased urban noise pollution, adversely affecting human health and quality of life.
Numerous factors, including road characteristics, traffic characteristics, surrounding buildings, and weather conditions. This study aims to monitor and
analyse the effect of these factors on the noise level. Cairo is one of the most densely populated cities in the world, which has led to a high level of noise in its
different areas. One of the most crowded areas in the city is El-Tahrir Street in Al-Dokki, which was selected as a case study in this research. This area is
distinct by a wide range of services and activities, and it experiences high traffic volume, with up to 1,700 vehicles passing through within a 15-minute interval.
This significant traffic volume is the primary driver of the elevated noise levels in the area. Traffic and noise level monitoring has been conducted using reliable
equipment to study this issue. Consequently, a statistical analysis has been conducted to investigate the correlation between different factors and the noise
level to determine the most influential factors that could help draw future intervention plans.

1. Introduction
While expanding road and transportation networks has improved service connectivity, it also has different negative impacts, including air and noise pollution.
Multiple reasons, such as tire friction, engine noise, and alarm systems, produce traffic noise. Exposure to traffic noise for an extended period has many
adverse effects on human health and life quality in the city (Amoatey et al., 2020). Hearing impairment, stress, sleep disturbance, discomfort, a lack of
balance, constant inconvenience, fatigue, and headaches are examples of the adverse effects of noise pollution on the quality of life of people living in urban
areas (Roswall et al., 2015). Therefore, it is essential to consider the negative impacts of road traffic on urban planning and development processes (Dratva et
al., 2012).

Although traffic is the main trigger of noise on the roads, including different factors such as traffic type, crowd levels, vehicle type, and driving speed, other
factors, and considerations affect the noise level (Jakovljevic et al., 2009). Those factors should be considered when studying the noise in urban areas and
ways to overcome it. These factors include road characteristics, such as road classification, capacity, and material (Lu et al., 2019). Other factors associated
with the surrounding buildings include their classification, activity, height, shape, and external facades (Benocci et al., 2020; Li et al., 2020; Sotiropoulou et al.,
2020). Also, weather conditions should be considered, including wind speed, temperature, and humidity (Department of Transportation, 2013). These factors
combine to produce different noise levels and affect how humans perceive that level. Factors affecting noise with various degrees and studying noise causes.
To overcome this, it is necessary to investigate these factors and the degree of their impact to facilitate the provision of solutions to mitigate their adverse
effects.

Several studies have examined the factors affecting the road’s urban noise and their correlation with noise level. Regarding the traffic effect on the noise level,
Elkafoury et al. (2023) examine the impact of traffic characteristics on road noise and propose a mathematical model to predict it (Elkafoury et al., 2023), and
Danilevičius et al.(2023) examine the impacts of vehicle characteristics on noise level (Danilevičius et al., 2023). Furthermore, Lu et al. (2019) examine the
impact of road characteristics and their effect on noise (Lu et al., 2019). Also, different studies show the impact of weather conditions on the noise
level (Błażejczyk & Baranowski, 2015; Pignier, n.d.). For the build environment effect on the noise level, Medinas et al. (2019) discuss the relationship between
urbanisation and noise (Medinas et al. 2019), and Badino et al. (2019) discuss the relationship between external building interfaces and their susceptibility to
noise (Badino et al., 2019). However, the previous research focused on one factor, neglecting the others. Therefore, this research attempts to gather all these
factors together and study the degree of correlation between them and noise, which elements are positively correlated with noise and which are negatively
correlated, and which factors have the most influence on the noise level to develop solutions to overcome the causes of noise and reduce its impact on the
surrounding environment.

Consequently, this research aims to investigate the factors influencing urban noise levels and determine the extent of the effect of each element level. A case
study’s field measurement has been implemented to get reliable data to help achieve the research goal. Tahrir Street in Dokki, Cairo, has been chosen as a
case study because it is a crowded urban area with various urban activities. The correlation between noise level and different factors has been conducted to
understand the effects of traffic noise on the environment, which is crucial for effective urban planning and development by implementing effective noise
mitigation strategies. By identifying the sources and factors contributing to traffic noise, this study aims to provide insights and recommendations to reduce
noise levels and improve the quality of life for urban residents.

2. Methodology
The methodology in this study consisted of multiple stages Fig (1). The first stage involved conducting a literature review to identify factors that could
influence road noise levels. The factors were then rated based on their expected impact level to document and systematically compare their varying effects.
Field measurements of the selected factors were collected at the chosen case study location. This site encompassed diverse influencing aspects and exhibited
their impacts on noise. Specialised devices measured noise levels at several points along the street. The various factors were also recorded at different times,
covering the changing traffic conditions and street activities throughout the day. The readings were compiled into a table using the pre-defined rating scales
for each factor. Statistical analysis was subsequently performed using the Pandas library in Python programming language. Before analysis, the dataset was
subjected to data-cleaning procedures to ensure that the dataset used for analysis was complete and representative of the research objectives. Then, the
relationships between the multiple factors and resultant noise levels were determined. To understand the interrelationships between variables, a correlation
matrix was constructed. This matrix facilitated the visualisation of pairwise correlations among independent variables and between independent and
dependent variables. The Seaborn library in Python was employed to generate a heatmap of the correlation matrix, which visually represented the strength and
direction of correlations.

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The results were thoroughly analysed to develop a robust understanding of how these factors affect noise. The findings provided valuable insights into how
this information could be applied when developing a noise mitigation plan for the area. The conclusions reached have the potential to inform urban planning
strategies aimed at reducing noise levels in densely populated neighbourhoods that experience high noise. By identifying influencing noise determinants,
approaches can be tailored to most effectively curb noise pollution in noisy urban environments.

2.1. Identification of factors influencing the level of noise:

To provide solutions that help reduce noise in urban areas, it is necessary to study its causes and the factors that affect the extent of its perception (Şentop &
Bayazit, 2016). Each element plays a role in the extent of perception of noise. Still, overcoming noisepollution requires studying all aspects together in an
integrated manner (Roswall et al., 2015). Based on a review of previous research, the extract and compile for the various factors affecting the noise level
resulting from traffic in urban areas have been done. All the factors studied in previous studies were collected and placed under a classification to facilitate the
analysis of each type of factor, their relationship with each other, and the effect of each category on the noise level. The factors have been classified into some
classifications, namely traffic-related factors, factors related to road, weather-related factors, and factors associated with surrounding buildings. Under each
category, several factors have been collected and will be studied throughout this research, as shown in Figure 2.

The following section explains the factors related to each category, how each affects the noise level, and how these can be measured and assessed.

2.1.2. Traffic characteristics

Traffic is considered the main trigger of noise on the roads, and the different traffic characteristics mainly determine the noise level, including traffic volume,
type, vehicle types, and vehicle speeds. The essential factor in the traffic characteristics affecting the noise level is the traffic volume, which refers to the
density of vehicles at a specific point on the road. It can be determined by the number of passing cars every hour (Kamil & Al-Jameel, 2022). Another factor is
the type of traffic, which is determined by the distribution of the vehicles through the road. The traffic has different types.

The first type is free traffic, where the distance between vehicles is significant, and the speed is high, as shown in Figure 3-a. The second type is first-degree
balanced traffic, when the vehicles begin to face a traffic obstruction, as shown in Figure 3-b. The third type is second-degree balanced traffic, which is most
vehicles facing a slight traffic obstruction, as shown in Figure 3-c. The fourth type is the emerging unbalanced traffic, where decreased speed and the
maneuvering ability of vehicles, as shown in Figure 3-d. The fifth type is unbalanced traffic, in which the number of vehicles has been increased near the road’s
total capacity, as shown in Figure 3-f. The sixth type is chokehold traffic, in which the vehicle movement is prolonged, moving and stalling repeatedly, as
shown in Figure 3-f (Traffic Study for New National Cancer Institute, n.d.).

Road traffic contains different vehicle types, which affect the noise level according to the vehicle’s engine size and other vehicle characteristics. Large trucks,
transport vehicles, private cars, and motorcycles are different types of vehicles considered in this study. Each class has a rating for its impact on noise
(Pignier, n.d.). In addition, vehicle speed affects the noise level, where high vehicle speeds result in increased friction between the tires; in contrast, lower
speeds cause noise from alarms and engine sounds (Nygren et al., 2023).

2.1.1. Road Characteristics

Also, traffic is the primary source of noise on the road; different factors could affect the noise level and road characteristics, including some factors that affect
the road noise level. The road’s nature affects the traffic conditions and vehicle interaction, consequently affecting the noise level. The road characteristics
could be represented by three main factors: the number of roads around the building block, road classification, and Road surface material.

The number of roads around the building is an essential factor that affects the noise level. Increasing the number of roads surrounding a building will likely
lead to increased traffic volume (Medinas et al., 2019). Also, road classification is another factor that could affect the noise level. Road classification is based
on road width, number of lanes, a central island, presence of sidewalks, and speed limit (Lu et al., 2019). This information determines the road class, as shown
in Table (1).

Furthermore, the road surface materials may also affect the noise level. The road materials are varied, including asphalt, gravel, and greenery. Each type could
influence the noise level to a different degree. Asphalt roads are likely to produce more noise than other types due to their rigid nature and lack of sound
absorption capacity (Ali & Tamura, 2003; Medinas et al., 2019).

Table 1. The specifications of road classes

Component Minimum Lanes Single Lane Width Max. Design Speed Min Island Width Noise level category
width (m) Number (m) km/h (m)

Express Road 38-50 4-8 3.75 100 5 First-level

Arterial 30 4-8 3.5 80 3 Highest noise level

Highways (4)

Collector Road 18-25 2-4 3.5 60 2 Third level

Local Road 10-20 2 3 40 1 Second level

2.1.3. Surrounding Urban and Buildings Characteristics

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The urban conditions and building shapes on the sides of the road could also affect the noise level (Cai et al., 2018). The impact of the surrounding urban and
building characteristics on the road noise depends on several factors.

Building types include residential, commercial, industrial, or sensitive to noise, such as schools and hospitals. Each type of building has a specific impact on
noise according to the activity nature (Şentop & Bayazit, 2016). Also, the position of the building relative to the road, whether buildings are parallel or tilted
with different angles or vertical. The first type results in a more fantastic sound wave generated by vehicle movement, which increases the perception of noise
and receives a higher rating of 4 in noise assessment, unlike the second type Less affected by noise because the receptor part of the noise is less, While
vertical is the best situation because the noise-oriented area is less than the previous two types (Wang et al., 2019). Another factor is the height of the
buildings around the road. The smaller height could reduce noise because of lower sound reflections and vice versa (Benocci et al., 2020; SotiropoLou et al.,
2020). Also, the buildings’ sensitivity to noise has been considered as a factor in examining how the noise level Complies with the prescribed level. According
to the Egyptian acoustics code by the Ministry of Environment, educational, health, and residential buildings are more sensitive to noise. When they are located
on major roads, appropriate treatments and sound insulation should be applied to reduce the impact of noise on them. Therefore, it is essential to consider the
type and sensitivity of each building to noise and to study how to deal with it (Roswall et al., 2015; Wang et al., 2019). In addition, barriers are used in the front
of buildings as a sound distraction means, which could affect the noise level according to their position, shape, and material used. For example, using trees
and greenery fences could reduce the noise level in contrast with the solid ones (Bendtsen, 2010).

2.1.4. Weather conditions

The weather condition is crucial in determining the noise level. Different weather factors could affect the noise, such as wind speed, wind direction,
temperature, and humidity (Błażejczyk & Baranowski, 2015), (Sánchez-Fernández et al., 2021).

Wind is essential in its impact on noise, speed, and direction. Wind movements in the same direction as the noise source increase the perception of noise, and
its rating in terms of its impact on noise increases to 4, unlike wind movements in a different direction from the noise source. (Michaud et al., 2016). Rain
increases the perception of noise because it affects the movement of vehicles on the road and the friction between the vehicle stress and the road increases. It
is rated regarding its impact on noise, increasing to 4. (Sánchez-Giraldo et al., 2020; Schwock & Abadi, 2021)

3. Case study
The Al-Dokki district has been selected as a case study in this research. This district is located in the Giza governorate in Egypt, as shown in Figure 4. This
location is considered a significant intersection point for the main roads connecting the two parts of Greater Cairo. This area includes multiple residential,
commercial, and administrative uses that contribute to the area’s congestion. Also, this area contains the Diplomatic Quarter, which consists of 56 embassies
for various countries. It also hosts many banks, more than 102 schools, several mosques, and some hospitals. The study focuses on the Housing and
Construction Research Center area in the Al-Dokki district, located on a central and vital street known as Tahrir Street.

The impact of traffic noise has been monitored in five locations representing different activities on the street multiple times throughout the day, as shown in
Figure 5. Also, the permissible noise limits have been considered to study the case study’s current situation. According to the Ministry of the Environment
regulations and the Egyptian code for acoustic work and noise control, Table 2 depicts the maximum noise levels acceptable in various locations.

Table 2. Permissible limits for the noise

The region The permissible level of noise equivalent to

decibels (LAeq)

Day (7 AM - 10 Night (10 PM - 7 AM)

PM)

Areas are sensitive to noise exposure (e.g., Hospitals and Hotels) 50 40

Residential suburbs with limited movement and service activities. 55 45

Residential areas in the city with commercial activities. 60 50

Residential areas are located on roads less than 12 m, with some workshops and commercial, 65 55
administrative, recreational, or amusement parks.

3.1. Data collection and noise monitoring

To examine the noise level relation with the different factors, the observation and measurement were conducted for 30 minutes at each point, taking the
average noise level over 30 minutes throughout the day (8 Jan.2023). The measures have been taken during the morning from 7 to 11 AM, afternoon from 12
to 6 PM, and evening from 7 to 11 PM. Measurement in each location took half an hour, considering multiple measurement points, and the average was
computed.

The microphone collects acoustic signals that go through the sound pump as electric waves to the data analyser, translating them into decibel readings on the
device screen. The measurements complied with International specifications number 61672-type1 and Egyptian specifications number 2836 parts, released in
January 2023.

During the field survey, the other factors records were collected. The road width has been measured by 25 m for the road characteristics in different measuring
locations in the street. Also, the road classification has been determined as a collector road. Also, the road surface material was noticed as untreated asphalt.
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However, as these factors values are fixed through all measuring points, their effect has been ignored. Also, for the traffic characteristics, the traffic volume has
been calculated every two hours at each point. The number of passing vehicles, types, and speeds have been recorded. Figure 5 illustrates the condition of the
traffic through different daytime.

Furthermore, the characteristics of the surrounding urban areas and buildings have been surveyed. Figure 6 determines the buildings’ shapes, heights, and
uses by optical observation. Also, weather conditions have been collected from available historical weather data on the internet at the general metrological
authority site (http://ema.gov.eg/wp/). For the wind direction, the daily average was Southwest, and speed was moderate, with a record 16 km\h. However, as
the values of the weather condition factors were constant through all measuring points, their effect has been ignored. Appendix A shows that all
measurements and observations have been recorded and sorted.

3.2. Case study and data analysis

To interpret the results and the observed situation, the collected noise data regarding the permissible level has been analysed. Table 3 shows the different
measuring locations and permissible noise levels according to the type of building complying with the Egyptian code.

The analysis reveals that the average LAeq measurements over a day are above the permissible level, as shown in Figure 7. All measured noise values
exceeded the acceptable limits, especially in the afternoon, as shown in Figure 8, which is expected due to the increasing traffic amount. Also, Figures 9, Fig.
10, and Fig. 11 show the average Sound Pressure Level (SPL) values for the measurement points at different measuring times.

To assess the effect of each factor on the road noise level, Table 5 shows the different factor ranges and assigns each to a rank from 1 to 4 according to the
likelihood of increasing the noise level. At the same time, one is less likely to affect the noise, and four is more likely to affect the noise level, as shown in
Table 4. Also, Table 5 illustrates the corresponding ranks for different factor values.

Table 4. The ranks of factors and relevant noise evaluation level

Noise Evaluation Very Low Low High Very High

Factor Ranges 1 2 3 4

Table 5. The ranks for different factors’ values

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 Factors Value Ranked 1 Value Ranked 2 Value Ranked 3 Value Ranked 4

Traffic Type First-degree traffic Second degree Third degree Chokehold traffic

Traffic Congestion No congestion Normal High Very High Congestion

Vehicles Speed From 20to 40 km\h (very low) From 40 to 50 km\h (low) 60 km\h (Normal) From 60 to 80 km\h (High)

Vehicles Type Motorcycle and other Taxies and private cars Bus Van

Type of Building Educational Residential Religious Administration

Noise Sensitivity Very sensitive sensitive ‫ــــــــــــــ‬ ‫ــــــــــــ‬

Building Shape ‫ــــــــــــ‬ L- shape C- shape Rectangle

Building Height Legal Illegal ‫ــــــــــــــــ‬ ‫ـــــــــــــــــ‬

Building Assembly vertical Inclined Parallel ‫ــــــــــــــــــ‬

Distance from road From 5 to 8 m From 0 to 4 m ‫ـــــــــــــــــ‬ ‫ــــــــــــــــ‬

Type of Barrier Solid wall Empty wall soundless trees Unsuitable sidewalk

According to the evaluation, noise ranks their corresponding values for different factors. The entry data set for the statistical analysis has been conducted, as
shown in Table 6.

Table 6. The entry data set to conduct the statistical analysis.

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LAeq Traffic traffic Traffic Vehicles Vehicles Vehicle Vehicles Vehicles Vehicles Type of Noise Building
Volume type Congestion Speed Type Type Type Type Type Building Sensitivity Shape
Level (Private (Small (Taxi) (Bus) (Motorcycle)
Car) van)

71.07 1000 1 1 4 700 0 240 30 30 1 1 1

71.83 1220 1 1 3 800 45 180 30 165 1 1 1

73.34 1920 2 2 3 1000 0 500 0 420 1 1 1

72.38 1335 1 1 3 900 30 225 30 150 2 2 2

73.82 1725 2 2 3 1050 60 255 60 300 2 2 2

74.02 2105 2 2 3 1260 200 315 0 330 2 2 2

71.5 1300 1 1 3 850 0 300 90 60 3 1 3

73.23 2392 2 2 3 1550 30 512 150 150 3 1 3

74.75 2800 2 3 2 1800 200 500 0 300 3 1 3

71.46 1590 2 2 3 1080 15 300 45 150 4 2 2

73.43 2670 3 3 2 1590 60 420 120 480 4 2 2

74 2750 3 3 2 2300 0 150 0 300 4 2 2

74.49 2300 2 2 3 1500 30 500 120 150 5 2 3

78.27 3480 4 3 4 1900 100 800 180 500 5 2 3

77.4 3150 4 3 4 2500 0 200 0 450 5 2 3

65.99 700 1 1 4 400 0 240 30 30 1 1 1

68.6 870 1 1 3 450 45 180 30 165 1 1 1

70 1470 2 2 3 550 0 500 0 420 1 1 1

67.31 935 2 1 3 500 30 225 30 150 2 2 2

68.66 1275 2 2 3 600 60 255 60 300 2 2 2

71.0 1545 2 2 3 700 200 315 0 330 2 2 2

67.98 950 2 1 3 500 0 300 90 60 3 1 3

69.35 1642 3 2 3 800 30 512 150 150 3 1 3

72.17 1950 3 3 2 950 200 500 0 300 3 1 3

70.05 1110 2 1 3 600 15 300 45 150 4 2 2

74.33 1900 3 3 2 820 60 420 120 480 4 2 2

72.37 1650 3 3 2 1200 0 150 0 300 4 2 2

71.38 1600 2 1 3 800 30 500 120 150 4 2 3

75.66 2580 4 3 1 1000 100 800 180 500 4 2 3

73.23 1950 3 2 2 1300 0 200 0 450 4 2 3

71.78 1050 1 1 3 720 30 240 30 30 1 1 1

73.02 1295 1 1 3 850 45 200 30 170 1 1 1

75.3 1935 1 1 3 1000 15 500 0 420 1 1 1

73 1330 1 1 3 850 45 240 45 150 2 2 2

74.80 1775 2 2 3 1100 60 255 60 300 2 2 2

75.0 2105 2 2 3 1260 200 315 0 330 2 2 2

71.3 1330 1 1 0 850 30 300 90 60 3 1 3

72.5 2407 2 2 3 1550 45 512 150 150 3 1 3

74.7 2730 2 2 3 1700 200 500 30 300 3 1 3

72.54 1650 2 2 3 1080 30 330 60 150 4 2 2

75.8 2670 4 3 1 1590 60 420 120 480 4 2 2

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74 2440 3 3 2 1900 0 240 0 300 4 2 2

74.06 2300 2 2 3 1500 30 500 120 150 5 2 3

79.66 3580 4 3 1 2000 100 800 180 500 5 2 3

75.2 3190 4 3 1 2400 30 265 30 465 5 2 3

71.7 995 1 1 3 700 0 250 15 30 1 1 1

73.51 1920 2 2 3 1250 60 400 60 150 1 1 1

75.55 2460 3 3 2 1550 30 450 30 400 1 1 1

72.3 1140 1 1 3 740 30 280 30 60 2 2 2

73.19 1990 2 2 3 1280 60 400 100 150 2 2 2

75.25 2460 3 3 2 1650 30 400 30 350 2 2 2

72.8 1285 2 1 3 800 45 300 60 80 3 1 3

73.78 2255 2 2 3 1300 45 420 120 370 3 1 3

74.48 2540 3 3 2 1700 60 450 30 300 3 1 3

72.8 1555 2 2 3 1000 45 350 60 100 4 2 2

73.41 2270 3 3 2 1360 60 450 100 300 4 2 2

75.73 2765 4 2 1 1900 30 470 15 350 4 2 2

74.06 1675 2 2 3 1050 45 400 80 100 5 2 3

75.14 2515 3 3 2 1500 75 470 120 350 5 2 3

78.89 2895 4 2 1 2050 0 480 15 350 5 2 3

70.76 650 1 1 4 350 0 240 30 30 1 1 1

72.01 820 1 1 3 400 45 180 30 165 1 1 1

74 1420 2 2 3 500 0 500 0 420 1 1 1

71.5 885 1 1 3 450 30 225 30 150 2 2 2

72.09 1200 2 2 3 525 60 255 60 300 2 2 2

74.65 1475 2 2 3 630 200 315 0 330 2 2 2

71.6 875 1 1 3 425 0 300 90 60 3 1 3

72.28 1617 2 2 3 775 30 512 150 150 3 1 3

73.48 1900 3 3 2 900 200 500 0 300 3 1 3

71.8 1050 1 1 3 540 15 300 45 150 4 2 2

72.9 1875 3 3 2 795 60 420 120 480 4 2 2

74.7 1600 3 3 2 1150 0 150 0 300 4 2 2

73.06 1550 2 2 3 750 30 500 120 150 5 2 3

74.18 1900 3 3 2 1250 0 200 0 450 5 2 3

78.65 2530 4 3 1 950 100 800 180 500 5 2 3

63.99 890 1 1 3 650 0 240 0 0 1 1 1

66.6 1865 2 2 3 1200 45 400 100 120 1 1 1

68 2460 3 3 2 1500 60 500 0 400 1 1 1

65.31 1070 1 1 3 700 30 260 30 50 2 2 2

66.66 1970 2 2 3 1260 60 400 100 150 2 2 2

69.8 2465 3 3 2 1600 30 400 15 420 2 2 2

65.98 1310 2 1 3 850 30 300 60 70 3 1 3

67.35 1995 2 2 3 1260 45 420 120 150 3 1 3

70.17 2540 3 3 2 1700 60 450 30 300 3 1 3

68.05 1555 2 2 3 1000 45 350 60 100 4 2 2

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 70.33 2195 3 3 2 1300 45 450 100 300 4 2 2

72.37 2715 4 2 1 1900 30 470 15 300 4 2 2

69.38 1675 2 2 3 1050 45 400 80 100 5 2 3

71.66 2515 3 3 2 1500 75 470 120 350 5 2 3

73.23 2895 4 2 1 2050 0 480 15 350 5 2 3

4. Result and discussion

Through field surveys, traffic status monitoring, and analysis of the noise level on Tahrir Street, the factors influencing the street’s noise level were examined
using a Python program. The research involved studying the correlation between independent and dependent variables. A correlation matrix in Figure 12 was
generated to illustrate the relationships between variables, identifying positive and negative relationships and determining each factor’s R-value and degree of
correlation. This analysis aimed to identify the factors that significantly impact the noise level, understand their causes and propose mitigation strategies. In
the correlation matrix, red indicates a positive correlation, while blue indicates an inverse correlation. Based on the analysis, it is evident that:

The analysis reveals that traffic volume is the most significant factor influencing the noise level on Tahrir Street, showing a positive correlation. The first
category exhibits a correlation coefficient of (R=0.38), as Shown in Fig. 13 . This factor has the highest influence on the noise level, indicating that as the
number of vehicles increases, the noise level also increases. The high traffic volume can be attributed to the nature of the vibrant area, which accommodates
numerous activities.

This research has made an interesting observation regarding the relationship between speed and noise level on Tahrir Street. Contrary to natural expectations,
it has been found that the rate is inversely related to the noise level. This discrepancy can be attributed to the high traffic volume on the road, resulting from
the diverse range of services and activities offered in the area. The increased traffic volume leads to an elevation in the noise level and a subsequent reduction
in vehicle speed. Hence, the relationship between speed and noise level has become inverse. This relationship is illustrated in Figure 13-b. Furthermore, the
analysis revealed that the type of traffic and the vehicle type, specifically motorcycles and private cars, positively correlate with the noise level in the second
category. The correlation coefficients for traffic and vehicle types are (R=0.37 and R=0.26), as shown in Fig. 13 (e,f,g,h, and i). These types of traffic are most
prevalent on Tahrir Street and contribute to the overall noise level experienced in the area.

For the surrounding urban and building characteristics factors, the analysis indicates that certain factors related to building characteristics and the
surrounding environment positively correlate with the noise level on Tahrir Street. However, their impact ratios are relatively low. These factors include building
type, sensitivity to noise, shape, and height. The correlation coefficients for these factors range from (R=0.09 to R=0.15), Fig. 14. Factors such as barrier
distance and type exhibit an inverse correlation with the noise level, but their effect ratios are minimal. Also, the analysis indicates a positive correlation
between building assembly parallel to the road and the noise level, although the effect ratio is minimal. On the other hand, there is an inverse correlation
between building assembly that is vertical or inclined and the noise level, with a relatively light effect ratio. This relationship is illustrated in Fig. 14(g, h, and i).
Therefore, it can be inferred that buildings parallel to the road tend to have a higher noise level. In comparison, vertical or inclined buildings experience a
relatively lower noise level.

The analysis shows a positive correlation between wind direction and the noise level for the weather condition factors, although the effect ratio is minimal.
However, no correlation is observed between wind speed, temperature, and noise level. When the wind direction aligns with the direction of the noise source, it
facilitates the transmission and spread of noise, thereby intensifying the perception of noise. This relationship is depicted in Fig. 15. In summary, wind
direction plays a role in influencing the noise level, particularly when it aligns with the direction of the noise source. However, wind speed and temperature do
not significantly impact the noise level.

5. Conclusion
The previous study employed a correlation matrix to analyse the factors influencing traffic noise on Tahrir Street. To address the noise issue scientifically, it
was observed that the primary factor contributing to noise propagation is the high traffic volume on Tahrir Street. This can be attributed to the proliferation
and diversity of vehicles catering to various services and the region’s diverse population. To effectively mitigate noise, it is recommended to prioritise
measures such as installing and optimising traffic signals, enhancing supervision and enforcement, and implementing continuous traffic monitoring by the
traffic sector. These actions aim to manage and regulate the flow of vehicles on Tahrir Street and ultimately reduce the noise levels experienced in the area.
The composition of vehicles in any given location is determined by the nature of activities, which is a primary factor influencing the noise level. Therefore, it is
crucial to monitor and regulate traffic vehicles to control noise levels closely, with particular attention to trucks and bicycles, including aspects such as speed,
traffic patterns, and the usage of alarms. It should be noted that increasing vehicle speed intensifies the perception of noise due to the movement of air and
engine sounds. Hence, continuous monitoring of vehicle speeds and efforts to minimise the use of alarm devices and awareness campaigns can effectively
restrict noise propagation. Implementing these measures makes it possible to mitigate the impact of noise by regulating the types of vehicles present,
controlling their speeds, and minimising the unnecessary use of alarm systems, thereby promoting a quieter and more pleasant environment.

Building facades with balconies contributes to a higher noise level than facades with curtain walls and ordinary openings, intensifying the perception of noise.
The study of the type and design of building facades plays a significant role in determining the extent of noise sensation experienced. Moreover, buildings
parallel to the road are noisier than vertical or inclined buildings. This is attributed to the reduced area of the building exposed to noise when positioned in a
non-parallel manner. Considering the inverse correlation between noise and acoustic insulation, it is crucial to prioritise the isolation of buildings, particularly
the facades and areas that are most exposed to noise. These factors primarily relate to the street’s environmental conditions and contribute to the perception
of noise.

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In contrast, road and traffic-related factors primarily influence the noise levels experienced. Therefore, when considering noise mitigation strategies, it is
essential to consider the design and construction of building facades, the orientation of buildings about the road, and the implementation of effective acoustic
insulation measures to minimise noise impact, focusing on the area most susceptible to noise exposure. Climatic studies of any region, particularly
temperature and wind patterns, are essential. Among these factors, wind direction has the most pronounced impact. When the direction of the wind aligns with
the direction of the noise source, it facilitates the transportation and spread of noise, consequently intensifying the perception of noise. Therefore, it is crucial
to consider the climatic conditions, including wind direction, when assessing and addressing noise-related issues in a specific area. Understanding the
relationship between wind patterns and noise propagation can assist in implementing appropriate mitigation measures to minimise the impact of noise on
human perception and overall comfort.

Several measures should be considered to control any area’s noise level effectively. First and foremost, the importance of traffic signals cannot be overstated,
as they play a crucial role in regulating traffic flow, managing peak traffic periods, and ensuring safe and efficient movement. Additionally, continuous
monitoring of traffic parameters such as vehicle speeds, violations, and alerts, along with awareness campaigns, is essential. Periodic maintenance of the
street and road surfaces can also contribute to noise control efforts. Using soundproof materials to construct and maintain road surfaces can help reduce
noise at its source and minimise tire-road friction noise.

Furthermore, during the planning phase, appropriate barriers should be carefully considered. These barriers can be designed to have acoustic properties and
be architecturally integrated, providing sound insulation and mitigating noise transmission. Measures should be taken to enhance the building design’s sound
insulation and acoustic processing. This can include using suitable materials, architectural features, and soundproofing techniques. Combining these
strategies makes it possible to effectively manage and control noise levels, creating a more peaceful and comfortable environment for residents and visitors.

Declarations
Acknowledgments: This research originated as part of a Ph.D. work for the first author at the Faculty of Engineering, Tanta University, Egypt. The authors
extremely thank the reviewers for their hard work in improving this research.

Authors Contributions: R. A. Alaldin; preparation, formal analysis, field monitoring, and writing. H. S. Seddiq; review and editing. W. A. Nour; supervision. B.
Elboshy; methodology, software, review, and editing.

Availability of data and material: Providing the data for this research and case study According to the Ministry of the Environment regulations and the
Egyptian code for acoustic work and noise control. All data is available through research and authors.

Funding: This research didn`t receive any external funding.

Competing Interests: The authors declare that there are no competing interests regarding the publication of this paper

Ethics approval and consent to participate: The research is not applicable. The research does not involve the participation of individuals from the community,
but on field monitoring of the traffic for case study.

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Figures

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Figure 1

Research methodology for monitoring and reducing factors affecting traffic noise

Figure 2

Factors influencing traffic noise

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Figure 3

Illustration of traffic types

Figure 4

The location of the case study

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Figure 5

Traffic Status in El-Tahrir Street Afternoon and Evening

Figure 6

The building shapes on both sides of the road

Figure 7

Average Noise (LAeq) for all Measurement points in Tahrir St.

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Figure 8

Average Noise (LAeq) for the day periods in Tahrir St.

Figure 9

The SPL chart for measurement points in the morning.

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Figure 10

The SPL Chart for measurement points in the afternoon.

Figure 11

The SPL Chart for measurement points in the evening.

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Figure 12

Correlation matrix between Noise level (LAeq) and variables

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Figure 13

The correlations between traffic characteristics factors and LAeq.

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Figure 14

The correlations between surrounding urban and building characteristics factors and LAeq.

Figure 15

The correlations between weather condition factors and LAeq.

Supplementary Files
This is a list of supplementary files associated with this preprint. Click to download.

AppendixA.docx

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