Vous êtes sur la page 1sur 20

Contents

1.0 INTRODUCTION ................................................................................................................................. 2


2.0 OBJECTIVE ......................................................................................................................................... 2
3.0 PROCEDURE ...................................................................................................................................... 2
4.0 DATA AND ANALYSIS ......................................................................................................................... 4
5.0 DISCUSSION..................................................................................................................................... 15
6.0 CONLUSION ..................................................................................................................................... 17
7.0 SAFETY AND HEALTH ....................................................................................................................... 18
8.0 REFERENCES .................................................................................................................................... 20

1
1.0 INTRODUCTION

Traffic noise study are the most commonly used to indicate the traffic performance. 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
noise is probably the most significant of the environmental noise sources. Traffic noise
consists of vehicular engine noise and tire noise from contact with the 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. Amplitude is the energy level or loudness of a sound
wave, expressed in units called decibels (dB). Traffic noise can vary 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 weightage
(dB(A)).

2.0 OBJECTIVE

To determine the traffic noise level at L10.

3.0 PROCEDURE

To determine the traffic noise level at L10.

I. Based on manuals specifications, the recorder has been positioned and set for the
purpose of measuring road traffic noise.
II. The sound level meter was set up to Fast mode for time response and A for Frequency
Weighting. The sound level meter was set to fast mode because Fast mode for the

2
sound source consists of short bursts or for capturing only sound peak. Then, A
weighting for averaged, flat response sound level readings.
III. The desired range 30-130dB was selected manually and enable the Autorange
function.
IV. The instrument has been held comfortably in hand. The microphone has been point
towards the noise source and the sound pressure level will be displayed on the meter
LCD display.
V. MAX (maximum hold) mode was selected by pressing the MAX key, the instrument
captures and holds the maximum noise level reading on the display. The MAX key
was press again to clear the MAX reading.
VI. The sample was taken for 30 minutes using table and analyse to determine the
estimated L10 value.
VII. After finish collect the data, instrument turn to OFF mode and battery removed.

3
4.0 DATA AND ANALYSIS

LOCATION : INFRONT KOLEJ MELATI

TIME : 8:30 AM

WEATHER : NORMAL

DAY : TUESDAY

DATE : 2/10/2017

RANGE : 30-130 dB

TIME INTERVAL
NO TIME VALUE A/C OVER/UNDER
(SEC)
1 8:30 AM 30 62.9 A IN RANGE
2 8:31 AM 60 63.1 A IN RANGE
3 8:31 AM 90 67.0 A IN RANGE
4 8:32 AM 120 66.4 A IN RANGE
5 8:32 AM 150 64.3 A IN RANGE
6 8:33 AM 180 72.8 A IN RANGE
7 8:33 AM 210 71.4 A IN RANGE
8 8:34 AM 240 67.6 A IN RANGE
9 8:34 AM 270 73.7 A IN RANGE
10 8:35 AM 300 64.8 A IN RANGE
11 8:35 AM 330 65.4 A IN RANGE
12 8:36 AM 360 64.8 A IN RANGE
13 8:36 AM 390 65.4 A IN RANGE
14 8:37 AM 420 54.5 A IN RANGE
15 8:37 AM 450 62.8 A IN RANGE
16 8:38 AM 480 66.1 A IN RANGE
17 8:38 AM 510 56.1 A IN RANGE
18 8:39 AM 540 66.6 A IN RANGE

4
19 8:39 AM 570 70.3 A IN RANGE
20 8:40 AM 600 59.3 A IN RANGE
21 8:40 AM 630 60.2 A IN RANGE
22 8:41 AM 660 60.9 A IN RANGE
23 8:41 AM 690 62.1 A IN RANGE
24 8:42 AM 720 65.7 A IN RANGE
25 8:42 AM 750 59.9 A IN RANGE
26 8:43 AM 780 61.9 A IN RANGE
27 8:43 AM 810 67.1 A IN RANGE
28 8:44 AM 840 62.8 A IN RANGE
29 8:44 AM 870 68.1 A IN RANGE
30 8:45 AM 900 69.5 A IN RANGE
31 8:45 AM 930 70.9 A IN RANGE
32 8:46 AM 960 64.8 A IN RANGE
33 8:46 AM 990 64.8 A IN RANGE
34 8:47 AM 1020 61.8 A IN RANGE
35 8:47 AM 1050 68.4 A IN RANGE
36 8:48 AM 1080 62.4 A IN RANGE
37 8:48 AM 1110 71.9 A IN RANGE
38 8:49 AM 1140 59.2 A IN RANGE
39 8:49 AM 1170 65.4 A IN RANGE
40 8:50 AM 1200 59.3 A IN RANGE
41 8:50 AM 1230 60.8 A IN RANGE
42 8:51 AM 1260 65.4 A IN RANGE
43 8:51 AM 1290 60.2 A IN RANGE
44 8:52 AM 1320 61.4 A IN RANGE
45 8:52 AM 1350 75.7 A IN RANGE
46 8:53 AM 1380 62.4 A IN RANGE
47 8:53 AM 1410 65.3 A IN RANGE
48 8:54 AM 1440 58.4 A IN RANGE
49 8:54 AM 1470 60.1 A IN RANGE
50 8:55 AM 1500 75.0 A IN RANGE

5
51 8:55 AM 1530 62.1 A IN RANGE
52 8:56 AM 1560 61.5 A IN RANGE
53 8:56 AM 1590 67.7 A IN RANGE
54 8:57 AM 1620 61.6 A IN RANGE
55 8:57 AM 1650 64.2 A IN RANGE
56 8:58 AM 1680 62.7 A IN RANGE
57 8:58 AM 1710 65.4 A IN RANGE
58 8:59 AM 1740 72.9 A IN RANGE
59 8:59 AM 1770 61.5 A IN RANGE
60 9:00 AM 1800 67.0 A IN RANGE

6
LOCATION

7
NOISE CUMULATIVE
MID POINT, FREQUENCY, % OF
GROUP FREQUENCY FXV ( ) ( )
V F FREQUENCY
(dBA) (%)
45 49.9 47.45 0

50 54.9 52.45 1 1.67 1.67 52.45 156.25 156.25

55 59.9 57.45 6 10 11.67 344.7 56.25 337.5

60 64.9 62.45 26 43.33 55.00 1623.7 6.25 162.5

65 69.9 67.45 18 30 85.00 1214.1 6.25 112.5

70 74.9 72.45 7 11.67 96.67 507.15 56.25 393.75

75 79.9 77.45 2 3.33 100.00 154.9 156.25 312.5

80 84.9 82.45 0 0 0 0

TOTAL 60 - - 3897 - 1475

Where:
FV 3897
u= = = 64.95 dBA
N 60

8
GRAPH OF NOISE LEVEL (Dba) VERSUS TIME (SEC)

80

75

70
Noise Level (dBA)

65

60

55

50
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Time (sec)

9
GRAPH OF FREQUENCY VERSUS NOISE GROUP (dBA)

30

25

20
Frequency

15

10

0
50 54.9 55 59.9 60 64.9 65 69.9 70 74.9 75 79.9
Noise Level (dBA)

10
GRAPH OF PERCENTAGE OF FREQUENCY (%) VERSUS MID POINT, V

50

45

40

35
Percentage of Frequency (%)

30

25

20

15

10

0
40 45 50 55 60 65 70 75 80 85
Mid Point, V

11
GRAPH OF CUMULATIVE FREQUENCY VERSUS MID POINT, V

120

100

80
Cumulative Frequency (%)

60

40

20

0
50 55 60 65 70 75 80
Mid Point, V

12
Arithmetic, Noise Level

FV 3897
u= = = 64.95 dBA
N 60

Median Noise Level

N
fL
L = L + (2 )C
fM

60
7
L = 60 + ( 2 ) 4.9
26

L = 64.33 dBA

Percentile Noise Level

10 = 68.5 dBA

*where 10 , is the noise level that is exceeded 10% of the specific time

Percentile Noise Level

90 = 57.3 dBA

*where 10 , is the noise level that is exceeded 90% of the specific time

Modal

From the graph of percentage of frequency (%) versus midpoint, the value of modal is 63
dBA.

Mode/Pace

13
From the graph of frequency versus noise group (dBA), the mode value is 60-64.9 dBA with
frequency of 26.

Standard Deviation

F (V U)2
S=
N1

1475
S=
60 1

S = 5 dBA

14
5.0 DISCUSSION

Traffic noise, defined as undesirable annoyances related to the rapid growth of towns,
cities and population, has been recognized as a serious threat to the quality-of-life in most
industrialized nations. The basic form of noise pollution is mainly generate from the
transportation sources such as motorcycle, cars, lorries and other form of transportation. The
sound that produce from this transportation can promote sound pollution and discomfort
related to the continuous noise exposure may create an unpleasant condition, and hinder the
hospitality on the point duty officers, toll plaza employees, and residential communities of
the surrounding area.

From the experiment and practical activities that have been performed, it shows that
the location of the experiment which is in front of Engineering Complex in UiTM Shah
Alam, the highest noise level measured during the 30 minutes period was between 70-74.9
dba and the lowest noise level was between 50-54.9. The average sound level recorded was
64.95 dba. The 10 recorded was 68.5

WHO noice level standard

From the referring standard by World Health Organization, it shows that the location of the
experiment was exceeded the range of allowable noise level since Malaysia should have
lower than 65 dbA at daytime and 60 dbA at night time noise level. But it can be seen that the

15
noise level recorded during the experiment is nearly overcome the standard which proof that
high volume of transportation plus site construction area are the main contribute to the high
level of noises.

World Health Organization pyramid of health effects of noise

If the noise level stay like the result obtain, it might promotes noise pollution and affect
human that stay around the area. As can be seen in the World Health Organization pyramid of
health by effect of noise, human around the area can be affected by start feeling discomfort at
the early stage and can be infected with many kind of disease such as insomnia, high blood
pressure and more. Environment Impact Assesment should be performed before starting new
construction project including road and transportation service. This for the project that finish
will not affect the consumers in the future.

16
6.0 CONLUSION

From the experiment, the objective of the experiment which is to determine the traffic
noise level at L10, which is useful in decision making. The location we used to conduct this
experiment is at the free flow road near the parking area of Kolej Melati, UiTM Shah Alam
and Engine Square, UiTM Shah Alam.

The total number of sample that we collected is 60 vehicles. We have conducted this
experiment by using stopwatch and Integrating Sound Level Meter. The experiment has been
conducted for 30 minutes from 8.30am-9.00am.

From the data obtained, we can analyse the arithmetic mean which is 64.95 dBA.
Then, we calculated the median group, therefore the median noise level is located between
the ranges of 60 64.9 dBA. Besides that, by using the formulae, we had calculate the
median noise level which is 64.33 dBA. Based on the data obtained, the percentile noise level
for 10% and 90% of specific time is 57.3 dBA and 68.5 dBA repectively. Meanwhile, for
modal noise level obtained from the graph of percentage of frequency (%) versus midpoint is
63 dBA. From the graph of frequency versus noise group, the mode/pace value is 60-69.4
dBA. By using the formula, the standard deviation calculated is 5 dBA.

In conclusion, the objective of the experiment is achieved. Every experiment might


have some errors that occurred and reduce the accuracy of the data obtained from the
experiment that has been conducted.

17
7.0 SAFETY AND HEALTH

All students must take reasonable care of their own health and safety of others.

a) Students should make proper use of all safety devices and personal protective
equipment.

b) Seek information about the laboratory that will be conduct. Read and understand the
procedure of the laboratory.
c) Wear shoes that fully cover the feet. Students with inappropriate foot wear will not be
allowed to conduct the laboratory.
d) Wear appropriate cloth to avoid hazards. Traffic laboratory will be conduct and road
area and to avoid any accidents, student must wear safety vest so that the road users
will be alert about student presence.

18
e) Handle the tools that were used carefully to avoid mishandling of the equipments.

19
8.0 REFERENCES

Davis ML, Cornwell DA (2008). Introduction to environmental engineering, McGraw-Hill


International.

El-Fadel M, Baaj SMH, Saliby E (2002). Parametric sensitivity analysis of noise impact of
multi-highways in urban areas. Journal of Environmental Impact Assessment Review.

Highway and Planning Unit (HPU) (1994). Traffic study for Malaysia.

Filho JMA, Lenzi A, Zannin PHT (2004). Effects of traffic composition on road noise.
Journal of Transportation Research Part D: Transport and Environment.

20