Assessment of the Additive Impact of Transport Flows on the

Acoustic Environment of Residential Areas

Oleg Rashitovich Ilyasov

, Sergio Luzzi

2,3

, Natalia Borisovna Chetkova

Olga Aleksandrovna Sherstyuchenko

and Miraziz Mirkadirovich Talipov

Ural State University of Railway Transport, Yekaterinburg, Russian Federation

University of Florence, Florence, Italy

Vie En.Ro.Se. Ingegneria Company, Florence, Italy

Tashkent State Transport University, Tashkent, Uzbekistan

Keywords: Acoustic environment, traffic flow, residential areas.

Abstract: Based on the analysis of measurements of noise levels generated by railway, tram and motor traffic flows,

an assessment and development of methods for reducing the noise additive effect of traffic flows on

residential area is given.

1 INTRODUCTION

1.1 Relevance of the Research Topic

Due to the urbanization of the area and the

simultaneous increase in traffic in the urban

infrastructure, more and more people are feeling the

negative effects of noise of varying intensity.

Noise, whose influence on people continues to

increase in conditions of dense development, is

considered to be particularly significant of the

physical factors affecting the human environment.

The share of noise measurements in residential

buildings that do not comply with sanitary standards

in 2019 was 13.4% (in 2018 – 19.8%, in 2017 –

19.2%, in 2016 – 16.6%). The main source of noise

in populated areas is still traffic. (Federal Service for

Supervision of Consumer Rights Protection and

Human Well-Being. 2020)

In 2019, 28 thousand complaints were recorded

about the negative impact of physical factors, of

which 3.8% accounted for the Sverdlovsk region.

The share of the acoustic factor continues to be

overwhelming from year to year – Figure 1. (Federal

Service for Supervision of Consumer Rights

Protection and Human Well-Being. 2020)

Over the past five years, the increased noise load

in the structure of complaints of the population has

increased by more than 8% (Sherstyuchenko, 2015).

In the largest cities, up to 60% of residents are under

the influence of acoustic discomfort, since noise

protection measures in the conditions of the current

development are quite expensive and technically

complex (Bershadsky, 2012).

Figure 1: Structure of complaints of the population related to the influence of physical factors in 2019, %.

Ilyasov, O., Luzzi, S., Chetkova, N., Sherstyuchenko, O. and Talipov, M.

Assessment of the Additive Impact of Transport Flows on the Acoustic Environment of Residential Areas.

DOI: 10.5220/0011577300003527

In Proceedings of the 1st International Scientiﬁc and Practical Conference on Transport: Logistics, Construction, Maintenance, Management (TLC2M 2022), pages 45-49

ISBN: 978-989-758-606-4

 2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)

Living along urban highways entails an increase

in the overall incidence (Vasiliev, 2004). New data

show that every year in Europe, at least 1 million

years of a healthy lifestyle are lost due to noise

coming from just one street traffic (World Health

Organization, 2014).

According to AUTOSTAT (Autostat,

https://www.autostat.ru) Yekaterinburg occupies one

of the leading places in Russia in terms of car

availability for 2019. On average, there are 315 cars

per one thousand inhabitants, which entails an

increase in traffic intensity, traffic density and, as a

result, an increase in acoustic pollution of the city.

Even with the level of motorization of 300 units, the

equivalent sound level calculated for one of the

microdistricts of Yekaterinburg (Zarechny) is more

than 70 dB, which significantly exceeds the standard

value (Sherstyuchenko, 2015).

The highest noise levels are determined on urban

highways in the area of their intersections, which

affects the formation of the acoustic environment of

the nearby area, especially in conditions of dense

development.

The general acoustic background of the city is

formed not only by road transport and trams, but

also by railway tracks, often passing directly through

the city, without observing the necessary boundaries

of sanitary protection zones. This is clearly

illustrated by measurements carried out along

Cherepanova Street (Zarechny microdistrict)

(Lachimova, 2014; Lachimova, 2013), where noise

from railway and automobile transport was taken

into account.

Despite a fairly large number of studies

conducted on the problem of assessing and reducing

noise pollution in cities, we can say that most of

them considered one type of transport: motor

transport, rail, aviation or others. Little attention has

been paid to the study of additive effects from

different modes of transport, so it is quite relevant.

The purpose of the study is to evaluate and

develop methods for reducing the noise additive

effect of traffic flows on residential territory. To

achieve this goal, it was necessary to solve the

following tasks:

1. Near the Pervomayskaya station in

Yekaterinburg, measure the noise levels

generated by railway, tram and motor traffic.

2. Assess the additive effects of all traffic flows.

3. Develop recommendations to reduce the level

of noise pollution of the urban environment.

The object of the study is traffic flows moving in

the conditions of the existing infrastructure of the

city.

The subject of the study is the additive noise

effect from all traffic flows.

Scientific novelty:

1. An assessment of the impact of traffic noise

on the residential area was carried out.

2. The dependences of the noise level change

on the distance from the source are obtained.

3. Noise level studies have been carried out

depending on the type of traffic noise.

4. An assessment of the additive effect of

transport noise has been carried out.

The theoretical and practical significance of the

work lies in the fact that on the basis of noise load

measurements, the values of noise levels in the area

of Pervomayskaya station were obtained, measures

were also developed to reduce the transport noise

load on the residential territory.

The reliability and validity of the results obtained

is ensured by the theoretical validity, the logic of the

study, the use of fundamental works on the study of

noise load in residential areas.

2 MATERIALS AND METHODS

The research methods were based on the assessment

of the noise load of the existing traffic flows in the

residential area.

The study uses materials presented in scientific

publications on the problem of the negative impact

of the acoustic environment from the traffic flow on

residential areas. The following sources served as

research materials:

− scientific developments of scientists presented

in books and articles;

− the author's own experience in the

development of load assessment of acoustic

systems;

− empirical methods;

− theoretical methods.

Own observations: measurements of the noise

level in the urban environment (63 measurements).

Used materials and research methods:

− A satellite image of the city was used to

compile a map of the road and street network

that characterizes the degree of noise load on

the population living or located near the

Lenin-Vostochnaya transport hub.

− Comparison of experimental indicators of

noise levels with the maximum permissible

values at workplaces and in residential areas

was carried out in accordance with SanPiN

1.2.3685-21 "Hygienic standards and

TLC2M 2022 - INTERNATIONAL SCIENTIFIC AND PRACTICAL CONFERENCE TLC2M TRANSPORT: LOGISTICS,

CONSTRUCTION, MAINTENANCE, MANAGEMENT

requirements for ensuring safety and (or)

harmlessness of environmental factors for

humans".

3 RESEARCH METHODS

Measurements of the noise generated by traffic

flows on city streets were carried out according to

GOST 20444-2014 "Noise. Traffic flows. Methods

for determining the noise characteristic".

The noise characteristic of traffic flows is the

equivalent sound level, dBA.

Measurements of sound characteristics were

made in accordance with the basic requirements

prescribed by regulatory documents for the

definition of traffic noise: the microphone was

located in a cramped building environment no closer

than 1 m from the walls of buildings, solid fences, as

well as other buildings or relief components that

reflect the sound.

4 RESULTS AND DISCUSSION

Studies were conducted on the propagation of traffic

noise at the Pervomayskaya railway station in

Yekaterinburg. The noise measuring instrument was

a Class 1 noise meter and an Octave-101A spectrum

analyzer. It is intended for field and laboratory

professional measurements of sound and infrasound,

mainly for sanitary and epidemiological studies,

occupational safety and conformity assessment. It

has a single measurement mode. Measurements of

all sound pressure parameters, both in the audible

and infrasound ranges, are carried out

simultaneously.

Field observations of noise levels were carried

out in dry, windless weather on a weekday. In the

morning – in the interval from 8 to 9 o'clock, at

lunch – from 12 to 13 o'clock, in the evening – from

17 to 18 o'clock.

The acoustic situation on the roads and streets in

different parts of the city of Yekaterinburg varies. It

is obvious that the Lenin-Vostochnaya transport hub

is experiencing a lot of noise pressure. After all, it

combines several sources of traffic noise:

− passenger vehicles,

− trams,

− railway transport,

− cargo vehicles,

− public transport (the Vostochnaya bus station

is located nearby).

It was necessary to obtain acoustic characteristics

and evaluate them in accordance with sanitary

standards.

Automobile, railway and tram tracks run in close

proximity to residential buildings, therefore,

residents of nearby buildings are exposed to the

greatest negative noise impact.

Figure 4: Map of measurement points.

Assessment of the Additive Impact of Transport Flows on the Acoustic Environment of Residential Areas

The noise level for residential areas according to

SanPiN 1.2.3685-21 in the daytime is 55 dBA. The

normalized noise parameters in our case can be

taken 10 dBA higher.

Enclosing structures of railway tracks are mostly

absent in the area of Pervomayskaya station. Green

spaces are a natural barrier. Green spaces also act as

a natural barrier between the motorway and

residential buildings at the Lenin-Vostochnaya

intersection. Therefore, in our studies, 55 dBA is

taken as the hygienic noise standard.

For noise measurements, 7 points were selected

in the area of Pervomayskaya station – Figure 4.

Since measurements of equivalent noise levels at

the same points were carried out repeatedly, ranges

of average values of these characteristics were taken.

The total number of observation stations is 7. The

total number of measurements performed is 63.

The highest equivalent noise levels are noted in

the morning and evening at points 5 and 6. The

excess of the remote control at these points is 15.5-

21.9 dBA.

The quietest place was the territory near the

Polytechnic College. The highest maximum sound

level was recorded at point 5 in the evening – 82.5

dB.

As we can see from the measurement results, the

highest noise levels are observed at points 3, 5, 6

throughout the day. At points 3 and 5, this is due to

the proximity of three types of transport highways at

once – railway, tram and motor transport. In

addition, there are no noise-proof structures and a

sanitary gap zone at these points. Point 6 is located

in the immediate vicinity of the Vostochnaya bus

station, which is also not separated from residential

development.

According to the results of the study, moving

away from the transport hub, the noise load levels

decrease proportionally – points 1, 2, 7. Houses 83

and 81 on Lenin Street (points 1 and 2) are separated

from tram tracks and highways by green spaces,

which reduces the noise load on the residents of

these houses. The Polytechnic College (point 7) is

also separated from the railway track and the

highway by green spaces.

If we consider the dependence of noise levels on

the time of day, we will not see an unambiguous

pattern, but we can notice that peak values occur in

the morning and evening hours, corresponding to the

greatest traffic congestion in the city.

High levels of noise pollution in the considered

transport hub of the city of Yekaterinburg appear

due to several factors.

Firstly, the absence of noise barriers along the

transport highway along Vostochnaya Street.

Secondly, a large number of freight vehicles

moving along Vostochnaya Street, which at the

same time overcome the transverse tram tracks

Graph 1: Average equivalent sound level depending on the measurement station and time of day.

TLC2M 2022 - INTERNATIONAL SCIENTIFIC AND PRACTICAL CONFERENCE TLC2M TRANSPORT: LOGISTICS,

CONSTRUCTION, MAINTENANCE, MANAGEMENT

passing along Lenin Street.

Thirdly, the noise from the brake pads of trains

stopping at Pervomayskaya station and from freight

trains in transit.

Fourth, the noise from the movement of trams.

On some sections of the trackbed, trams provoke

much more noise than on others.

Fifth, the noise from public vehicles at the

Vostochnaya bus station. Many buses create a high

noise load due to their already long service life.

5 CONCLUSIONS

According to the results of the conducted research,

we get that in the area of the Lenin-Vostochnaya

transport hub, the noise load on the population

exceeds the standards throughout the day. With

regular exposure to noise above 55 dB, a person has

an increased risk of chronic disorders of

physiological functions, which can subsequently

lead to diseases. The prolonged effect of increased

noise levels on the human body can lead to an

increase in blood pressure or disruption of the

cardiovascular system. Elderly people and children

are at risk.

High noise levels in the area of Pervomayskaya

station are due to a number of reasons:

1. Partial absence of noise screens along railway

tracks;

2. High intensity of traffic flow in the area of the

transport hub:

− tram line along Lenin Street;

− railway tracks on the second level along

Vostochnaya Street;

− the movement of passenger vehicles along

Lenin and Vostochnaya streets;

− the movement of freight transport on

Vostochnaya Street;

− movement of public vehicles along Lenin and

Vostochnaya streets;

− increased public transport traffic near the

Vostochnaya bus station.

3. A small number of green spaces for noise

screening at the Lenin-Vostochnaya

intersection.

The practical results obtained during the study

can be used in the organization of environmental

monitoring of noise load in the city of

Yekaterinburg.

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Vasiliev, A. V., 2004. Reducing the noise of traffic flows

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http://www.euro.who.int/__data/assets/pdf_file/0019/2

46322/E92845r.pdf?ua=1.

Autostat – Analytical agency: website.

https://www.autostat.ru/press-releases/46332/.

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Assessment of the Additive Impact of Transport Flows on the Acoustic Environment of Residential Areas