Traffic Noise From Highways

Published Date: 02 Nov 2017

With specialization in

ENVIRONMENTAL ENGINEERING

By

DEVENDRA NATH PANDEY

(Roll No. 6004206006)

Under the Guidance of

Dr. GOVIND PANDEY

Associate Professor

DEPARTMENT OF CIVIL ENGINEERING

MADAN MOHAN MALAVIYA ENGINEERING COLLEGE, GORAKHPUR – 273010 (U. P.)

(An Autonomous College of G. B. Technical University, Lucknow)

December, 2012

MADAN MOHAN MALAVIYA ENGINEERING

COLLEGE, GORAKHPUR

2010 - 2012

CERTIFICATE

I, hereby, certify that the work which is being presented in the dissertation entitled "Traffic Noise Assessment in a Highway Corridor on National Highway - 29" by Devendra Nath Pandey in partial fulfillment of the requirements for the award of the degree of Master of Technology in Civil Engineering with specialization in Environmental Engineering at Madan Mohan Malaviya Engineering College, Gorakhpur – 273 010 (Uttar Pradesh), India (An Autonomous College of Gautam Buddh Technical University, Lucknow), is an authentic record of my own work carried out during the period from September, 2011 to December, 2012 under the supervision of Dr. Govind Pandey, Associate Professor, Department of Civil Engineering, Madan Mohan Malaviya Engineering College, Gorakhpur. The matter presented in this dissertation has not been submitted for the award of any other degree of this or any other University.

Date: (Devendra Nath Pandey)

This is to certify that the above statement made by the candidate is correct to the best of our knowledge and belief.

Date: (Dr. Govind Pandey)

------------------------------------------------------------------------------------------------------------------------------------

The Dissertation viva-voce examination of Devendra Nath Pandey, M. Tech. student has been held on ……........

Signature of Supervisor (s) Signature of H.O.D Signature of External Examiner

ACKNOWLEDGEMENT

It gives me a great pleasure to acknowledge with a deep sense and appreciation to all those who have extended their kind co-operation and support.

I would like to thank God, who blessed me with the patience & perseverance to complete this project. It would not have been possible without the collective guidance, cooperation and assistance of many persons, whom and had the privilege to associate with at different stages of the work.

First and foremost, my humble gratitude to my supervisors, Dr. Govind Pandey, Associate Professor, Department of Civil Engineering, M.M.M. Engineering College, Gorakhpur whose help and support, complete invaluable guidance, suggestion and encouragement and critical analysis of my result led me to complete this project training and all care during my dissertation period.

I also extent my deep sense of gratitude toward the Shri. R. D. Patel Associate Professor & Head for their kind initiative in availing me the opportunity to carry out my work at National Highway-29, and my since thanks to Prof. J. B. Singh (emeritus), Dr. R. K. Shukla, Dr. Arun Kumar Mishra, Associate Professor and other faculty members of Department of Civil Engineering, M.M.M. Engineering College, Gorakhpur for their co-operation.

I one special thanks to Dr. R. K. Shukla, and Dr. B .K. Pandey, Associate Professor M.M.M. Engineering College, Gorakhpur, whose healthy suggestion generated new ideas for which I show my deep thanks to them.

I am thankful to, my wife Smt. Chandrashwary Pandey, sisters: Km. Meena Pandey and Km. Rama Pandey, Brother: Dheeraj Pandey and my lovely children Mst. Anant Pandey (Ambuj) and Km. Amrita Pandey (Anni) for their

immense encouragement, without which the thesis would not have been possible in the present form.

Special thanks are due to my Mama: Shri. Rajendra Prasad Upadhyay, Senior: Er. Satyendra Nath Yadav and my Friends: Nityanand Pandey, Shailendra Pandey, and Vishal Srivastava for sharing their thoughts and also providing me a conducive environment for the study.

Last, but not least, I thank my Father: Shri. Jitendra Kumar Pandey and my Mother: Smt. Nirmala Pandey and one for educating me, for unconditional support and encouragement to pursue my interests, for listening to my complaints. and for believing in me. At last, I hope that my research should always be useful and serve good purposes for all humankind.

(Devendra Nath Pandey)

CONTENTS

ABSTRACT

LIST OF FIGURES

LIST OF TABLES

NOMENCLATURE

CHAPTER 1: INTRODUCTION 1-3

General 1

Growth of roadways in India 1

Need and importance of the work 2

Objectives of the work 2

Work plan 3

Organization of dissertation 3

CHAPTER 2: LITERATURE REVIEW 4-22

2.1 General 4

2.2 Traffic noise generation 4

2.3 Traffic noise sources 5

2.4 Traffic noise propagation 6

2.5 Relation of noise with traffic volume and speed 6

2.6 Factors affecting road traffic noise 8

2.6.1 Types of vehicles 8

2.6.2 The road surfaces 8

2.6.3 Distance to observer 8

2.7 Causes of traffic noise 8

2.8 Characteristics of sound 9

2.9 Sound propagation 9

2.9.1 Atmospheric effects 10

2.9.2 Surface effects 10

2.10 Noise Standards 10

2.10.1 Indian standards 10

2.10.2 International Standards 12

2.11 Noise control measures on highways 13

2.11.1 Noise barrier 13

2.11.2 Speed control 13

2.11.3 Traffic management strategies 14

2.12 FHWA model 15 2.12.1 Reference mean emission levels 15

2.12.2 Traffic flow adjustment 15 2.12.3 Distance adjustment 16

2.12.4 Gradient adjustment 16

2.13 Advantages of FHWA model 16

2.14 Modification of FHWA model in Indian context 17

2.14.1 The reference energy mean emission level (Lo) 17

2.14.2 Volume and speed correction 17 2.14.3 Distance correction 18

12.14.4 Calculation of equivalent noise level 18

2.15 International efforts regarding traffic noise pollution 19

2.16 Efforts made in India 20

CHAPTER 3: FIELD STUDY, METHODOLOGY

AND DATA COLLECTION 23-61

3.1 General 23

3.2 Selection of sampling locations 24 3.2.1 Nausarh sampling station 25

3.2.2Baghagada sampling station 25

3.2.3Kakarakhor sampling station 25

3.2.4 Mahabir Chhapra sampling station 25

3.2.5 Dawarpar sampling station 25

3.2.6 Belipar sampling station 25

3.2.7 Kasihar sampling station 25

3.2.8 Kauriram sampling station 26

3.3 Schedule of data collection 26

3.4 Materials 26

3.4.1 Sound level meter 26

3.5Methodology of noise and traffic data collection 28

3.5.1 Measurement of ambient noise level 28

3.5.2 Traffic volume 28

3.5.2 Spot speed measurement 28

CHAPTER:4 ANALYSIS OF DATA, RESULTS AND DISCUSSION 62-89

4.1 General 62

4.2 Calculation of observed hourly equivalent noise levels 62

4.3 Calculation of predicted hourly equivalent noise levels 63

4.4 Results and discussion 88

CHAPTER 5: RECOMMENDATIONS AND CONCLUSION 90

REFERENCES AND BIBLIOGRAPHY 91

APPENDIX-A 96

APPENDIX- B 98

APPENDIX –C 99

APPENDIX –D 101

LIST OF FIGURES

Figure 2.1: Traffic noise generation from a line source 5

Figure 2.2: Propagation of sound 10

Figure 3.1: National Highway No. 29 24

Figure 3.2: Sound level meter ‘Bruel and Kjaer’ model (2232) 27

Figure 4.1: Obs. vs Pred. Noise levels at Nausarh (Nausarh to Kauriram)

Date : 11-07-2012 79

Figure 4.2: Obs. vs Pred. Noise level at Nausarh (Kauriram to Nausarh)

Date: 19-07-2012 79

Figure 4.3: Obs. vs Pred. Noise level at Baghagada (Nausarh to Kauriram)

Date: 12-07-2012 80

Figure 4.4: Obs. Vs Pred. Noise level at Baghagada (Kauriram to Nausarh)

Date: 20-07-2012 80

Figure 4.5: Obs. vs Pred. Noise level at Kakarakhor (Nausarh to Kauriram)

Date: 13-07-2012 81

Figure 4.6: Obs. vs Pred. Noise level at Kakarakhor (Kauriram to Nausarh)

Date: 21-07-2012 81

Figure 4.7: Obs. vs Pred. Noise level at Mahabir Chhapra (Nausarh to Kauriram)

Date: 14-07-2012 82

Figure 4.8: Obs. vs Pred. Noise level at Mahabir Chhapra (Kauriram to Nausarh)

Date: 22-07-2012 82

Figure 4.9: Obs. vs Pred. Noise level at Dawarpar (Nausarh to Kauriram)

Date: 15-07-2012 83

Figure 4.10: Obs. vs Pred. Noise level at Dawarpar (Kauriram to Nausarh)

Date: 23-07-2012 83

Figure 4.11: Obs. vs Pred. Noise level at Belipar (Nausarh to Kauriram)

Date: 16-07-2012 84

Figure 4.12: Obs. vs Pred. Noise level at Belipar (Kauriram to Nausarh)

Date: 24-07-2012 84

Figure 4.13: Obs. vs Pred. Noise level at Kasihar (Nausarh to Kauriram)

Date: 17-07-2012 85

Figure 4.14: Obs. vs Pred. Noise level at Kasihar (Kauriram to Nausarh)

Date: 25-07-2012 85

Figure 4.15: Obs. vs Pred. Noise level at Kauriram (Nausarh to Kauriram)

Date: 18-07-2012 86

Figure 4.16: Obs. vs Pred. Noise level at Kauriram (Kauriram to Nausarh)

Date: 26-07-2012 86

Figure 4.17 Agreement diagram between observed and predicted noise levels, dB (A) 87

LIST OF TABLES

Table 2.1: Relationship between noise level and speed of vehicles 7

Table 2.2: Ambient Air Quality Standards in respect of noise 11

Table 2.3: Noise standards of CMVR Measured @ 15.2 metres 11

Table 2.4: Environment Protection Agency – EPA – Noise Standards 12

Table 2.5: FHWA Noise Standards 13

Table 2.6: Land Cover coefficient 18

Table 3.1: Schedule of noise level measurement 26

Table 3.2: Noise level [dB (A)] recorded at Nausarh sampling station 29

Table 3.3: Noise level [dB (A)] recorded at Baghagada sampling station 30

Table 3.4: Noise level [dB (A)] recorded at Kakarakhor sampling Station 31

Table 3.5: Noise level [dB (A)] recorded at Mahabir Chhapra sampling station 32

Table 3.6: Noise level [dB (A)] recorded at Dawarpar sampling station 33

Table 3.7: Noise level [dB (A)] recorded at Belipar sampling station 34

Table 3.8: Noise level [dB (A)] recorded at Kasihar sampling station 35

Table 3.9: Noise level [dB (A)] recorded at Kauriram sampling station 36

Table 3.10: Noise level [dB (A)] recorded at Nausarh sampling station 37

Table 3.11: Noise level [dB (A)] recorded at Baghagada sampling station 38

Table 3.12: Noise level [dB (A)] recorded at Kakarakhor sampling station 39

Table 3.13: Noise level [dB (A)] recorded at Mahabir Chhapra sampling station 40

Table 3.14: Noise level [dB (A)] recorded at Dawarpar sampling station 41

Table 3.15: Noise level [dB (A)] recorded at Belipar sampling station 42

Table 3.16: Noise level [dB (A)] recorded at Kasihar sampling station 43

Table 3.17: Noise level [dB (A)] recorded at Kauriram sampling station 44

Table 3.18: Traffic volume and spot speed at Nausarh sampling station (11-07-2012)

Direction: (Nausarh to Kauriram) 45

Table 3.19: Traffic volume and spot speed at Nausarh sampling station (19-07-2012)

Direction: (Kauriram to Nausarh) 46

Table 3.20: Traffic volume and spot speed at Baghagada sampling station (12-07-2012)

Direction: (Nausarh to Kauriram) 47

Table 3.21: Traffic volume and spot speed at Baghagada sampling station (20-07-2012)

Direction: (Kauriram to Nausarh) 48

Table 3.22: Traffic volume and spot speed at Kakarakhor sampling station (13-07-2012)

Direction: (Nausarh to Kauriram) 49

Table 3.23: Traffic volume and spot speed at Kakarakhor sampling station (21-07-2012)

Direction: (Kauriram to Nausarh) 50

Table 3.24: Traffic volume and spot speed at Mahabir Chhapra sampling station (14-07-12)

Direction: (Nausarh to Kauriram) 51

Table3.25: Traffic volume and spot speed at Mahabir Chhapra sampling station (22-07-12)

Direction: (Kauriram to Nausarh) 52

Table 3.26: Traffic volume and spot speed at Dawarpar sampling station (15-07-2012) Direction: (Nausarh to Kauriram) 53

Table 3.27: Traffic volume and spot speed at Dawarpar sampling station (23-07-2012) Direction: (Kauriram to Nausarh) 54

Table 3.28: Traffic volume and spot speed at Belipar sampling station (16-07-2012)

Direction: (Nausarh to Kauriram) 55

Table 3.29: Traffic volume and spot speed at Belipar sampling station (24-07-2012)

Direction: (Kauriram to Nausarh) 56

Table 3.30: Traffic volume and spot speed at Kasihar sampling station (17-07-2012)

Direction: (Nausarh to Kauriram) 57

Table 3.31: Traffic volume and spot speed at Kasihar sampling station (25-07-2012) Direction: (Kauriram to Nausarh) 58

Table 3.32: Traffic volume and spot speed at Kauriram sampling station (18-07-2012) Direction: (Nausarh to Kauriram) 59

Table 3.33: Traffic volume and spot speed at Kauriram sampling station (26-07-2012) Direction: (Kauriram to Nausarh) 60

Table 3.34: Individual vehicle noise emission equation 61

Table 4.1: Observed Houly Leq at different sampling stations 64

Table 4.2: Observed maximum and minimum noise levels 65

Table 4.3: Predicted Hourly Leq at different sampling stations 66

Table 4.4: Comparison of noise level at Nausarh sampling station (11/07/2012) 67

Table 4.5: Comparison of noise level at Nausarh sampling station (19/07/2012) 67

Table 4.6: Comparison of noise level at Baghagada sampling station (12/07/2012) 68

Table 4.7: Comparison of noise level at Baghagada sampling station (20/07/2012) 68

Table 4.8: Comparison of noise level at Kakarakhor sampling station (13/07/2012) 69

Table 4.9: Comparison of noise level at Kakarakhor sampling station (21/07/2012) 69

Table 4.10: Comparison of noise level at Mahabir Chhapra sampling station (14/07/12) 70

Table 4.11: Comparison of noise level at Mahabir Chhapra sampling station (22/07/12) 70

Table 4.12: Comparison of noise level at Dawarpar sampling station (15/07/2012) 71

Table 4.13: Comparison of noise level at Dawarpar sampling station (23/07/2012) 71

Table 4.14: Comparison of noise level at Belipar sampling station (16/07/2012) 72

Table 4.15: Comparison of noise level at Belipar sampling station (24/07/12) 72

Table 4.16: Comparison of noise level at Kasihar sampling station (17/07/2012) 73

Table 4.17: Comparison of noise level at Kasihar sampling station (25/07/2012) 73

Table 4.18: Comparison of noise level at Kauriram sampling station (18/07/2012) 74

Table 4.19: Comparison of noise level at Kauriram sampling station (26/07/2012) 74

Table 4.20: The average number of vehicles at Nausarh and Baghagada

sampling stations 75

Table 4.21: The average number of vehicles at Kakarakhor and Mahabir Chhapra

sampling stations 76

Table 4.22: The average number of vehicles at Dawarpar and Belipar

sampling stations 77

Table 4.23: The average number of vehicles at Kasihar and Kauriram

sampling stations 78

Table 4.24: Difference between maximum and acceptable noise levels at various

sampling stations 88

NOMENCLATURE

AD : Distance correction

As : Ground cover correction

Avs : Volume and speed correction

dB : Decibel

D : Distance of measurement

D0 : Reference distance

FHWA Federal Highway Administration

I : Intensity

LCV : Light commercial vehicle

LDN : Day night equivalent noise level

LD : Equivalent noise level for day time

LN : Equivalent noise level for night time

Leqi : Hourly noise equivalent noise level of each

vehicle type

Leq : Equivalent sound level

L0 : Reference mean emission level

L10 : The sound pressure level exceeded 10 percent of

the time

L50 : The sound pressure level exceeded 50 percent of

the time

L90 : The sound pressure level exceeded 90 percent of

the time

V : Volume

P0 : Reference sound pressure level

α : Ground cover coefficient

ABSTRACT

The traffic noise is considered to be a major problem in areas located around highway corridor. Traffic noise from highways creates problems for surrounding areas, especially when traffic volumes and speed are high. Vehicular traffic noise problem is contributed by various kinds of vehicles including heavy and medium vehicles, car, jeep and two wheelers.

In India, the transportation sector is growing rapidly and the number of vehicles on Indian roads is increasing at a very fast rate. This has lead to overcrowded roads and pollution. So, there is a need to develop a noise prediction model suitable for Indian conditions. The recognition of road traffic noise as one of the main sources of environmental pollution has led to develop models that enable us to predict noise level from fundamental variables.

The present work, the traffic noise along highway corridor between Nausarh and Kauriram on National Highway-29 passing near Gorakhpur city has been observed at eight sampling stations, namely, Nausarh, Baghagada, Kakarakhor, Mahabir Chhapra, Dawarpar, Belipar, Kasihar, and Kauriram.

While recording the noise data, traffic volume and speed of the vehicle have been measured on hourly basis with a 10 minute sample of noise taken in each hour. The noise levels have been measured with the help of sound level meter (Bruel and Kjaer, 2232) at 15 second interval for a 10 minute sample and are subsequently used to calculate energy equivalent noise levels (Leq).

The traffic noise prediction is done with the help of Federal Highway Administration Model (FHWA) using the traffic volume and speed recorded at different sampling stations. The percentage error between the observed and predicted values of energy equivalent noise levels is calculated and an agreement diagram between the observed and the predicted values is plotted. It is seen that the noise levels predicted by FHWA model lie within an error band of ±10% with reference to the observed noise levels. It is revealed that FHWA model can be used for the prediction of traffic noise in India with in a fair degree of accuracy. Evidently the outcome of the study is also useful in planning the noise control strategy through the regulation of traffic volume and speed in the areas where ambient noise levels exceed the standards.

CHAPTER – 1

INTRODUCTION

1.1 GENERAL

Traffic noise from highways creates problems for surrounding areas, especially, when traffic volume and speed are high. Vehicular traffic noise problem is contributed by various kinds of vehicles like heavy and medium trucks/buses, cars, jeeps and two wheelers. . In India, the transportation sector is growing rapidly and number of vehicles on Indian roads is increasing at a very fast rate.

Highway noise is the sum of the total noise produced at the observer point by all the moving vehicles on the highway. Vehicle noise is created by engine and exhaust system of vehicles, aerodynamic friction, interaction between the vehicle and road system, and by the interaction among vehicles. Thus the fundamental component is the noise produced by the individual vehicles, which depends on the vehicle type and mode of operation.

1.2 GROWTH OF ROADWAYS IN INDIA

The spectacular growth in the road transportation sector in India has been a key element in the economic development. In India, the National Highways are the primary long-distance roadways. Indian road network of 33 lakhs km. is second largest in the world. About 65% of freight and 80% passenger traffic is carried by the roads.

1.3 NEED AND IMPORTANCE OF THE WORK

The traffic noise of motor vehicles, in urban areas, may lead to the environmental problems which might affect adversely human health and might also lead to lower working efficiency and productivity. Therefore, the control of traffic noise has become a matter of major concern for communities trying to maintain a satisfactory environment in which they can live and work.

1.4 OBJECTIVES OF THE WORK

The objectives of this work include the following:

To measure the noise level along a highway corridor on N.H.-29 and to find out the maximum and minimum noise levels at different stations.

To predict the traffic noise with the help of traffic volume and speed of motor vehicles by using FHWA model in Indian context.

To find out the suitability of FHWA model in Indian context by forming agreement diagram between observed and predicted noise levels.

To suggest suitable recommendations on the basis of the outcome of the study.

1.5 WORK PLAN

The following work plan is adopted for accomplishing the study:

Selection of sampling locations.

Preparation of formats for the collection of onsite data.

Measurement of noise level, traffic volume and speed at different sampling stations according to pre-scheduled scheme.

Compilation of data.

1.6 ORGANIZATION OF DISSERTATION

The dissertation is organized into five chapters. First chapter deals with the introduction of work and contains introduction of growth of roadways in India, need and importance of the work, work plan, objectives of this work and organization of dissertation.

CHAPTER- 2

LITERATURE REVIEW

2.1 GENERAL

Noise is often defined as unwanted sound, which is the result of pressure changes in a medium (usually air), caused by vibration or turbulence. The amplitude of these pressure changes is stated in terms of sound level and the rapidity with which these changes occur. Sound levels are measured in decibel (dB) unit. Sound frequency is stated in terms of cycles per second or now a day, Hertz (Hz).

2.2 TRAFFIC NOISE GENERATION

When a sound source is stationary, it is called a point source and it radiates sound equally in all directions like a pulsing sphere. When many sound sources are moving in a line, the sound radiates like a pulsing cylinder from the sources. Traffic noise generating from such sources are shown in Fig. 2.1. It is important to distinguish point sources from line sources because each has different characteristics.

Fig. 2.1 Traffic noise generation from a line source

2.3 TRAFFIC NOISE SOURCES

It is well established fact that vehicular traffic noise is a major source of community annoyance especially near highway carrying fast traffic. The principal noise sources of highway vehicle are the exhaust system, engine, and tyres. Exhaust noise is typically controlled by mufflers, assuming they are used and are functioning properly.

2.4 TRAFFIC NOISE PROPAGATION

The travel or propagation of traffic noise depends mainly on three factors-atmospheric effects, ground effects and spreading effects. Atmospheric conditions change the direction of sound travel and constantly change. Ground conditions also affect sound travel.

2.5 RELATION OF NOISE WITH TRAFFIC VOLUME AND

SPEED

Reducing speed limits on highway and increasing enforcement of speed limits is often the most effective and cost efficient means of reducing noise. For example, reducing vehicle speed from 40 to 30 kmph is as effective as removing one half the vehicles from the roadway. The relationship between noise level and speed of vehicles is given Table. 2.1

Table 2.1 Relationship between noise level and speed of vehicles

Speed (kmph)

Noise at 170 cm. [dB(A)]

Speed (kmph)

Noise at 170 cm. [dB(A)]

Auto

Medium Truck

Heavy Truck

Auto

Medium Truck

Heavy Truck

30

62

73

80

51

71

81

86

31

62

74

80

52

71

82

86

32

63

74

81

53

71

82

86

33

63

75

81

54

72

82

86

34

64

75

81

55

72

82

86

35

64

76

82

56

72

83

87

36

65

76

82

57

72

83

87

37

65

77

82

58

73

83

87

38

66

77

83

59

73

83

87

39

66

77

83

60

73

84

87

40

67

78

83

61

74

84

88

41

67

78

83

62

74

84

88

42

67

78

84

63

74

84

88

43

68

79

84

64

74

85

88

44

68

79

84

65

75

85

88

45

68

79

84

66

75

85

88

46

69

80

85

67

75

85

89

47

69

80

85

68

75

86

89

48

70

80

85

69

76

86

89

49

70

81

85

70

76

86

89

50

70

81

85

71

77

86

89

2.6 FACTORS AFFECTING ROAD 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

The factors affecting road traffic noise are listed here:

2.7 CAUSES OF TRAFFIC NOISE

The level of highway traffic noise generally depends on three things. (1) the volume of the traffic, (2) the speed of the traffic and (3) the type of vehicle.

2.8 CHARACTERISTICS OF SOUND

A sound can be characterized by the following three quantities.

Pitch.

Quality.

Loudness.

Pitch is the frequency of a sound as perceived by human ear. A high frequency gives rise to a high pitch node and a low frequency produces a low pitch node.

2.9 SOUND PROPAGATION

Sound is propagated in air, much like blowing up a large balloon, which expands equally in all directions. This characteristic of sound is shown in Fig. 2.2

Fig. 2.2 Propagation of sound

Several important factors which affect the propagation of sound are as follows.

2.10 NOISE STANDARDS

The standards prescribed by different agencies in respect of noise are described here.

2.10.1 INDIAN STANDARDS

In India ambient air quality standards in respect of noise level have been prescribed under Environmental Protection Act, 1986, which are also given in Noise Pollution (Regulation and Control) Rules, 2000

AMBIENT NOISE STANDARDS OF CPCB (2002)

Central Pollution Control Board has laid down the standards of noise in residential, commercial, industrial and silence areas during day and night time which are given in Table 2.2.

Table 2.2 Ambient air quality standards in respect of noise

Area

Limits in dB (A) Leq*

Day* time

Night** time

Industrial Area

75

70

Commercial Area

65

55

Residential Area

55

45

Silence zone***

50

40

*Day time- 6.00 am to 10.00 pm (16 hours)

**Night time-10.00 pm to 6.00 am (08 hours)

***Areas up to 100 meters around certain premises like hospitals, educational

Institution and court may be declared as silence zone.

Table 2.3: Noise standards of Central Motor Vehicle Rules, CMVR, 1989

S.No.

Category of vehicle

Max. Permissible noise levels dB (A)

1.

Two wheelers (Petrol driven)

80

2.

All passenger cars, all diesel driven three wheelers an petrol driven two wheelers

82

3.

Passenger or light commercial vehicles including three wheeled vehicle fitted with diesel engines with gross vehicle wt. up to 4000 kg.

85

4.

Passengers or commercial vehicles with gross vehicle wt. above 4000 kg up to 12000 kg.

89

5.

Passenger or commercial vehicles with gross vehicle wt. above 12000 kg.

91

2.10.2 INTERNATIONAL STANDARDS

In United States of America, noise standards are laid down by United States Environmental Protection Agency (USEPA).Accordingly,

The prescribed values that should not be exceeded are given in Table 2.4

Table 2.4 Environmental Protection Agency (EPA) noise standards

Effect

Level

Area

Hearing

Leq (24) < 70dB (A)

All type of area

Outdoor activity interference and annoyance

Ldn <55dB (A)

Outdoors in residential areas and farms where people spend varying amounts of time in which quiet is a basis for use

Outdoor activity interference and annoyance

Leq (24) <55 dB (A)

Outdoor areas where people spend limited time such as school yards playgrounds, etc.

Indoor activity interference and annoyance

Ldn <45 dB (A)

Indoor residential areas

Indoor activity interference and annoyance

Leq (24) <45 dB (A)

Indoor areas with human activities such as schools, etc.

Outdoor yearly Ldn levels protect public health and welfare if they do not exceed 55 dB (A) in sensitive areas as residences, schools, hospitals, etc.

Table 2.5 Federal Highway Administration (FHWA) noise standards

Land use

Design noise level L10

Description of land use category

A

60 dB (A)

(Exterior limit)

For parks and open spaces where quietness is of prime importance

B

70 dB (A)

(Exterior limit)

Residential areas, Hotels, Schools. Churches, Libraries, Hospitals, etc.

C

75 dB (A)

Developed areas

D

55 dB (A)

(Interior limit)

Residential areas, Hotels, Libraries, etc.

2.11 NOISE CONTROL MEASURES ON HIGHWAYS

The noise control measures on highway include the noise barrier and speed control.

2.11.1 NOISE BARRIER

Noise barriers can be applicable for existing or planned surface transportation projects. They are probably the single most effective weapon in retrofitting an existing roadway, and commonly can reduce adjacent land use sound levels by ten decibels.

2.11.2 SPEED CONTROL

It is effective since the lowest sound emissions arise from vehicles moving smoothly at 30 at 60 kilometers per hour. Above that range sound emissions double with each five miles per hour of speed. At the lowest speeds, braking and (engine) acceleration noise dominates.

2.11.3 TRAFFIC MANAGEMENT STRATEGIES

It can play an important role in reducing noise at the source (e.g. nigh time speed limitation, "quiet areas". Etc.), especially coupled with effective high technologies and enforcement policies which enable and active monitoring of the worst noise offenders

2.12 FHWA MODEL

The Federal Highway Administration's (FHWA) Environmental Policy Statement includes a commitment to ensure that all feasible and reasonable mitigation measures are incorporated into projects to minimize noise impacts and enhance the surrounding noise environment to the extent practicable.

2.12.1 REFERENCE MEAN EMISSION LEVELS

Following are the reference mean emission levels [(L0)E] used in the FHWA models.

For automobiles,

[(L0)E] = 38.1 Log V – 2.4 dB (A) …………………………………… (2.1)

For medium trucks,

[(L0)E] = 33.9 Log V + 16.4 dB (A) ……………………………….… (2.2)

For heavy trucks,

[(L0)E] = 24.6 Log V + 38.5 dB (A) ……………………………….… (2.3)

Where ‘V’ is average operating speed in km/h.

2.12.2 TRAFFIC FLOW ADJUSTMENT

An adjustment (/\ traffic) is made to reference mean emission level to account for the total hourly flow of that vehicle type.

(/\ traffic) = 10 Log10 (Ni Do/Vi)-25 dB(A) ……………………………….…(2.4)

Where,

Ni = Hourly flow rate of vehicle of type i

Do = Reference distance of 15.2 metres

Vi = Speed of the ith vehicle, kmph

2.12.3 DISTANCE ADJUSTMENT

Prediction of traffic noise made at a point where human activities generally occur and therefore, an adjustment for distance (/\ dist) is needed, which is given by the expression.

(/\ dist) = 10 (1+a) Log (d0/d) …………………………………………… (2.5)

do= Reference distance of 15.2 metres

d = Distance of receiver

a = 0.5 for soft stations and 0.0 for hard stations.

2.12.4 GRADIENT ADJUSTMENT

The FHWA model recommends that one hour average levels for heavy vehicles be increased as a function of road gradient. Relationship between road gradient and noise level is as follows:

0-2% ………………………………………….……Δ gradient = 0 dB (A)

3-4% ……………………………………………….Δ gradient = + 2 dB (A)

5-6% ……………………………………………….Δ gradient = + 3 dB (A)

Over 7% …….…........…………………….……….Δ gradient = + 5 dB (A)

Other corrections such as finite roadways segment, shielding of building, shielding by trees and barrier attenuation are also considered. The total average sound level for each type of vehicle is given by:

(Leq)I = [(Lo)Ei+(Δ traffic)i + (Δ dist) i + (Δ gradient)+( Δ shielding)i+(Δ Barrier)i] …(2.6)

Finally the combined noise levels for all types of vehicles is obtained by

Leq = 10 Log [∑10 (Leqi/10)] ………………………….…………………… (2.7)

2.13 ADVANTAGES OF FHWA MODEL

This has the advantage of allowing direct calculation of Leq noise levels, based on stated assumptions regarding the noise emission levels of various classes of vehicles.

2.14 MODIFICATION OF FHWA MODEL IN INDIAN            CONTEXT

In a study, carried out in India, (Jain and Parida, 2001) noise emission equation has been used for FHWA model. But in this model original adjustment factor have been retained as such.

Leqi = L0 + Avs + AD + As …………………………………………….. (2.8)

Leqi = Hourly equivalent noise level for each vehicle type

Lo = The reference energy mean emission level

AD = Distance correction

As = Ground cover correction

Avs = Volume and speed correction for subscribe

2.14.1 THE REFERENCE ENERGY MEAN EMISSION LEVEL (Lo)

Regression equation is obtained in logarithmic from for noise levels emission of each type of vehicle with its respective speed.

2.14.2 VOLUME AND SPEED CORRECTION

The hourly flow of each vehicle category (Veh/hr) and the average speed of each category (km/hr) are used for calculation of Leq value. Therefore this model incorporated the volume speed correction that is applied for final Leq value. The correction is given as:

AVS = 10 log (Do V/S)-25]………………………………….…………. (2.9)

Where,

V = Volume for the category (Veh/hr)

S = Speed (kmph)

Do = Reference Distance (m/s)

2.14.3 DISTANCE CORRECTION

When calculating distance adjustment the type of intervening ground cover between the highway and reception point is also considered.

AD = 10 log 10 (Do /D) 1 + á] …………….……………………….. (2.10)

Where,

DO = Reference distance given as 10 meters

D = Distance of measurement from centre of each lane

á = ground cover coefficient

Table 2.6: Land cover coefficient

Type of ground

Ground cover coefficient

Hard stations

á = 0

Moderately reflective

á = 0.25

Absorptive ground

á = 0.5

Very Absorptive

á = 0.75

2.14.4 CALCULATION OF EQUIVALENT NOISE LEVEL

Noise level for each vehicle type (Leqi) is calculated and then calculates logarithmically to get the total hourly Leq value and the combined hourly Leq value is calculated by logarithmic summation of hourly Leq value of each category.

Leq = 10 Log [ (Leqi/10)] …………………………………..…… (2.11)

2.15: INTERNATIONAL EFFORTS REGARDING TRAFFIC

NOISE POLLUTION

Allan H. Marcus (1974), used to predict the fluctuation in traffic noise for the southbound curb lane of U. S. 40 in Berkeley, California

Richard j. (1976), evaluated the effect of traffic mix volume and speed on highway noise levels..

2.16 EFFORTS MADE IN INDIA

There are brief descriptions of some works which are carried out in India related to traffic noise.

Gangil (1979), developed prediction equation on state highway-45 passing through Roorkee Talkies intersection is given as follows:

L10 = 18.092433 + 19.90357 x Log 10 [(Qw)dB (A)] ……………….. (2.12)

Where,

Qw = Traffic volume in EPCU/hr

EPCU = Equivalent Passenger Car Unit

Kumar Vimal (1997), carried out a study related to urban noise scenario in Delhi and has developed useful correlations between the various traffic parameters like traffic volume, traffic speed and distance from pavement edge and the equivalent sound level (Leq). Leq (1 hr) = 7.45 + 8.58 x log [ {QW-0.14d dB (A) }] ………………. (2.13)

Where,

QW = Traffic volume in EPCU/hr

In this perspective, the present work on traffic noise assessment in a highway corridor on N.H.-29 is taken up, which is presented in subsequent chap

CHAPTER 3

FIELD STUDY, METHODOLOGY AND DATA COLLECTION

3.1GENERAL

Highway Traffic Noise Prediction Model of the Federal Highway Administration (FHWA) has been used to develop Ldn contours for all highways and major roadways in different parts of the world. The FHWA Model is the analytical method, presently, favoured for traffic noise prediction by most state and local agencies.

These calculations do not include consideration of shielding caused by local buildings or topographical features, so the distance reported (10 meter) are the worst case estimates of noise exposure along highways in the city.

3.2 SELECTION OF SAMPLING LOCATIONS

On National Highway-29, 8 sampling stations have been selected for the observation of traffic volume, speed and noise level. A map of N.H-29 is given in Fig.3.1

Fig. 3.1: Map of N.H.-29

A brief description of the sampling stations is given here:

3.2.1 NAUSARH SAMPLING STATION

This station is located on the boundary of Gorakhpur city. At this station, National Highway – 29 interacts with National Highway -28 coming from Lucknow and meets N.H.-29.This station falls under the category of residential area

3.2.2 BAGHAGADA SAMPLING STATION

Baghagada sampling station is located near residential area. At this station, traffic descending from four lane highway, either coming from Lucknow side or from Muzaffarpur side mixes up with the traffic on National Hihgway-29.

.

3.3 SCHEDULE OF DATA COLLECTION

The noise levels along with traffic volume and speed are measured along both the directions at each sampling station in the month of July, 2012. The schedule of data collection is given in Table 3.1

Table 3.1: Schedule of noise level measurement

Sampling station

First phase

Second Phase

Nausarh

11.07.2012

19.07.2012

Baghagada

12.07.2012

20.07.2012

Kakarakhor

13.07.2012

21.07.2012

Mahabir chhapra

14.07.2012

22.07.2012

Dawarpar

15.07.2012

23.07.2012

Belipar

16.07.2012

24.07.2012

Kasihar

17.07.2012

25.07.2012

Kauriram

18.07.2012

26.07.2012

3.4 MATERIALS

In this work, sound level meter ( Bruel and Kjaer, 2232 ), stop watch, and measuring tape have been used.

3.4.1 SOUND LEVEL METER

Precision Sound Level Meter Type 2232 is an inexpensive instrument for making primarily community noise surveys and demanding acoustic measurements, but nevertheless offers the accuracy and quality associated with a precision-grade sound level meter. A pictorial view of sound level meter is given in Fig. 3.2

Fig: 3.2 sound level meter Bruel and Kjaer (2232)

3.5 METHODOLGY OF NOISE AND TRAFFIC DATA

COLLECTION

3.5.1 MEASUREMENT OF AMBIENT NOISE LEVEL

Sampling has been done at mid hour from 25 minute to 35 minute for 10 minutes duration. The noises are recorded at 15 second interval and hence for 10 minute duration, 40 data are recorded. The recording is done with the help of precision sound level meter of make ‘Bruel and kjaer’ Denmark (2232) and in dB (A) weighting network.

3.5.2 TRAFFIC VOLUME

Traffic volume is calculated manually at selected observation stations. Total number of vehicles passes in each type passing in one hour in a single direction is recorded in terms of vehicles/hour.

3.5.3 SPOT SPEED MEASUREMENT

Generally the traffic spot speed is measured with the help of Doppler Radar Speedometer. But owing to the non-availability of Doppler Radar Speedometer, manual method of spot speed measurement was resorted to the present study. For this purpose two points are marked with a known distance (75 metres) on the road at the sampling station.

Table 3.2: Noise levels [dB (A)] recorded at Nausarh sampling station

Sampling duration: 10 minutes for each hour at 15 second interval

Date: 11/07/2012

NOR*

Time (Hour)

08-09

09-10

10-11

11-12

14-15

15-16

16-17

17-18

18-19

19-20

01

62.1

66.3

76.2

60.2

71.1

69.1

65.1

63.6

66.8

74.5

02

64.8

65.8

72.1

64.4

68.2

66.8

63.5

57.1

59.1

68.8

03

70.5

69.3

79.5

69.5

75.6

72.9

66.5

64.6

64.6

67.8

04

68.4

64.7

74.2

66.3

71.4

72.4

64.8

62.7

66.2

77.4

05

69.3

59.4

70.8

62.2

73.5

79.3

67.7

66.8

60.8

76.9

06

67.5

62.5

76.9

60.1

70.9

76.5

73.8

58.5

69.4

79.6

07

64.4

67.2

75.6

62.7

68.4

79.4

64.5

60.7

62.8

74.2

08

69.3

68.7

69.4

63.6

71.6

78.7

72.4

73.2

68.5

68.7

09

65.5

79.5

68.7

60.3

74.3

68.2

69.5

65.2

69.7

69.2

10

69.7

78.1

76.9

65.5

69.4

62.7

65.4

76.9

61.5

66.7

11

72

76.4

74

66.1

70.6

70.4

57.8

66.8

63.5

79.5

12

66.7

76.2

79.3

63.6

69.9

68.2

70.3

67.4

64.4

74.2

13

70.5

80.6

78.5

64.9

66.6

69.4

72.4

76.5

62.7

76.9

14

75.2

83.6

75.3

66.9

68.3

64.2

77.6

74.2

69.5

71.6

15

68.9

81.2

71.2

62.8

66.1

58.6

60.4

68.6

68.5

67.7

16

64.5

78.5

62.5

60.5

65.4

59

60.8

74.8

68.9

73.2

17

69.3

74.8

56.3

59.4

61.5

62.6

64.5

65.4

65

70.9

18

63.5

75.5

62.9

61.4

75.4

63.3

69.8

73.4

67.6

79.6

19

62.2

73.2

64.3

65.8

61.8

68.4

70.7

78.2

67.2

77.5

20

69.7

79.5

67.9

68.2

62.5

78.7

74.8

74.6

68.9

69.8

21

63.4

71.2

58.6

65.9

71.2

72.6

72.6

73.2

71.3

77.1

22

71.8

75.4

67.9

62.2

73.5

68

78.5

80.9

72.5

76.2

23

70.5

76.8

66.8

73.4

58.9

70.5

77.2

72.6

68.5

78.4

24

73.6

70.2

70.2

79.1

59.4

68.3

80.4

68.4

67.3

64.5

25

72.8

69.2

66.6

76.4

66.6

67.5

77.2

68.5

68.4

60.4

26

74.2

76.5

68.6

76.5

60.1

64.8

68.6

72.8

75.6

66.7

27

85.9

68.7

64.1

82.4

64.8

75.3

75.4

68.3

74.9

78.2

28

82.6

68.7

60.2

76.5

69.7

77.4

77.9

58.4

60.4

74

29

72.4

65.5

68.3

70.1

72.4

65.4

72.4

61.7

62.5

77.2

30

73.3

69

64.2

66.4

76

62.8

68.5

63.4

67.6

75.6

31

77.6

66.7

63.7

62.7

79.5

60.4

76.8

62.8

64.5

81.3

32

67.6

67.8

72.9

66.1

72.9

61.5

82.9

66

62.8

84.6

33

63.9

65.1

84.2

65.4

68.4

69.5

78.3

62.2

76.3

82.2

34

66.5

64.3

82.3

70.1

64.7

76.4

71.4

68.6

78.9

83.6

35

69.2

69.4

78.2

69.3

65.2

78.4

65.6

65.3

84.6

73.5

36

58.3

72.1

79.3

68.4

76.8

73.9

63.7

60.8

86.5

74.6

37

55.6

75.2

74.5

62.5

77.5

70.4

72

64.1

83.6

75.6

38

64

73.5

76.6

65.3

77.6

68.9

70.7

61.9

74.4

78.3

39

69.3

74.8

78.4

66.3

74.8

65.8

72.6

62.5

71.2

71.6

40

72.9

71.7

75.7

66.1

82.6

66.2

75.4

64.8

70.6

77.1

NOR*=Number of Recordings.

Table 3.3: Noise levels [dB (A)] recorded at Baghagada sampling station

Sampling duration: 10 minutes for each hour at 15 second interval

Date: 12/07/2012

Table 3.4: Noise levels [dB (A)] recorded at Kakarakhor sampling station

Sampling duration: 10 minutes for each hour at 15 second interval

Date: 13/07/2012

NOR*

Time (Hour)

08-09

09-10

10-11

11-12

14-15

15-16

16-17

17-18

18-19

19-20

01

72.2

65.2

66.2

67.8

70.3

65.8

67.7

68.9

72.6

69.6

02

68.3

62.6

61.2

78.8

66.5

67.8

66.2

66.8

78.3

65.1

03

67.2

61.9

72.3

64.8

68.9

61.4

66.2

68.4

67.7

59.9

04

65.3

64.4

61.1

78.8

66.4

62.5

64.7

69.2

65.9

61.4

05

63.2

70.4

63.3

71.4

62.2

66.4

67.5

64.2

66.4

65.5

06

70.3

65.8

58.2

65.2

61.4

68.2

69.4

67.4

65.3

69.3

07

74.3

69.2

68.2

76.6

69.3

71.5

67.2

74.2

75.2

78.2

08

78.9

74.1

66.6

68.9

68.2

60.5

65.2

61.6

73.1

59.8

09

72.5

76.3

68.7

69.5

65.5

64.4

68.3

66.4

75.2

65.8

10

68.5

79.8

64.9

72.5

70.5

68.3

66.1

70.1

66.3

68.2

11

74.5

85.7

65.1

79.2

74.4

64.9

78

72.4

68.5

72.5

12

78.9

86.9

71.8

75.3

65.9

62.5

86.6

78.2

73.5

78.5

13

75.3

82

81.4

68.9

61.4

67.4

82.4

76.5

73.8

72.6

14

65.8

78.9

68.3

72.6

72.5

62.7

76.9

71.2

72.3

78

15

63.7

64.7

63.9

65.9

67.5

65.4

75.2

73.6

67.2

67.3

16

60.4

66.8

68.9

63.5

77.1

62.3

74.6

75.1

61.2

68.9

17

62.5

67.2

61.4

66.6

79.9

62.8

63.3

72.5

66

68.5

18

65.9

62.8

62.4

75

67.5

60.6

65.7

69.8

68.5

74.3

19

63.8

65.5

72.5

79.3

71.7

67.3

68.9

72.9

67.4

67.1

20

60.7

71.9

67

81.4

67.5

62.3

66.8

78.3

64.5

76.5

21

69.2

67.1

74.4

85.3

74.1

65.3

74.6

78.3

67.9

76.5

22

58.5

69.4

58.9

79.2

67.6

69.5

65.1

60.8

60.7

78.2

23

62.1

57.4

73.5

76.5

62.3

68.2

71.5

69.5

66.2

69.7

24

64.5

67.5

64.5

68.2

68.3

62.7

64.5

65.2

69.5

62.5

25

69.8

62.1

70.9

68.2

63.7

59.2

65.8

63.5

71.1

68.2

26

75.1

67.8

67.5

60.6

70.1

65.4

66.3

67.3

68.2

60.4

27

78.1

68.1

69.2

62.4

74.9

56.2

57.4

69.2

65.4

62.5

28

76.5

72.6

75.4

65.3

85.3

64.2

64.3

63.5

68.5

63.9

29

69.5

62.3

66.6

66.2

84.6

61.4

60.3

61.5

62.4

64.7

30

64.3

70.9

68.4

68.3

78.9

65.2

69.3

65.9

65.7

66.8

31

61.8

68.5

75.4

65.8

72.4

69.8

66.2

72.9

68.3

60.4

32

62.5

71.3

65.9

69.3

69.7

63.5

60.7

75.5

60.9

61.8

33

69.2

72.8

63.7

71.5

65.2

65.1

66.6

76.5

63.7

64.5

34

71

67.9

64.6

74.4

61.3

72.2

63.9

80.1

61.8

66.8

35

71.2

66.1

67.3

79.2

64.4

74.1

65.2

85.2

62

61.8

36

72.5

58.3

63.3

75.4

66.2

78.1

63.3

73.5

64.1

60.5

37

75.4

64.1

68

73.5

68.2

65.8

64.2

63.1

68.9

67.8

38

73.6

67.5

75.2

67.5

59.6

69.5

61.5

65.1

62.5

69.2

39

75.3

68.8

78.5

74.2

61.6

70.2

70.1

63.3

69.5

62.3

40

69.5

73.1

72.2

78.3

76.4

75.9

69.5

69.7

66.2

64.7

Table 3.5: Noise levels [dB(A)] recorded at Mahabir Chhapra sampling Station

Sampling duration: 10 minutes for each hour at 15 second interval

Date: 14/07/2012

Table 3.6:

NOR*

Time (Hour)

08-09

09-10

10-11

11-12

14-15

15-16

16-17

17-18

18-19

19-20

01

64.5

70.5

66.4

72.5

76.6

64.9

74.5

61.8

77.5

78.2

02

68.2

66.3

77.4

76.1

79.5

62.5

68.2

66.5

62.9

65.2

03

73.6

56.4

73.6

76.5

72.1

65.8

65.5

62.8

68.5

59.6

04

72.8

65.8

74.5

72.1

72.4

66

66.3

59.8

62.4

65.5

05

66.2

67.5

80.1

70.5

68.5

64.8

68.4

66.2

63.8

71.6

06

73

66.6

84.2

69.5

75.1

62.3

67.7

72.1

66.5

77.9

07

64.5

63.8

86.8

74.1

79.8

57.2

73.2

77.9

64.8

75.2

08

57.9

67.5

78.2

76.2

75.5

63.8

66.4

71.2

68.4

81.2

09

67.5

60.3

69.8

75.4

72.9

69.8

65.5

68.9

60.2

82.9

10

69.7

61.8

58.2

66.5

69.9

64.4

63.4

64.5

61.5

83.2

11

68.5

73.3

65.9

69.3

64.6

60.7

62.8

63.8

70.5

80.2

12

74.4

74.5

69.2

74.1

62

61.5

83.7

66.6

65.2

79.5

13

57.2

65.2

74.1

79.5

57.2

66.8

76.9

76.1

66.7

76.7

14

58.9

70.1

76.8

75.2

63.1

58.9

77.9

75.2

71.2

75.9

15

72.5

79.8

79.5

67.9

67.8

61.1

67.8

84.6

76.5

72.6

16

70.2

76.5

74.5

66.8

66.7

62.7

58.6

80.3

72.9

71.4

17

65.4

67.8

74

85.1

76.3

78.9

65

81.7

73.5

72.9

18

63.5

67.8

68.9

82.6

75.2

84.6

77.9

71.5

71.4

71.9

19

78.9

74.9

64.2

74.5

70.3

82.5

72.5

72.6

68.6

78.5

20

76.5

71.9

76.2

71.5

66.5

80.3

70.2

68.9

69.5

64.5

21

68.6

68.2

74.5

68.9

67.2

76.5

74.2

65.4

66.7

68.7

22

72.5

65.9

72.8

64.2

64.3

72.4

76.2

61.3

61.7

70.4

23

75.9

65

64.3

68.2

64.9

68.9

78.2

60.7

56.9

65.7

24

60.1

62.6

65.7

79.3

68.9

62.4

75.2

79.6

73

68.4

25

64.4

61.8

66.6

69.4

66.2

60.8

66.6

71.2

66.4

63.7

26

69

69.5

67.5

74.6

70.1

62.1

62

68.9

62.6

74.2

27

64.2

75.1

62.5

61.5

74.1

67.5

58.4

65.5

67.8

66.6

28

62.4

78.2

60.9

62.8

73.8

63.6

59.2

63.9

62.4

77.1

29

63.5

79.7

64.6

76

76.1

74.2

61.4

63.7

63.3

68.2

30

64.5

74.6

62.5

66.3

79.6

77.9

65.5

60.8

69.8

70

31

73.1

73.2

66.5

79.6

81.5

76.9

63.9

62.7

70.9

74.2

32

76.4

71.9

60.4

62.8

80.6

71

67.8

74.2

71.8

76.2

33

72.5

70.8

74.5

72.3

86.2

78.7

62.9

60.7

76.9

73.2

34

64.5

77.7

61.2

76.1

80.9

72.7

66.7

61.8

77.2

72.9

35

63.3

76.8

66.6

66.5

76.9

67.2

64.2

63.9

79.5

75.1

36

71.5

69.8

74.8

74.2

74.1

66.3

66.9

63.7

68.5

71.2

37

76.5

65.2

76.9

78.5

76.9

58.7

70.2

64.8

66.5

67.8

38

79.2

66.1

79.2

70.4

78.1

59.8

71.8

72

70.5

65.3

39

73.6

75.1

71.2

65.5

78.2

60.7

77.2

78.9

71.4

61.7

40

68.9

76.1

70.5

64.3

76.2

68.6

79.5

78.7

74.3

65.9

Table 3.9:

Table 3.18: Traffic volume and spot speed at Nausarsh

Location: Nausarh Bus Station

Direction: Nausarsh to Kauriram

Sampling Distance: 75 Meters

Date: 11/07/2012

Table 3.19:

Table 3.22: Traffic volume and spot speed at Kakarakhor

Location: Sneha Sringar Center

Direction: Nausarsh to Kauriram

Sampling Distance: 75 Meters

Date: 13/07/2012

:

Table 3.24: Traffic volume and spot speed at Mahabir Chhapra

Location: Pramod Paper Agency

Direction: Nausarsh to Kauriram

Sampling Distance: 75 Meters

Date: 14/07/2012

Table 3.25: Traffic volume and spot speed at Mahabir Chhapra

Location: Adarsh Homyo Hall

Direction: Kauriram to Nausarsh

Sampling Distance: 75 Meters

Date: 22/07/2012

Table 3.26:

Center

Direction: Kauriram to Nausarsh

Sampling Distance: 75 Meters

Date: 24/07/2012

Table 3.30: Traffic volume and spot speed at Kasihar

Location: Ashirwad multi shell shop

Direction: Nausarsh to Kauriram

Sampling Distance: 75 Meters

Date: 17/07/2012

Table 3.31 : Traffic volume and spot speed at Kasihar

Location: Hamdam Auto Care

Direction : Kauriram to Nausarsh