ISSN 2320 6020

IJBSTR RESEARCH PAPER VOL 1 [ISSUE 8] AUGUST 2013

Comparison of Traffic Noise Prediction Using FHWA and ERTC

Models in Gorakhpur City
Swati Tiwari and R. K. Shukla*
ABSTRACT-It is a well-known fact that the major contribution to noise pollution is traffic noise. Noise from traffic affects the life of
surrounding people especially when the traffic volume and traffic speed are high. The major contribution of vehicular traffic noise
problem is various kinds of vehicles like heavy, medium trucks/buses, automobiles and two wheelers. There are many different noise
prediction models which have been developed by many western countries. Most of the models are based on L10, Leq and other
characteristics.
In India, the transportation sector is growing at a very fast rate as a result there is enormous increase in the vehicular traffic noise. In
the present paper modified FHWA model and ERTC model of Thailand are being used for the traffic noise prediction and also a
comparative study is being done to check for the suitability for the assessment of traffic noise in the Gorakhpur City. The study
reveals that both of the models can be implemented in the assessment of traffic noise in Indian context with a fair degree of accuracy.
The study of observed noise is also done for the assessment of road traffic noise in Gorakhpur city.
KEY WORDS: Traffic noise; L10; Leq; Traffic noise prediction; Traffic noise assessment; FHWA model; ERTC model .
1 INTRODUCTION
In the whole world traffic noise has become one of the most
widely effective issues in the urban noise pollution, and its
effects have aroused wide public concern [1]. Hence, a lot of
road traffic noise research and management work have been
conducted by scholars and environmental engineers around the
world. The most important cause of traffic noise is the number
of road vehicles, and consequently, increases in the density of
road traffic [2]. In most developed countries and even in many
developing nations the construction of multi-lane motorways
is going on at increasing rates during last few decades,
allowing large volume of traffic to travel at a sustained speed.
Speed of traffic is the next most important cause of noise on
the roads. As a general rule, faster the traffic moves, greater is
the volume of noise [3]. Traffic noise is one of the principal
environmental nuisances in urban areas, have been shown by
many surveys conducted in the world, and most of the
countries have their own traffic noise prediction model
according to the traffic and environmental conditions [4].
Author: Swati Tiwari is currently pursuing master of
technology program in environmental engineering in
Madan Mohan Malaviya Engineering College
Gorakhpur affiliated to Gautam Buddh Technical
University Lucknow.
E-mail: swati.tiwari2012@gmail.com
*Co-Author: R. K. Shukla is Associate Professor in
Civil Engineering Department in Madan Mohan
Malaviya Engineering College Gorakhpur affiliated to
Gautam Buddh Technical University Lucknow.
E-mail: drshukla_gkp@rediffmail.com

As the road traffic noise prediction for traffic noise

assessment and later theoretical basis to carry out governance,
the selection of model and the road traffic noise prediction
accuracy are particularly important. Based on FHWA (Federal
Highway Administration) noise prediction model, countries
have developed different predictive models for road traffic
noise according to their local actual situation [5].
Prediction models for traffic noise are required as aids in the
design of highways and other roads and sometimes in the
assessment of existing or envisaged changes in traffic noise
conditions. Commonly, they are needed to assess noise levels
set by government authorities. Environmental laws require the
Environmental Impact Statement (EIS) to take into account
the effect of the proposed noise on all existing and potential
elements of the environment, besides statutory criteria.
Therefore a call for a variety of descriptors and criteria is
needed. Sometimes, special descriptors are required for the
assessment of complaints about road traffic noise [6].
It is observed that various traffic noise studies were reported
and a number of traffic noise prediction models have been
developed, as per reviewed literature.
The study concluded that the accuracy of the ERTC
(Environmental Research and Training Centre), model of
Thailand is sufficient for practical use and will be used for
environmental impact assessment in Thailand. The model has
shown that it can be used for 2, 4, 6, 8, and 10 lane highways
in cases where speed is between 30 and 140 km/h. The model
has shown the accuracy to be within 3 dB (A) range about
92.3% of the time and that it can predict the road traffic noise

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level at a distance of 180 m, and at a height of 112 m from
the ground [7].
In the present paper modified FHWA model[8] and ERTC
model of Thailand [7] are being used for the traffic noise
prediction and also a comparative study is being done to check
for the suitability for the assessment of traffic noise in the
Gorakhpur City.
2 TRAFFIC NOISE PREDICTION MODELS
For the prediction of traffic noise in Gorakhpur City following
two models, FHWA and ERTC model of Thailand have been
used.
2.1 The modified FHWA model in Indian Context [8]
Seven categories has been made for the classification of
vehicles and the detailed method has been described here. For
each category of vehicle the hourly Leq value is calculated
using following formula:
Leqi = L0 + Avs + AD + As.eqn 1
Where,
Leqi = Hourly equivalent noise level for each vehicle type
L0 = The reference energy mean emission level
AD = Distance correction
As = Ground cover correction
Avs = Volume and speed correction for subscribe
Formulas for prediction of the noise
The individual noise emission equations used in the
calculation for the prediction of noise levels is given in Table
2[5],S denotes speed of the vehicles in kmph.

Leq=10 log
[

/10
]..eqn 2
=1 10

2.2 The ERTC model of Thailand

The Environmental Research and Training Centre (ERTC) of
Thailand for environmental impact assessment have developed
this model [7]. Vehicles were classified into two groups and
the average stationary noise level of each group was then
determined by measurement of many vehicles.
The power level of each group was determined by measuring
the noise level of running vehicles.
The equivalent sound level Leq observed at a certain
receiving point is given by,
Leq = PWL 10 log 2ld + Ld + Lg,eqn 3 [10]
Where
PWL is A-weighted energy average power level of vehicle,
dB(A), l is the distance from a traffic line to receiving point,
m, Ld and Lg are the correction value for distance and
diffraction attenuation, dB(A), and d is the average distance
between front of vehicles, m.
d = 1000 V/Q eqn 4[11]
Where V is the average speed of vehicles, km/h and Q is the
traffic volume, Vehicles/h.
The energy power level of vehicles is given by:
For large vehicle group:
PWL = 75.1 + 20.4 log V. eqn 5[12]
For small vehicle group:
PWL = 67.8 + 20.4 log V. eqn 6[13]
For a number of vehiclesthe average power level of mixed
type is given as follows:
PWL = 67.8 + 20.4 log V + 10 log [(1a) + 5.37 a] 10 log
2ld + Ld + Lg, .eqn 7[14]
Where a is the ratio of the large number of vehicles to the total
number vehicles.
.
2.3 Need of Traffic Noise Prediction in India

Table 2.Individual Noise Emission Equations [9]

Calculation of equivalent noise level
For each vehicle type (Leqi) is calculated using eqn 1 and then
the total hourly Leqvalue and the combined hourly Leq value is
calculated by logarithmic summation of hourly Leq value of
each category.

There are many different noise prediction models which have

been developed by many western countries. Most of the
models are based on L10 [15], Leq and other characteristics
[16].
In India, the transportation sector is growing at a very fast rate
as a result there is enormous increase in the vehicular traffic
noise. As a result many problems due to heavy traffic noise is
being identified. In India, the traffic noise generated generally
exceeds the prescribed levels [17]. Hence, to assess noise
levels set by government authorities and in planning and

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designing of city road networks traffic noise prediction models
are needed.
3 STUDY AREAS

4 EVALUATION OF TRAFFIC NOISE

For the evaluation of traffic noise in Gorakhpur City following
materials and methodology has been used.
4.1 Materials and Methodology

3.1 Site Selection

Methodology of noise level and traffic data collection

In the present work the study is mainly intended to measure

the noise levels at major traffic locations in Gorakhpur City,
India. Eleven sites have been selected for this study which is
depicted in Fig3.1.

The methodology of noise level measurement included

measurement of ambient noise, traffic volume and speed at all
sampling sites.
Measurement of ambient noise level

Fig 3.1: Plan showing the sampling stations selected in

Gorakhpur City
3.2 Schedule of Observation
The detailed schedule of observation at various sampling
stations is given in Table 1

The collection of noise level in dB (A) for 10 hours duration

starting from 8.00 a.m. to 12.00 noon and then 2.00 p.m. to
8.00 p.m. has been done at those sampling stations mentioned
in the Table 1.
At 15 second interval the noise levels have been recorded and
hence for 10 minute duration, 40 data was recorded with the
help of precision noise level meter of make, Bruel and Kjaer,
Denmark (2232) and in dB (A) weighting network. The
distance from centerline of the road was 10 meters during the
sampling process.
Traffic volume
Manual calculation of traffic volume was done at the selected
observation sites. The recording of total number of vehicles
passed in each type, passing in one hour in a single direction
has been done in terms of vehicles/hour.
Spot speed measurement
The traffic spot speed is generally measured with the help of
Doppler Radar Speedometer (DRS).But due to the nonavailability of Doppler Radar Speedometer, manual method of
spot speed measurement was done to the present study.
Two points are marked with a known distance (75 meters) on
the road at the sampling site. Stop watch was used to measure
and recording of the time taken by the vehicle to cross that
distance. The distance was divided with the time taken in
crossing the distance and the speed in Km/h for each type of
vehicle is calculated and recorded for each hour of study.
5 RESULTS AND DISCUSSIONS
Based on the calculation of Leq by Observed data and the
predicted noise levels by FHWA and ERTC models using
above equations (1 to 7) following graphical presentation is
presented for the study of suitability of models in Indian
context.

Table 1.Schedule of Observation

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5.1 Comparison of Observed Noise level with Predicted
Noise Levels using FHWA and ERTC models
A graphical presentation in the form of bar charts indicating
observed and predicted noise level values at various sampling
stations is shown in Fig 5.1 to Fig 5.11, which shows that the
predicted values by FHWA and ERTC models are mostly in
close proximity with the observed vehicular traffic noise.

Fig 5.4.Deoria Bypass Sampling Station

Fig 5.1. Kunraghat Sampling Station

Fig 5.5.Rustampur Sampling Station

Fig 5.2.Mohaddipur Sampling Station

Fig 5.6.Transportnagar Sampling Station

Fig 5.3.Paidlegunj Sampling Station

Fig 5.7.Nausarh Sampling Station

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Fig 5.8.Kasia Road Sampling Station

Fig 5.9.Golghar Sampling Station

5.2 Analysis of observed data and discussions

The flow of mixed traffic is observed at all the sampling
stations. The sampling stations like Kunraghat, Mohaddipur,
Deoria Bypass and Transport Nagar are the locations that
facilitate the entry and exit of the population from Gorakhpur
city, India towards the residential colonies, semi-urban
settlements and rural areas around the city. This is the reason
that the number of scooters, motorbikes, cars, jeeps, vans etc.
passing through these sampling stations are found to be higher
than at other locations. The operative routes of the buses, are
Transport Nagar and Rustampur, therefore, the number of
buses here are high. Similarly, because of no entry regulations,
the number of trucks at Transport Nagar, Rustampur, and
Deoria bypass turn is high as compared to other sampling
stations. The operative routes of auto rickshaws are
Kunraghat, Transport Nagar, Rustampur and Nausarh.
Through Transport Nagar, Deoria Bypass turn and Rustampur,
the Light Commercial Vehicles (LCVs) and minibuses are
also plying in large numbers due to the specified entry and
operative routes through these points. The tractor/trailers are
mostly coming from rural areas; the entries at Rustampur,
Transport Nagar and Deoria Bypassturn face the largest
number of these vehicles.
Generally, the typical Traffic Noise Levels [11] is summarized
in Table 3.

Fig 5.10.Gorakhnath Sampling Station

Table 3.Typical Traffic Noise Levels

The observed noise level is lying within the range in some
cases like, Kunraghat, Paidlegunj, Deoria Bypass and Kasia
Road but out of range in the sites like Mohaddipur, Buxipur,
Golghar, Gorakhnath and Transport Nagar .Hence noise
regulations should be maintained strictly here for the control
of traffic noise.
Fig 5.11.Buxipur Sampling Station

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The complete analysis of data is summarized in Table 4

felt that both of these models will prove to be an immense

help in regulation of rules in traffic noise assessment.
7 REFERENCES
1.

2.

3.

4.

5.

6.

7.

8.
Table 4.Comparison between FHWA and ERTC models at
various Sampling Stations
9.

6 CONCLUSIONS
A steep increase in noise levels has been rendered due to large
number of high speed vehicles playing on roads which has
been possible due to increased traffic volume and congestion
near cities and urban dwellings,.
The analysis of data has shown that the observed noise levels
at the selected sampling stations in Gorakhpur City is
alarmingly high and the steps need to be taken for the control
of noise by the prescribed authority. Also by comparing the
observed noise levels with the predicted noise levels by
FHWA and ERTC models it has been analyzed and concluded
that both the models have predicted the traffic noise in
Gorakhpur City with a fair degree of accuracy and in future
both the models can be implemented in Indian scenario. To
control the traffic noise, there striction on traffic flow and
speed can be planned especially along the traffic points of
cities and urban areas, using the outcome of this study. It is

10.

11.

12.
13.
14.

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