A rail noise prediction model for the Tehran-Karaj commuter train

Rail noise prediction models enable consideration of different scenarios for the optimal management of noise prevention and mitigation. This project is aimed at developing an equation that enables computation of L_A,max for the Tehran-Karaj commuter train, a type of Diesel-Electric Locomotive. The form of the proposed model is derived from equations for predicting L_A,max for a single locomotive pass-by, proposed in the manual prepared by Harris Miller Miller & Hanson Inc. for the US Federal Transit Administration, and in the French rail noise prediction model. The algorithm for predicting L_A,max for the Tehran-Karaj commuter train has been developed on the basis of the 50 measurements from 5 locations at distances of 25 m, 35 m, 45 m, 55 m, and 65 m from the centre of the track and at a height of 1.5 m. In the field measurements, the reference distance and the reference vehicle speed have respectively been set equal to 25 m and 80 km per hour. The reference L_A,max, length and the speed correction coefficients have been estimated from the field measurements and have been found to be 86.2 dB(A), 11.3, and 18.4 respectively. The fitness test (Kolmogorov-Smirnov) and regression analysis indicate satisfactory results.     

A study of the accuracy of mobile technology for measuring urban noise pollution in large scale participatory sensing campaigns

The study reports on the relevancy and accuracy of using mobile phones in participatory noise pollution monitoring studies in an urban context. During one year, 60 participants used the same smartphone model to measure environmental noise at 28 different locations in Paris. All measurements were performed with the same calibrated application. The sound pressure level was recorded from the microphone every second during a 10-min period. The participants frequently measured the evolution of the sound level near two standard monitoring sound stations (in a square and near a boulevard), which enables the assessment of the accuracy and relevancy of collected acoustic measurements. The instantaneous A-weighting sound level, energy indicators such as L_A,eq, L_A10, L_A50 or L_A90 and event indicators such as the number of noise events exceeding a certain threshold L_α (NNEL ? L_α) were measured and compared with reference measurements. The results show that instantaneous sound levels measured with mobile phones correlate very well (r > 0.9, p < 0.05) with sound levels measured with a class 1 reference sound level meter with a root mean square error smaller than 3 dB(A). About 10% of the measurements for the boulevard location (respectively 20% for the square) were inaccurate (r < 0.3, p < 0.05). Nevertheless, mobile phone measurements are in agreement for the L_A50 and the L_A90 acoustic indicators with the fixed station (4-m high) measurements, with a median deviation smaller than 1.5 dB(A) for the boulevard (respectively 3 dB(A) for the square).     

Characteristics of train noise in above-ground and underground stations with side and island platforms

Railway stations can be principally classified by their locations, i.e., above-ground or underground stations, and by their platform styles, i.e., side or island platforms. However, the effect of the architectural elements on the train noise in stations is not well understood. The aim of the present study is to determine the different acoustical characteristics of the train noise for each station style. The train noise was evaluated by (1) the A-weighted equivalent continuous sound pressure level (L_Aeq), (2) the amplitude of the maximum peak of the interaural cross-correlation function (IACC), (3) the delay time (τ₁) and amplitude (?₁) of the first maximum peak of the autocorrelation function. The IACC, τ₁ and ?₁ are related to the subjective diffuseness, pitch and pitch strength, respectively. Regarding the locations, the L_Aeq in the underground stations was 6.4 dB higher than that in the above-ground stations, and the pitch in the underground stations was higher and stronger. Regarding the platform styles, the L_Aeq on the side platforms was 3.3 dB higher than on the island platforms of the above-ground stations. For the underground stations, the L_Aeq on the island platforms was 3.3 dB higher than that on the side platforms when a train entered the station. The IACC on the island platforms of the above-ground stations was higher than that in the other stations.     

A fuzzy expert system capable of computing LA,max for the Tehran-Karaj commuter train

This paper describes the methodology through which a fuzzy expert system capable of computing maximum A-weighed noise level (L_A,max) for the Tehran-Karaj commuter train is developed, tested, tuned and validated on the basis of the 50 measurements from five locations at distances of 25 m, 35 m, 45 m, 55 m, and 65 m from the centre of the track and at a height of 1.5 m. The expert system is initially developed, tested and tuned through the judgements made on the premise of the samples taken at the distances of 25, 45 and 65 m. The conducted hypothesis test, the non-parametric two-related samples Wilcoxon test, for this stage indicates satisfactory results. Eventually the developed expert system is validated for the measurements related to the distances of 35 and 55 m through carrying out the non-parametric two-independent samples Kolmogorov-Smirnov test.     

The relationship between traffic noise and insomnia among adult Japanese women

To clarify the relationship between traffic noise and insomnia, the authors conducted a survey and measured the actual sound level of noise in an urban area. Questionnaires were distributed to adult women who lived within 150 m from two major roads and were completed by 648 of the 1286 subjects (50.4%). The area was divided into three zones according to distance from the road (more than 50, 20-50 and 0-19.9 m). Fifty-seven subjects (8.8%) were classified as having insomnia. Average values of sound level at distances of 20, 50, and 100 m from the major road were L_eq 64.7, 57.1, and 51.8 dBA, respectively. Overall, there were no significant differences among the three zones in the prevalence of insomnia and no association between distance from the road and insomnia. However, the result from a sub-data set of the subjects who lived in the areas that showed decreasing noise level as the distance from the main road increased showed that distance from the road was associated with insomnia. This study suggests that researchers should consider the actual traffic situation and its sound level in epidemiological studies about the effects of traffic noise on insomnia.     

Annoyance and self-reported sleep disturbances due to structurally radiated noise from railway tunnels

In Norway, the requirement for structure borne noise from tunnels is L_pAFmax = 32 dB inside dwellings. According to the Norwegian Standard 8175 it is expected that up to 20% of the exposed population are disturbed by the noise at this level. However, the scientific basis for this noise limit is poor. The aim of this study was to determine the degree of annoyance and self-reported sleep disturbances as a function of L_pAFmax. In the present study, 521 dwellings exposed to structural sound from railway rock-tunnels were identified. A questionnaire was sent to one randomly selected person above 18 years of age from each dwelling. The results showed that both noise induced annoyance and reported sleep disturbances were significantly related to L_pAFmax. Other factors that increased the annoyance were high pass-by frequency of freight trains per day, and degree of sound insulation of the windows. At L_pAFmax = 32 dB, 20% were slightly or more than slightly annoyed, and 4% were moderately or more than moderately annoyed. According to the pre-existing assumption that up to 20% of the exposed population are disturbed by the noise at this level, the present results give support to the Norwegian noise limit L_pAFmax = 32 dB inside dwellings of structure borne noise from railway tunnels.     

Mathematical, statistical and neural models capable of predicting LA,max for the Tehran-Karaj express train

This paper presents mathematical logarithmic, statistical linear regression, and neural models capable of predicting maximum A-weighed noise level (L_A,max) for the Tehran-Karaj express train. The models have been developed upon the basis of the measurements from sampling locations at distances of 25 m, 45 m, and 65 m from the centreline of the track and at a height of 1.5 m. In the next step, the predictive capability of the models have been tested on the data associated with the sampling locations, situated, respectively at distances of 35 and 55 m from the centreline of the track at a height of 1.5 m. The non-parametric tests i.e. two-related samples Wilcoxon, and two-independent samples Kolmogorov-Smirnov, carried out, respectively for training and testing steps, indicate satisfactory results. In the final step the non-parametric k-related samples Friedman test detects no significant differences amongst the absolute testing set error of the models.     

A holographic model of deconfinement and chiral symmetry restoration

We analyze the finite temperature behavior of the Sakai-Sugimoto model, which is a holographic dual of a theory which spontaneously breaks a U(N_f)_L × U(N_f)_R chiral flavor symmetry at zero temperature. The theory involved is a 4 + 1 dimensional supersymmetric SU(N_c) gauge theory compactified on a circle of radius R with anti-periodic boundary conditions for fermions, coupled to N_f left-handed quarks and N_f right-handed quarks which are localized at different points on the compact circle (separated by a distance L). In the supergravity limit which we analyze (corresponding in particular to the large N_c limit of the gauge theory), the theory undergoes a deconfinement phase transition at a temperature T_d = 1/2πR. For quark separations obeying L > L_c ? 0.97 ∗ R the chiral symmetry is restored at this temperature, but for L < L_c ? 0.97 ∗ R there is an intermediate phase which is deconfined with broken chiral symmetry, and the chiral symmetry is restored at T_χSB ? 0.154/L. All of these phase transitions are of first order.     

A reduced-scale railway noise barrier's insertion loss and absorption coefficients: comparison of field measurements and predictions

In situ testing determined the insertion loss (IL) and absorption coefficients of a candidate absorptive noise barrier (soundwall) to abate railway noise for residents of Anaheim, CA. A 4000 m barrier is proposed south of the tracks, but residential areas to the north have expressed concerns that barrier reflections will increase their noise exposure. To address these concerns, a 3.66 m high by 14.6 m long demonstration barrier was built in the parking lot of Edison Field, Anaheim, as part of a public open house, thereby allowing for acoustical measurements.Insertion loss (IL) was measured in third-octave bands assuming 1/2-scale construction. The IL for three, scaled railway noise sub-sources (rail/wheel interface, locomotive, and train horn) was measured at six, scaled distances. The highest total, A-weighted IL, after corrections for finite-barrier and point-source speaker effects was 22 dB(A) for rail/wheel noise, 18 dB(A) for locomotive noise, and 20 dB(A) for train horn noise. These results can be compared favourably to IL predictions made using algorithms from the US Federal Rail Administration (FRA) noise assessment guidelines. For the actual barrier installation, shielded residential receivers located south of the project are expected to see their future noise exposures reduced from an unmitigated 78 CNEL to 65 CNEL.Absorption coefficients were measured using time delay spectrometry. At lower frequencies, measured absorption coefficients were notably less than the reverberation room results advertised in the manufacturer's literature, but generally conformed with impedance tube results. At higher frequencies the correspondence between measured absorption coefficients and reverberation room results was much improved. For the actual barrier installation, unshielded residential receivers to the north are expected to experience noise exposure increases of less than 1 dB(A). This factor of increase is consistent with a finding of no impact when assessed using FRA guidelines for allowable increases of noise exposure.     

A two dimensional theoretical model for describing gain coefficient in N2-lasers and the model validity for CVL and excimer lasers

Based on our previously reported measurements on the gain-value in a N₂- laser and numerical calculations, we introduce a method to obtain an analytical expression for the small signal gain, g₀, where the dependency of g₀ on the laser geometrical configuration, including electrodes length and gap separation, is demonstrated. For this study one- and two-dimensional approaches for the photon density have been applied independently to determine gain-parameter, where for explaining the observed dependency of the gain-parameter on the laser electrodes separation, d_AMP, which was found experimentally and explained by an empirical expression of the type g₀ = r + q/d_AMP, with r and q some constants, realization of introducing an extra dimension along the gap separation was unavoidable. For the electrodes length, l_AMP, we have already shown that an empirical equation of the type g₀ = m + n/l_AMP, with m and n some constants, is consistent with the measurements corresponding to N₂-lasers. With this realization, it is proved that the gain-parameter in N₂-lasers can be written as g₀^{above threshold} = m″ + g_0z(γ_L^z, z) + g_0y(γ_L^y, y), where it consists of two independent gain-values along the electrodes length (z) and gap separation (y) with the corresponding power losses given by γ_L^z and γ_L^y. m″ is a very small quantity showing that laser is operating slightly above the threshold. The results of this calculation are consistent with our recent measurements and also other reported N₂-laser gain values measured under moderate current density conditions. To check the validity of the model for other types of lasers, the reported gain-values for copper vapor lasers of different laser tube radii, R_AMP, and tube lengths, l_AMP, have been examined using the one-dimensional model of either g₀(R_AMP) or g₀(l_AMP) and the consistency with the observed measurements was found to be quite satisfactory. The model was also found to be valid for the excimer lasers of different types, different gas mixtures and pressures at a constant input operational voltage. Due to limited numbers of the reported experimental measurements, for the graphs preparation of g₀(l_AMP) in excimer lasers we used the observed data at V₀ = 30 kV and also some variations of the input voltages in the range of ΔV ≅ 20 kV have been adopted. The results for both cases were found to be consistent with the proposed one-dimensional model.     

Evaluation of wheel dampers on an intercity train

Pass-by noise from high-speed trains is one important area that has to be handled in all new train projects. For the new line between Oslo and the Gardemoen Airport which opened in 1998, very stringent requirements were set out regarding external noise. To reach the target it was decided that the train should be equipped with wheel dampers. Two different types of wheel dampers were used on the train; a ring damper was mounted on the wheels of the driven bogies, whilst plate dampers divided into tuned absorber fins were mounted on the wheels of the trailer bogies.During the type testing of the Airport Express Train, additional measurements were performed in order to evaluate the acoustic effect of the plate wheel dampers. Two test series were performed with the same train set; first with the train in standard configuration and secondly with the wheel dampers removed from the second and third bogie. The external noise was measured at 5 and 25 m distance from the centre of the track at speeds ranging from 80 to 200 km/h. The third-octave filtered time histories were analyzed to calculate the effect of the wheel dampers. As expected, there was a significant reduction of 4-6 dB at frequencies above 2000 Hz, but there was also a reduction of 2 dB for frequencies as low as 800 Hz. This reduction was also found in the parts of the time histories when the rail should be dominating. This implies that the wheel dampers also reduce the rail noise. The total rolling noise reduction for the trailer bogie was 3 dB at 200 km/h and 1 dB at 80 km/h. From comparison with TWINS-calculated sound power levels it was estimated that the wheel noise would be reduced by 5 dB and the rail noise would be reduced by 1 dB at 200 km/h.     

Estimating the model-specific uncertainty of aircraft noise calculations

Aircraft noise contours are estimated with model calculations. Due to their impact, e.g., on land use planning, calculations need to be highly accurate, but their uncertainty usually remains unaccounted for. The objective of this study was therefore to quantify the uncertainty of calculated average equivalent continuous sound levels (L_Aeq) of complex scenarios such as yearly air operations, and to establish uncertainty maps. The methodology was developed for the simulation program FLULA2. In a first step, the partial uncertainties of modelling the aircraft as a sound source and of modelling sound propagation were quantified as a function of aircraft type and distance between aircraft and receiver. Then, these uncertainties were combined for individual flights to obtain the uncertainty of the single event level (L_AE) at a specified receiver grid. The average L_Aeq of a scenario results from the combination of the L_AE of many single flights, each of which has its individual uncertainties. In a last step, the uncertainties of all L_AE were therefore combined to the uncertainty of the L_Aeq, accounting also for uncertainties of the number of movements and of prognoses. Uncertainty estimations of FLULA2 calculations for Zurich and Geneva airports revealed that the standard uncertainty of the L_Aeq ranges from 0.5 dB (day) to 1.0 dB (night) for past-time scenarios when using radar data as input, and from 1.0 dB (day) to 1.3 dB (night) for future scenarios, in areas where L_Aeq ⩾ 53 dB (day) and L_Aeq ⩾ 43 dB (night), respectively. Different uncertainty values may result for other models and/or airports, depending on the model sophistication, traffic input data, available sound source data, and airport peculiarities such as the specific aircraft fleet or prevailing departure and arrival procedures. The methodology, while established for FLULA2 on Zurich and Geneva airports, may be applied to other models and/or airports, but the partial uncertainties have to be specifically re-established to account for individual models and underlying sound source data.     

Investigation of the dose-response relationship for road traffic noise in Assiut, Egypt

A field study has been carried out in urban Assiut city, Egypt. The goals of this study are: (1) to carry out measurements to evaluate road traffic noise levels, (2) to determine if these levels exceeds permissible levels, (3) to examine people’s attitudes towards road traffic noise, (4) to ascertain the relationship between road traffic noise levels and degree of annoyance. The measurements indicate that traffic noise noise levels are higher than those set by Egyptian noise standards and policy to protect public health and welfare in residential areas: equivalent continuous A - weighted sound pressure levels (L_A eq) = 80 dB and higher were recorded, while maximum permissible level is 65 dB. There is a strong relationship between road traffic noise levels and percentage of highly annoyed respondents. Higher road traffic noise levels mean that the percentage of respondents who feel highly annoyed is also increased.     

A new joint analysis of the ground and first excited torsional states of methylformate

A global fit within experimental accuracy of microwave rotational transitions in the ground and first excited torsional states (v_t = 0 and 1) of methylformate (HCOOCH₃) is reported, which combines older measurements from the literature with new measurements from Kharkov. In this study the so-called ‘‘rho axis method’’ that treats simultaneously both A and E species of the ground and first excited torsional states is used. The final fit requires 55 parameters to achieve an overall unitless weighted standard deviation of 0.71 for a total of 10533 transitions (corresponding to 9298 measured lines) with rotational quantum numbers up to J ? 62 and K_a ? 26 in the ground state and J ? 35 and K_a ? 23 in the first excited torsional state. These results represent a significant improvement over past fitting attempts, providing for the first time a fit within experimental accuracy of both ground and first excited torsional states.     

Effect of wood properties on within-tree variation in ultrasonic wave velocity in softwood

The radial variations in the velocity of longitudinal waves propagating through Japanese cedar and Japanese cypress were experimentally investigated. In addition, the tracheid length (TL), microfibril angle (MFA), air-dried density (AD), and moisture content (MC) were measured in order to determine the effect of wood properties on velocity variations within the wood trunk. For both species, the longitudinal wave velocities measured in the longitudinal direction (V_L) exhibited minimum values near the pith. For Japanese cedar, V_L increased from 3600 m/s toward the bark and soon attained a constant value (=4500 m/s). On the other hand, for Japanese cypress, V_L kept increasing from 4000 m/s near the pith to 4800 m/s at the bark. These radial variations in V_L coincided with those in the tracheid length. V_L exhibited strong correlations with TL and MFA with a significant level of (p < 0.01). These findings suggest that the TL and MFA greatly affect the radial variation in the ultrasonic wave velocity in softwood.     

Variation of enhancement effect of Coster-Kronig transition of L3 X-Rays of Ba, La and Ce compounds

The Coster-Kronig (CK) enhancement effect was measured for L₃ subshell X-rays using the experimental Lα X-ray production cross-section, the fraction of Lα X-rays, L₃ subshell fluorescence yields and L₃ subshell photoionisation cross-section. The samples were excited by gamma-rays with 59.5 keV energy from a 75 mCi radioisotope source and L X-rays emitted from samples were counted by a Si(Li) detector with resolution 155 eV at 5.96 keV. Variation of enhancement effect of CK transition of L₃ X-rays of La and Ce compounds was measured to be more than that of Ba. Ba has a partially filled 6s orbital whereas La and Ce have partially filled 5d and 4f orbitals, respectively.     

Growth temperature dependence of the hysteretic behavior of Ni0.5Zn0.5Fe2O4 thin films

Herein, a discussion of the effect of deposition temperature on the magnetic behavior of Ni_0.5Zn_0.5Fe₂O₄ thin films. The thin films were grown by r.f. sputtering technique on (1 0 0) MgO single-crystal substrates at deposition temperatures ranging between 400 and 800 °C. The grain boundary microstructure was analyzed via atomic force microscopy (AFM). AFM images show that grain size (φ∼70-112 nm) increases with increasing deposition temperature, according to a diffusion growth model. From magneto-optical Kerr effect (MOKE) measurements at room temperature, coercive fields, H_c, between 37and 131 Oe were measured. The coercive field, H_c, as a function of grain size, reaches a maximum value of 131 Oe for φ ∼93 nm, while the relative saturation magnetization exhibits a minimum value at this grain size. The behaviors observed were interpreted as the existence of a critical size for the transition from single- to multi-domain regime. The saturation magnetization (21 emu/g<M_s<60 emu/g) was employed to quantify the critical magnetic intergranular correlation length (L_c≈166 nm), where a single-grain to coupled-grain behavior transition occurs. Experimental hysteresis loops were fitted by the Jiles-Atherton model (JAM). The value of the k-parameter of the JAM fitted by means of this model (k/μ_o∼50 A m²) was correlated to the domain size from the behavior of k, we observed a maximum in the density of defects for the sample with φ∼93 nm.     

The impact of urban noise on primary schools. Perceptive evaluation and objective assessment

This paper aims to assess the impact of environmental noise in the vicinity of primary schools and to analyze its influence in the workplace and in student performance through perceptions and objective evaluation. The subjective evaluation consisted of the application of questionnaires to students and teachers, and the objective assessment consisted of measuring in situ noise levels. The survey covered nine classes located in three primary schools. Statistical Package for Social Sciences was used for data processing and to draw conclusions. Additionally, the relationship of the difference between environmental and background noise levels of each classroom and students with difficulties in hearing the teacher’s voice was examined. Noise levels in front of the school, the schoolyard, and the most noise-exposed classrooms (occupied and unoccupied) were measured. Indoor noise levels were much higher than World Health Organization (WHO) recommended values: L_Aeq,30min averaged 70.5 dB(A) in occupied classrooms, and 38.6 dB(A) in unoccupied ones. Measurements of indoor and outdoor noise suggest that noise from the outside (road, schoolyard) affects the background noise level in classrooms but in varying degrees. It was concluded that the façades most exposed to road traffic noise are subjected to values higher than 55.0 dB(A), and noise levels inside the classrooms are mainly due to the schoolyard, students, and the road traffic. The difference between background (L_A95,30min) and the equivalent noise levels (L_Aeq,30min) in occupied classrooms was 19.2 dB(A), which shows that students’ activities are a significant source of classroom noise.     

Energy calculation for symmetrical tilt grain boundaries in iron

An atomic study of [0 0 1] symmetrical tilt grain boundary (STGB) in iron has been made with modified analytical embedded atom method (MAEAM). The energies of two rigid-body crystals joined together directly are unrealistically high due to very short distance between atoms near grain boundary (GB) plane in either crystal. For each of 27 (h k 0) GB planes, a relative slide between grains could result in a decrease in GB energy and a minimum value could be obtained at specific translation distance L_min/L_(h k 0). Three lowest minimum-energies are corresponding to (3 1 0), (5 3 0) and (5 1 0) boundary successively, from minimization of GB energy, these boundaries should be preferable in (h k 0) boundaries. In addition, the minimum energy increases with increasing ∑, but decreases with increasing interplanar spacing.     

Sleep disturbance by traffic noise: an experimental study in subjects' own houses using a portable CD player

The current study investigated the effect of noise on sleep in subjects' own houses using recorded traffic noises. A railway noise and two kinds of road traffic noise differing in level-fluctuations were used as stimuli. Subjects were exposed all night to the artificially controlled stimuli for 10 days through a portable compact disc (CD) player. The effect of noise on sleep was judged in three ways, namely whether the subject had switched off the CD player, a self-declaration of the subject based on a questionnaire, and the amount of arm movement of the subject during the night as measured by an actigraph. The results of the analysis of the self-declaration data showed that the thresholds where sleep disturbance began were 40-45 dB in for road traffic noise and about 35 dB for railway noise, which corresponded to 50-55 dB in L_A,Fmax of each train noise event. The results of the analysis of the actigraphy data showed a rapid increase in the incidence of mid-sleep awakening at sound pressure levels higher than 50 dB, for railway noise. However, neither of the road traffic noises showed such a tendency, as long as the sound pressure level was less than 55 dB, .