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Assessment of Traffic Noise Pollution from 1989 to 2003 in Lanzhou City

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Assessment of Traffic Noise Pollution from 1989 to 2003 in Lanzhou City Environmental Monitoring and Assessment (2006) 123: 413–430 DOI: 10.1007/s10661-006-1494-6 c Springer 2006 ASSESSMENT OF TRAFFIC NOISE POLLUTION FROM 1989 TO 2003 IN LANZHOU CITY GUOXIA MA1,2, YUJUN TIAN3,∗, TIANZHEN JU4 and ZHENGWU REN5 1Institute of Geographic Sciences and Natural Resources Research, Chinese Academy of Sources; 2Graduate School of Chinese Academy of Sources, Beijing, 100101; 3Department of Geography, Teachers College, Shihezi University, Xinjiang 832003; 4College of Geography and Environmental Science, Northwest Normal University; 5Environmental Monitoring Station of LanZhou City, LanZhou, 730070 (*author for correspondence, e-mail: [email protected]) (Received 25 February 2005; accepted 28 July 2005) Abstract. On the basis of the continuous traffic noise data observed at 142 sites distributed in 52 roads from 1989 to 2003, the characteristics of traffic noise and effect factors were analyzed through traffic noise indices, such as Lep, L10, L50, L90, TNI, and Pn. Our findings allow us to reach a number of conclusions as follows: Firstly, traffic noise pollution was serious, and its fluctuant characteristic was obvious, resulting in a great intrusion to public in Lanzhou City during last 15 years. Secondly, traffic noise made a distinction between trunk lines and secondary lines, west-east direction roads and north-south direction roads. Thirdly, spatial character and time rule of traffic noise were obvious. In addition, traffic volume, traffic composition, road condition, and traffic management were identified as the key factors influencing traffic noise in this city. Keywords: traffic noise, noise assessment, effect factors, prediction indices, Lanzhou City 1. Introduction Road traffic is a major source of noise in urban areas with far-reaching and wide- range effect to human. It produces disturbance and inversely impacts more than other forms of noise (Dix, 1981; Zannin et al., 2003; Joel Manoel et al., 2004). Urban traffic noise impact assessment has thus become an active environmental acoustics domain. Brown studied the choosing principle of measurement sites, analyzing methods and evaluation indices of traffic noise in different urban ar- eas (Brown et al., 1987). By studying the total characteristics of traffic noise and its time distribution in Pamplona City of Spain, Arana found the diurnal equivalent sound levels measured in 185 different locations evenly distributed around the Pamplona exceeded 65 dB(A) in 59% of the locations. Moreover, the social survey carried out in five representative areas showed that noise annoy- ance was a serious problem to many residents (Arana and Garcia, 1998). On the base of large numbers of survey data, similar findings have been evaluated in Singapore, Malaysia, Japan, respectively (Heng, 1979; Kono, 1982; Sy, 1985; Nulty, 1987). 414 G. MA ET AL. TABLE I Ratio of above criterion cities of traffic noise in monitoring cities of China Years 1989 1991 1992 1993 1995 1996 1997 1998 1999 2000 2001 Ratio of above 94 66.6 92.8 81.82 71.4 82.2 50 43.9 41 53.3 48.7 criterion cities It has been reported that road traffic noise in developing countries has not yet been recognized as a major problem (Fuchs, 1975). With the increase of population and automobiles, developing countries have been aware of traffic noise pollution step by step. Work carried out in Greater Cairo, indicated noise levels in the city were higher than those set by the Egyptian noise standards and policy to protect public health in residential areas. Simultaneously, a social survey showed that 73.8% of respondent residents were highly or moderately irritated by road traffic noise (Ali et al., 2002). Equivalent noise levels (LAeq) were considerably reduced after restrictions were introduced (Ali et al., 2003). Road traffic noise is the main environmental pollution bothering people in Nigeria (Menkiti, 1998). M.U. Onuu conducted the road traffic noise at over 60 sites in 8 cities in South-Eastern Nigeria using field measurements and psychological survey (Onuu, 1996, 2000). China, as a developing country, traffic noise pollution occurs seriously in its urban areas. According to surveying results published by Environmental Protection Agency of China, ratio of noise source emitted from traffic contributed about 35, 32.7, 31, 30.2, 27, and 28.9% in all monitoring cites from 1989 to 1994, respectively. Further, Table I indicates cities exceeding the traffic noise permissible criterion of 70 dB(A) accounted for high proportion in monitoring cites from 1989 to 2001(EPA of China, 2001). Lying in the middle of Yellow River Basin, Lanzhou is a typical narrow zonal city with long extension to west and east. The main part of the city centralizes in Yellow River Basin. The downtown area covers 320 km2. Mean length of west-east is about 45 km, and width of north-south is from 2 km to 8 km. The tightness of city1 is 0.196, and diameter of road network is about 45.56 km. It is 0.441 and 0.804 lower than that of quadrate city and ring city, but diameter of road network is 22.87 km and 35.55 km higher than them under the same condition, respectively (Li, 2002). Narrow zonal network diameter makes traffic jam is more serious than that of ring city. Furthermore, Lanzhou is one of the important traffic hubs and freight transfer stations in northwestern China. Large numbers of transfer vehicles congesting in the downtown make for the big pressure of road and outstanding traffic noise pollution. Previous research on evaluation of urban traffic noise mainly focused on polluted extent and annoyance in short time and hardly reflected the spatio-temporal change of traffic noise pollution in long time. In this study, by using time serial data of traffic noise from 1989 to 2003, the authors highlight in particular the historical ASSESSMENT OF TRAFFIC NOISE POLLUTION FROM 1989 TO 2003 IN LANZHOU CITY 415 evolvement process, spatial characteristics, and effective factors of traffic noise pollution in particular. 2. Study Area Lanzhou occupies an area of 1.31 × 104 km2, including Qilihe District, Chengguan District, Xigu District, Anning District, Honggu District as well as Gaolan County, Yuzhong County, Yundeng County. For the study, Anning District, Qilihe District, Chengguan District and Xigu District were selected, almost covering the whole downtown. Road area of Chengguan District is 94.69 × 104 m2 with road length of 5.79 × 104 m; of Qilihe District is 56.24 × 104 m2 with road length of 2.58 × 104 m; of Xigu District is 61.99 × 104 m2 with road length of 3.45 × 104 m; of Anning District is 19.15 × 104 m2 with road length of 0.69 × 104 m. 142 measuring sites were monitored on 52 roads as shown in Figure 1. Total length of survey roads is 125.35 km, including 76.74 km trunk roads and 48.61 km secondary roads. 3. Data and Methodology In order to analyze the spatio-temporal change characteristics of traffic noise pol- lution, the sequential data of 142 measurement sites on 118 road segments of 52 main roads from 1989 to 2002 were gained from Environmental Monitoring Station of LanZhou, including traffic volume, equivalent serial sound level (Leq), statistic sound level (L10, L50, L90). Moreover, to research traffic noise distribution, effect factors and traffic noise pollution at present, the authors monitored 142 measure- ment sites as same as those of Environmental Monitoring Station did in September and October of 2003. Noise measurements were performed at chosen sites as fol- lows. Followed China National Standard (CNS), GB3222-94 (Measurement of Urban Environment Noise), noise measurements were conducted at 8–11 a.m. and 2– 4 p.m. for two months when there was no rain or wind. All measurement sites were placed at the edge of road about 50 m away from crossing. A noise statistic apparatus of AWA6218 with accuracy of 0.7 dB(A) was set at a height of 1.2 m above the ground level to measure Leq, L10, L50 and L90. The apparatus was calibrated prior to each measurement using ND9 calibrator with accuracy of 0.3 dB (A). According to CNS, GB1496-79 (Methodology of Surveying Traffic Noise of Individual Vehicles), vehicles can be classed into three types. (1) Heavy vehicles with three or more axles and designed for the transportation of cargo with weight more than 3500 kg. (2) Medium vehicles with two axles and six wheels for the transportation of cargo with weight less than 3500 kg, and buses carrying more than 30 passengers. (3) Light vehicles with two axles and four wheels for transportation of cargo with burdening weight less than 1250 kg, and buses carrying less than 30 416 G. MA ET AL. Sketch map showing spatial distribution of 142 measure sites on 52 roads in Lanzhou City. Figure 1 ASSESSMENT OF TRAFFIC NOISE POLLUTION FROM 1989 TO 2003 IN LANZHOU CITY 417 passengers. The number of them passed by the observer during the time interval of each measurement was counted for 20 min by three men. Average speed of vehicles, road surface, road width, and transit vehicles were recorded. 4. Prediction Indices It is difficult to choose right indices to evaluate the extent of traffic pollution, variety, and its impact on people and society as the prediction indices measured by apparatus just describe the physical attribute to acoustical system, but they can not reflect the subjective response and the physiological and psychosocial harm extent to public. In order to predict the physical attribute of traffic noise and subjective response of people, traffic noise index (TNI), noise pollution index(Pn) and road length of different Leq were adopted, in addition to the common indices of Leq, L10, L50, L90. (1) The equivalent continuous sound level (Leq) is the evaluation value of public reflection on the base of average energy level.
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