Railway Noise Pollution Prevention in Terms of Regulations: Case Study of Istanbul

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 Abstract—Rail transport, being one of the major sources of
ambient noise, causes an uncomfortable environment for the
people living around railways. In Turkey, “Regulation on
Assessment and Management of Environmental Noise” was
published in 2010 in order to prevent noise-induced annoyance.
In this study, preparation stages of generating a noise action
plan was investigated by using case studies from Istanbul, which
has not been applied to railway lines in Turkey yet. To this end,
results from a detailed questionnaire, which examines effects of
the noise on the people living around railways, were assessed,
components of the study to reduce noise were described, a
method of analysis was presented to design a noise barrier with
cost effective considerations. Despite noise barrier is an
expensive measure, it was one of the measures given on the local
regulation, and therefore it was applied in this study. This study
is intended to provide a roadmap for decision-makers and
practitioners.
Index Terms—Noise, pollution, railway.
I. INTRODUCTION
Railway noise is categorized as a discrete noise type that
creates spikes in time-dependent noise diagrams. The
continuity of this type of noise is low, hence it causes less
sleep disturbance; but makes communication rather difficult
due to its high magnitude. Dissemination of noise at highways
may vary depending on rotations per minute of the engine
even for similar types of vehicles being operated at the same
speeds. Thus, it is almost identical for similar type of railway
vehicles, which are operated at similar speeds. Road traffic
progresses irregularly and it cannot be predicted in advance;
however railway traffic moves in accordance with a
pre-determined plan. On average, roadway noise causes 5
dBA less disturbance than airline noise and 5 dBA more
disturbance than railway noise [1].
In Europe, passenger traffic and freight traffic are planned
to increase by 200% and 300% respectively in the next 20
years. Every day 10 % of the EU population is exposed to rail
noise above 55 LAeq dB [2]. According to a study conducted in
the USA, when railway noise exceeds 70 dBA (Ldn), 30% of
the population is disturbed, and the percentage increases to
Manuscript received September 25, 2014; revised May 15, 2015.
Göksel Demir, Ümmügülsüm Alyüz, Hatice Eser Ökten, and Şenay
Yalçın are with the Bahcesehir University Environmental Engineering
Department, Besiktas Istanbul, Turkey (e-mail:
goksel.demir@eng.bahcesehir.edu.tr,
ummugulsum.alyuz@bahcesehir.edu.tr, eser.okten@bahcesehir.edu.tr,
senay.yalcin@bahcesehir.edu.tr).
Ayşe Kablan is with Turkey Republic State Railway Department, Turkey
(e-mail: kablanayse@gmail.com).
Yaşar Avşar is with Yildiz Technical University Environmental
Engineering Department, Turkey (e-mail: yavsar@gmail.com.tr).
45%, when the railway noise exceeds 80 dBA [3].
According to Nijland et al. [4], noises (mainly traffic noises)
in residential locations influence the level of satisfaction with
the living environment, and noise-sensitive people more often
consider moving. Ryu and Jeon [5] conducted a survey and a
laboratory experiment to investigate the influence of noise
sensitivity on the annoyance caused by indoor residential
noises and outdoor traffic noise. They found that, annoyance
was 35% correlated with noise sensitivity in the surveys and
14% in the laboratory experiments, in which noise exposure
was controlled at 50 dBA, and results showed that noise
sensitivity significantly influenced the annoyance level
caused by both indoor and outdoor noise.
Turkish Regulation on Assessment and Management of
Environmental Noise [6], which was enforced in 2010 as a
part of the alignment processes with Environmental Noise
Directive [7] of European Union (EU) legislation, stated that
necessary precautions should be taken to preserve physical
and mental health of people in the incident of exposure to
environmental noise. In order to achieve this goal, exposure
rates for environmental noise should be determined by
preparing noise maps, acoustic reports, and environmental
noise exposure level evaluation reports for the main railway
lines. Then, the public should be informed about
environmental noise and its effects by considering reported
data. Preparation of action plans for prevention and reduction
of noise is required for locations where exposure to
environmental noise levels may cause harmful effects on
human health. Deadlines for preparing noise maps and action
plans are specified in the Turkish Regulation [6] which is
lately in 2014. Noise maps and action plans are prepared for
settlements and areas outside the residential areas by
municipalities and the Transport, Maritime Affairs and
Communications Ministry. Noise maps and action plans are
reviewed every five years and they are revised if deemed
necessary.
In Turkey, by the year 2012 there were three lines of about
96.9 km with more than 60,000 trains passing annually
(Haydarpaşa-Gebze, Alsancak-Cumaovası, Basmane-
Menemen) and three lines of about 120.5 km with
30,000-60,000 trains passing annually (Sirkeci-Halkalı,
Menemen-Aliağa, Adana-Mersin), which corresponds to
approximately 82-165 trains per day. The rest of the lines had
less than 30,000 trains passing in a year. According to Ahrlin
(1988) [8], approximately 13% of the people are very
annoyed, 45% complained from speech interference, 35%
complained from rest/sleep interference and 25% complained
from awakening, which are living in the areas exposed to a
maximum train noise level of 803 dB(A) where 80-100
trains passing per day. For none of the lines in Turkey, noise
maps were prepared by the Ministry, the noise maps are
Railway Noise Pollution Prevention in Terms of
Regulations: Case Study of Istanbul
Göksel Demir, Ayşe Kablan, Yaşar Avşar, Ümmügülsüm Alyüz, Hatice Eser Ökten, and Şenay Yalçın
International
Journal of Environmental Science and Development, Vol. 7, No. 3, March 2016
198
DOI: 10.7763/IJESD.2016.V7.767

expected to be completed in 2013 [9]. As part of the
noise-mapping required by the European Commission's
Environmental Noise Directive, a number of randomly
chosen persons exposed in the vicinity of railway lines with
relatively heavy traffic will be surveyed and published by
infrastructure managers starting in 2007 [7].
In this study, preparation stages of a noise action plan was
investigated by using case studies from Istanbul by
considering the local Regulation, which has not been applied
to railway lines in Turkey yet. To this end, results from a
detailed questionnaire which examines effects of noise on
people living around railways were assessed; components and
stages of the study to reduce noise were described. There
already exist such studies in the literature for different railway
locations. For instance, Elmenhorst et al. [10] evaluated
nocturnal noise annoyance in Cologne/Bonn (Germany) by
conducting a survey with 33 participants living along a
railway. Saadu et al. [11] conducted a noise survey for eight
Nigerian cities to investigate noise annoyances from
construction activities. As a conclusion a method of analysis
was presented to design a noise barrier with effective
considerations.
II. MATERIALS AND METHOD
The methodology followed in this study is presented in Fig.
1 for railways that meet the criteria specified in Turkish
Regulation [6] and need to start the planning process.
Fig. 1. Methodology summary according to the regulation on assessment and
management of environmental noise [3].
Environmental noise indicator calculation is generally
conducted as the first step in noise mapping however it has to
be omitted due to lack of data, instead impact on the
community is determined. Participants are surveyed in
various age groups and professions in various districts of
Istanbul by asking some questions about their annoyances
from noise. Fields et al. (2001) [12] recommended a
methodology to use in noise surveys and includes a reaction
modifier study results for 60 Turkish-language subjects at one
site. In this questionnaire format, there is a scale which groups
modifier candidates for 4-point scale, which was applied in
this study as it is given in Table I as a sample questionnaire
that was used in this study.
TABLE I: SAMPLE QUESTIONNAIRE
After determining annoyance types at the first stage, an
application case is developed in order to support preparation
of the strategic noise map. In order to supply a sample for
decision makers, a barrier was designed by using Sound Plan
V.7.0 Noise Modeling Software for a sample location where
impact of noise on the community was high. The last step was
preparation of action plans. Some recommendations were
given at the last part of the study by considering local
regulations [6] which were also compatible with EU
regulations [7].
III. CONDUCTING A SURVEY FOR DETERMINATION OF
IMPACT OF NOISE ON COMMUNITY
In this study, a survey comprised of six questions is
conducted with participation of 60 people (21 women and 39
men) living at close proximity to railways [13]. The main
purpose of the survey is to identify exposure-effect
relationships and to determine the harmful effects on the
community as stated in the Regulation [3]. In this survey,
annoyance factors of noise, vibration, odor, light, and view
are included. Participants are asked about their annoyance
level and frequency regarding these factors. Also, types of
damages to their houses due to these factors and their
expectations from authorities are asked. Acquired data are
then evaluated at the action plan preparation phase.
Age and employment status demographics are presented in
Fig. 2. According to these demographics, the biggest and
smallest shares in employment status distribution belong to
the housewife-unemployed-student group and senior
management, respectively. The age distribution is dominated
by the 40-60 age range.
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Employment status distribution
28%
18%
3%
15%
10%
18%
8%
Housewife-Unemployed-Student Technical Staff
Senior Management Civil Servants
Trading/Sales Service Industry
Retired
Age distribution
13%
55%
7%
25%
19-25 26-40 40-60 over 61
Employment status distribution
28%
18%
3%
15%
10%
18%
8%
Housewife-Unemployed-Student Technical Staff
Senior Management Civil Servants
Trading/Sales Service Industry
Retired
Age distribution
13%
55%
7%
25%
19-25 26-40 40-60 over 61
Fig. 2. Employment status distribution and age distribution of 60
participants.
According to replies of other questions, participants live at
9 different districts which are at close proximity to railways.
On the other hand, demographics related questions reveal that
24 participants out of 60 do not work in their home districts.
22% of the respondents state that they are disturbed by noise,
followed by vibration (9%), odor (5%), and view (3%). The
question on annoyance hours is replied by 44 people.
Accordingly, 71% of participants state that they are affected
by noise caused by railway traffic during rush hours (6 am to
12 pm and 6 pm to 12 am).
Annoyance level data in regard to all five of the annoyance
factors are as follows; 35% of participants state that they are
not affected by any of the five factors. Over 29% of this group
of participants spends most of their time at home. The
descending order of annoyance for the factors is given as
noise, vibration, view, odor, and light. Noise is found to be the
foremost disturbing factor by 36.7% of participants, followed
by vibration (23%), odor and view (18% each), and light
(8.6%). Also 6.7% and 13.3% of participants claim to develop
a nervous disorder and a physical disorder due to the
disturbing factors, respectively. 44% of men and 20% of
women state that they are not affected by any of the factors.
Observations on vibration induced damage are asked to
participants and the percentage of each type of damage
observed by participants are as follows; it is found out that
railway vibrations do not cause damage to walls, however it
may cause cracks on the grout. While 5% of participants do
not answer the question on damage, 13.3% of respondents
declare to observe the grout cracking due to noise.
IV. GENERATION OF STRATEGIC NOISE MAP
In order to reduce noise, strategic noise maps should be
prepared in order to develop action plans. At this stage,
factors such as noise propagation type, topography of land,
status of the railway on land, and train types are considered.
For this purpose, initially land is modeled, and then noise
maps were generated. As a result, noise action plans are
prepared by determining noise-concentrated regions on
strategic noise maps, and measures are identified. To this end,
an example including all these steps is explained in this study.
Technical characteristics of the modeled railway noise source,
which are composed of different couch types such as Pullman
coach, compartment coach, restaurant coach, couchette coach,
saloon and conference couches, have 1435 mm track gauge,
19000 mm center pin distance, 42-47 ton vehicle weight
(empty- full) [14]. A train is consisted of 12-20 couches and
approximately 90 train passes per day from the modeled
railway, which is hitting 32,000 train passing per year. First
of all, land is modeled in order to detect location of noise
sources, and then strategic noise maps are generated by using
Sound PLAN V.7.0. Considering current traffic and railway
parameters, which actually determine noise level, a noise map
is prepared for the close proximity locations. At this stage,
current and planned noise impact zones are determined by
considering topography and characteristics relevant to
settlement. While generating noise maps, buildings that are
affected by noise and the number of buildings and floors that
are exposed to noise levels higher than exposure limit values
specified in the regulations [3] are identified. Next stage is the
generation of an action plan, and determining the measures.
V. GENERATION OF AN ACTION PLAN
Noise prevention projects according to action plans are
generally expensive, which cause negative impacts on the
development of railways. Therefore an optimization study
should be done in order to receive cost efficiency.
Current status, which is elucidated through noise maps, is
assessed in terms of source, receiver, and transmission path.
Possible mitigation measures are then discussed at the design
phase of the action plan. Effectiveness of proposed measures
is determined by a simulation program. For instance, when a
noise barrier is decided to be used as a measure against noise,
the most effective barrier system in terms of cost benefit is
determined by entering acoustic properties of barrier system
into simulation program. Through optimization, maximum
efficiency is combined with minimum number of noise
barriers. Thus optimized barrier area results the best noise
efficiency with the possibilities at hand. Furthermore,
establishing barriers is not the only way to reduce noise. For
instance, it is well-known that increasing the track decay rate
by dedicated “rail dampers” attached to the rail web can
considerably reduce rolling noise emission [15]. Number of
precautions may be increased.
With 2 meters high, 100 meters long barrier system, the
number of people that may be exposed to noise below the
limit values are determined (Fig. 3). This process is repeated
for 4 meters high, 100 meters long barrier system and the
efficiency of the barrier system is evaluated in terms of cost
and benefit. Finally, optimization results retrieved from the
simulation program are presented in Fig. 3. The most efficient
combination is determined by analyzing geographical and
acoustic properties for various heights with optimization. For
instance, if there is no need for a 4 m high barrier, then 2 m
high barrier is used, or vice versa. Then cost-benefit data are
summarized in a table for 2 m high, 4 m high, and
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height-optimized noise barriers. Finally noise levels
decreased between 2 to 12 dBA. According to predictions of
Avsar and Gumus [16], a 4 m high noise barrier can decrease
A-weighted noise levels by 10 to 15 dBA. Also, optimization
of the proposed barrier system, barrier system features, and
improvements are included in the action plan.
Fig. 3. Optimized design for 2 m high barrier.
VI. DETERMINATION OF MEASURES-BARRIER DESIGN
EXAMPLE
Noise mitigation projects resulting from action plans are
usually very expensive. In those cases, where these costs must
be carried by the railways, they may threaten their economic
viability in the current harsh competitive transport market,
thus hinder their sustainable transport policies. It is therefore
necessary to develop strategies which optimally balance noise
reduction and cost of measures with regard to European and
national legislation [17]. One of the most important methods
applied for reduction of noise is source control; improving
quality of rail surface, noise level control applications in
railway vehicles (usage of Euro 5, Laermschutz (L)),
continuous auditing for speed may be applied for reduction of
noise induced and time dependent deformation on roads.
Furthermore, new railways that are planned for metropolitan
areas may be constructed at the outskirts, and restrictions may
be applied for high noise generating trains during certain
hours. Enveloping railways with tunnels, creating wooded
areas around railways may be also viable options if
cost-benefit analysis supports.
Implementation of noise barriers may be one of the best
solutions for both current and future railways as it is
implemented in this study. After applying the mentioned
steps above, the effective barrier design is conducted using
cost-benefit evaluations to reduce costs effectively. In the
current Turkish legislation limit value is 70 dBa Ldn for noise
barriers. In this study, noise barrier was applied to a railway
which requires noise mitigation. To do this, first of all, noise
barrier type is selected by using properties of buildings that
are exposed to noise above limit values. Topography, cost,
acceptable absorption coefficient, reduction values (sound
transmission loss, dBA) are considered in the selection of a
noise barrier. If buildings are located at both sides of a railway,
high absorption materials are selected, otherwise absorption
factor is not taken into account. Afterwards, noise maps are
prepared with the noise barrier and the number of affected
buildings is redetermined. In this study, final heights of noise
barriers and geometric shapes are determined by using
optimization methods for noise barrier. Then, all data are
evaluated for areas that are exposed to noise and an example
of barrier optimization is carried out with the help of Sound
PLAN V.7.0 software (a sample was supplied in Fig. 3) which
is used for noise mapping and action plan preparation in
accordance to the EU environmental noise regulations.
The main action plan will be considered after getting
railway noise maps either measuring or modeling of it. Also
the detailed action plan is given in Regulation4-Appendix V
which is also parallel to the European strategies and priorities
for railway noise abatement [16]. According to this regulation,
an effective action plan can include following measures;
traffic planning, land use planning, technical measures at
noise sources, selection of less noise generating sources,
reduction of sound transmission, (e.g. noise barriers),
regulatory or economic measures and incentives. A
combination of those measures can be applied to an action
plan.
VII. CONCLUSION
Although noise from rail transport seems to be less
disturbing among other transport noises, the main objective
should be having least annoyance. In order to achieve least
annoyance, competent authorities, whom individuals may
contact due to noise annoyance, should be determined by
officially. The administrative structure should be established
as soon as possible and required measures should be taken in
order to evaluate the community‟s complaints. Periodic
measurements on densely populated centers should be
conducted by independent laboratories, accordingly the noise
sources should be identified and appropriate sanctions should
be applied.
Prevention of noise from transport at source is the most
economical and effective solution to reduce noise. For
instance, long welded rails significantly reduce the impact of
noise when used on railways. Constructing appropriate
infrastructure to drain water helps preserving the impact of
noise, which is absorbing ballast layer and eventually reduces
noise at source. Additionally, alternative routes may be
created in coordination with municipalities. Noise barriers
such as concrete walls, green areas, and land cover
reconstruction should be implemented, where limit values are
exceeded despite the prevention at source and where route
optimization is not possible. Noise reduction can be achieved
by integrating all related authorities assigning specified duties
and responsibilities stated in the regulation.
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Ayse Kablan graduated from Dokuz Eylul University,
Civil Engineering Department in 1996. He has her
master degree from Bahecsehir University Urban
Systems and Tramsporation Management Department.
She is working in Turkey Republic State Railway
Department since 1999.
Yasar Avsar graduated from Yildiz Technical
University Environmental Engineering Department in
1995. He has his masters degree in the same university
with the study subject of “Determination of noise map of
Yildiz Technical University and its surroundings”. He
has completed his PhD in 2002 in the same university.
He is assigned as an associate professor in Yildiz
Technical University. His research areas are wastewater treatment and noise
pollution.
Ummugulsum Alyuz has her MSc. degree of
environmental engineering, from Istanbul Technical
University in 2012 and an MBA degree from Istanbul
University in 2010 and the B.S. degree of environmental
engineering from Trakya University in 2008. Currently
she is a PhD candidate of Istanbul Technical University
Eurasia Earth Systems Institute. Her research interests
are air quality modelling, solid waste management.
She is assigned as a research assistant in Bahcesehir University, Istanbul
Turkey, the Department of Environmental Engineering in 2012 and worked
as an R&D engineer in Cevka Construction Co. Ltd. from 2008 to 2012 in
the solid waste management sector.
Senay Yalcin has his bachelor, master and PhD degrees
from Ege University of Turkey. He is the professor of
Bahcesehir University Energy Systems Engineering.
Professor Yalcin‟s areas of interests include nuclear
engineering and environmental sciences.
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Goksel Demir has the Ph.D. degree in environmental
engineering from Istanbul University in 2002. He has
the MSc. degree of environmental engineering (1997)
and the B.S. degree of biology in Istanbul University
(1993). His research interests are air pollution and
control, microbial fuel cells and sustainable power
generation, water pollution and control. Currently he is
working as a professor in Bahcesehir University
Department of Environmental Engineering in Istanbul, Turkey.
Hatice E. Okten has the Ph.D. degreein environmental
engineering, University of Wisconsin-Madison in
2008. She has her M.S. degree in environmental
engineering (2002) and the B.S. degree in
environmental engineering in Istanbul University
(1999). Her research interests are water and wastewater
treatment.
She has assigned as an assistant professor in
Bahcesehir University, in Istanbul Turkey since 2008 and as a research
assistant in Istanbul Technical University between 2000 and 2002.