ANALYSIS ON NOISE DISTRIBUTION AT DIFFERENT MONORAIL STATION

IN KUALA LUMPUR

AHMAD ARIF BIN ALIAS

A dissertation report submitted in partial

Fulfillment of requirement for the award of

Master of Science in Railway Engineering

Centre of Graduate Studies

Universiti Tun Hussein Onn Malaysia

JUNE 2015

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ABSTRACT

Railway services in Malaysia has grown rapidly over the past decades. At present the

noise level problems in the stations area created uncomfortable condition to consumers.

This dissertation focusses on the monitoring of noise level in selected monorail station

areas in Kuala Lumpur. The objective of the project was to monitor the noise levels at

the selected station. The two selected station were Maharajalela Station, and Titiwangsa

Station. Sound Level Meter (SLM) was used in the measurements. For each station, data

was collected during day (09:00 am – 04:30 pm) and evening (08:30 pm – 11:00 pm) for

three days. The measurements were taken at an interval of one second at appropriate

points in accordance with Department of Environment Malaysia Standard. It should be

noted that monitored noise levels were in terms of (Leq), maximum noise level (Lmax),

and Minimum noise level (Lmin) around the platform area. Noise levels at Titiwangsa

Station were higher than Maharajalela Station. Result shows, at Maharajalela station, the

noise level ranged between 71 dB(A) to 75 dB(A). Besides that, at Titiwangsa station,

noise levels ranged between 73 dB(A) to 76 dB(A). The SPL’s generated have exceeded

the recommended level, which is 70 dB(A) by the Department of Environment (DOE).

For each point at MHJS and TTS during daytime, the maximum noise levels happened

by seconds only. Even though it happened for a while, it does effects users, especially

children and elderly people. It was found that, one of the main factors that contribute to

this station noise is noise released by the movement of traffic under the station. As a

result of this research, some suggestions on how to control the noise generated in the

monorail station are drawn. Appropriate materials that can absorb noise generated at the

station should be installed, especially at the waiting area/platform. Other than that,

always ensure that the brake system of the monorail is maintained properly.

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ABSTRAK

Perkhidmatan keretapi di Malaysia telah pesat membangun sejak sedekad yang lalu.

Pada masa sekarang masalah bunyi yang terhasil di stesen, telah menimbulkan keadaan

yang kurang selesa dikalangan pengguna. Disertasi ini memberi tumpuan kepada tahap

bunyi di dua buah stesen monorel terpilih di Kuala Lumpur. Objektif projek ini adalah

untuk memantau tahap bunyi di stesen yang dipilih. Kedua-dua stesen yang dipilih

adalah Stesen Maharajalela dan Stesen Titiwangsa. Sound Level Meter (SLM) telah

digunakan sebagai alat mencerap bunyi. Bagi setiap stesen, data diambil antara waktu

siang (09:00 pagi – 04:30 petang) dan malam antara (08:30malam – 11:00 malam), ini

menepati kaedah yang digariskan oleh Bahagian Persekitaran, Jabatan Sumber

Semulajadi dan Persekitaran Malaysia. Perlu diketahui, tahap bunyi berterusan (Leq),

tahap bunyi maksimum (Lmax), dan tahap bunyi minimum (Lmin) dicerap untuk

mendapatkan menilai nilai bunyi yang dihasilkan di stesen. Keputusan menunjukkan

bahawa tahap bunyi di stesen Maharajalela adalah antara 71 dB (A) sehingga 75 dB (A),

dan di stesen Titiwangsa adalah antara 73 dB (A) sehingga 76 dB (A ). Keputusan yang

diperoleh mendapati, ia melebihi tahap yang disyorkan oleh Jabatan Alam Sekitar (JAS)

iaitu 70 dB (A). Bagi setiap titik pengukuran di stesen Maharajalela (MHJS) dan stesen

Titiwangsa (TTS), ia mendapati nilai cerapan bunyi tinggi berlaku hanya pada masa

yang singkat. Walaupun bunyi dihasilkan pada masa yang singkat ini, ia boleh memberi

kesan kepada pengguna, terutamanya kanak-kanak dan orang tua. Antara faktor utama

yang menyumbang kepada bunyi di stesen ini adalah bunyi yang dikeluarkan oleh

pergerakan lalu lintas di bawah stesen, selain daripada bunyi dari sistem penghawa

dingin, Selain itu, bunyi daripada sistem penghawa dingin (HVAC) dan apabila

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penggunaan “parking brake” antara penyumbang bunyi di stesen. Hasil daripada kajian

ini, beberapa cadangan bagi mengurangkan bunyi bising di stesen dicadangkan.

Antaranya, dengan pemasangan bahan yang boleh menyerap bunyi di stesen,

terutamanya di kawasan tempat menunggu/platfom. Selain daripada itu, mesti

memastikan sistem brek monorel diselenggara dengan baik.

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LIST OF TABLES

2.1 Background Noise Level Correction 7

2.2 Examples of Sound Pressure Levels in Relation To Hearing

Threshold and Pain Threshold 9

2.3 Addition of Sound Level 12

2.4 WHO Recommended Guideline Values for Community

Noise in Specific Environments Data Selected 19

2.5 Duration (in hours) of Allowable Exposures Based on

OSHA and NIOSH criteria 20

2.6 Detailing the Maximum Sound Level of Trains Including Transit 22

2.7 Noise Level Guideline by Each Organization 24

2.8 Several Previous Studies 25

2.9 Average User OD Matrix KL Monorail August 2008 29

2.10 Average Satisfaction and Handling Priority for Various Factors. 30

3.1 Procedure Detail. 39

3.2 List of Devices Used 46

3.3 Specification for TES-1358 Sound Analyzer 47

3.4 Specification for Distance Meter - Leica DISTO X310 laser 48

4.1 Difference T.N and B.N at MHJS during Daytime 52

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4.2 Difference after T.N minus B.N at MHJS during Daytime 53

4.3 Noise Level after Correction at MHJS during Daytime 53

4.4 Average Noise Level at MHJS during Daytime 54

4.5 Difference T.N and B.N at MHJS during Evening Time 54

4.6 Difference after T.N minus B.N at MHJS during

Evening Time 55

4.7 Noise Level after Correction at MHJS during

Evening Time 55

4.8 Average Noise Level at MHJS during Evening Time 55

4.9 Difference T.N and B.N at TTS during Daytime 56

4.10 Difference after T.N minus B.N at TTS during Daytime 57

4.11 Noise Level after correction at TTS during Daytime 57

4.12 Average Noise Level at TTS during Daytime 57

4.13 Difference T.N and B.N at TTS during Evening Time 58

4.14 Difference after T.N minus B.N at TTS during Evening Time 58

4.15 Noise Level after Correction at TTS during Evening Time 59

4.16 Average Noise Level at TTS during Evening Time 59

4.17 Noise Level after Correction at MHJS during Day and

Evening Time 59

4.18 Noise Level after Correction at TTS during Day and

Evening time 60

4.19 Summary of Noise Level at MHJS and TTS during Day and

Evening Time 60

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4.20 Different Noise Level at both Station 62

4.21 Result Noise Level Type Test (Static Test –Interior Noise) 67

4.22 Material used for both Stations 67

4.23 Noise Level Difference at MHJS (Day and Evening) 76

4.24 Noise level Difference at TTS (Day and Evening) 77

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LIST OF FIGURES

2.1 Typical Classifications of Sound Events - Steady,

Intermittent, Time-Varying and Impulsive Sounds 9

2.2 Graph for Adding Decibel 11

2.3 Graph for Subtracting Decibel 13

2.4 Elevated Side Platform Station Layout 16

2.5 Elevated Station with Ticket Hall below Platform Layout 17

2.6 Technical Section Detail (Station) 18

2.7 The Increasing Number of Users of KL Monorail 29

2.8 Arrangements of Sound Sources at the (a) Center (b) End of

the Platform, and Images of the Setup at the (c) Center

and (d) End of the Platform 33

2.9 Cross-sectional designs of the above-ground stations

[with (a) Side and (b) Island Platforms] and Underground

Stations [with (c) Side and (d) Island Platforms] 34

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2.10 Receiver Positions in (a) Side and (b) Island Platforms in the

Underground Stations 35

3.1 Safety Vest and Caution Tape was Used 41

3.2 Monorail Map 42

3.3 Titiwangsa Station 43

3.4 Maharajalela Station 43

3.5 Location of Each Point at the Platform Area 44

3.6 (1) HVAC System, (2) Door, (3) Gangway 44

3.7 Location Devices at Platform 45

3.8 Detail Drawing of the 2 Car Train; (1) HVAC System

, (2) Door, (3) Gangway 46

3.9 TES-1358 Sound Analyzer 47

3.10 Distance Meter 48

3.11 Flowchart for MHJS Analysis 49

3.12 Flowchart for TTS Analysis 49

4.1 Station Expansion Project 61

4.2 Obstacle at the End of the Platform TTS 61

4.3 Obstacle at the End of the Platform MHJS 61

4.4 Average Noise Level Differences between MHJS and TTS 63

4.5 MHJS with PAGS and TTS without PAGS 64

4.6 Noise Level at MHJS (with PAGS) and TTS (without PAGS) 64

4.7 Road Traffic at the TTS and MHJS 65

4.8 Graph T.N at Platform B.N Different at Platform and

Road Traffic Noise at MHJS 66

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4.9 Difference between B.N and T.N at point 1 MHJS (Daytime) 70

4.10 Difference between B.N and T.N at point 2 MHJS (Daytime) 71

4.11 Difference between B.N and T.N at point 3 MHJS (Daytime) 72

4.12 Difference between B.N and T.N at point 1 TTS (Daytime) 73

4.13 Difference between B.N and T.N at point 2 TTS (daytime) 74

4.14 Difference between B.N and T.N at point 3 TTS (daytime) 75

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LIST OFABBREVIATION

ATP Automatic Train Protection

dB(A) A-Weighted decibel

DOE Department of Environment

DOSH Department of Occupational Safety and Health

EDT Early Decay Time

EIA Environmental Impact Assessment

ERL Express Rail Line

EPA Environmental Protection Agency

EQATS Engineering Quality Assurance Technical Services

EU European Union

FMA Factories and Machinery Act

HVAC Heating Ventilating Air Conditioning

IPA Importance Performance Analysis

IRWN International Workshop on Railway Noise

ISO International Organization for Standardization

KLMFEP Kuala Lumpur Monorail Fleet Expansion Project

KTMB Keretapi Tanah Melayu Berhad

LRT Light Rail Transit

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MHJS Maharajalela Station

MRT Mass Rapid Transit

NIOSH National Institute of Occupational Safety and Health

NIHL Noise-Induced Hearing Loss

OD Origin-and-Destination

OSHA Occupational Safety and Health Administration

PEL Permissible Exposure Limit

REL Recommended Exposure Limit

SCADA Supervisory Control and Data Acquisition

SLM Sound Level Meter

SPAD Suruhanjaya Pengangkutan Awam Darat

SPNB Syarikat Prasarana Negara Berhad

SPSS Statistical Packages for the Social Science

SPL Sound Pressure Level

STAIRRS Strategies and Tools to Assess and Implement

Noise Reducing Measures for Railway Systems

TTS Titiwangsa Station

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LIST OF APPENDICES

A Method of Statement 86

B Work Site Permit 91

C Example Data Sheet Form 92

D Sample of Data Obtain 93

E1 Reading Noise Level at MHJS (Day – Point 1, 2, 3) 95

E2 Reading Noise Level at MHJS (Evening – Point 1, 2, 3) 96

F1 Reading Noise Level at TTS (Day – Point 1, 2, 3) 97

F2 Reading Noise Level at TTS (Evening – Point 1, 2, 3) 99

G Graph Temperature and Humidity 101

H Diffraction Explanation 102

CHAPTER 1

INTRODUCTION

1.1 Introduction

Malaysia is approaching one of the developed countries status by 2020. The

transportation sector is one of the fastest growing service sectors in Malaysia. The

transportation is a basic necessity in life, whether private or public usage. Public

transport is one of the alternatives in the ownership of the vehicle itself. Where it helps

to reduce traffic congestion, reduce the cost of living in the paying car loans, able to

save the environment by saving energy and reducing the consumption of fuel. Today our

country has a wide range of public transport that can be an option for some users in the

city, such as in Malaysia, Kuala Lumpur. We can use bus, taxi, monorail, train,

commuter, Light Rapid Transit (LRT), planes and ferries.

Rail service in Malaysia began to grow rapidly over the past one decade, when it

was first built to transport tin. Starting with Keretapi Tanah Melayu (KTM) in year 1886

[1], LRT network then began to operate in 1998 in conjunction with the Commonwealth

in Bukit Jalil, Kuala Lumpur. In 2002 the Express Rail Line (ERL) service was

introduced, and later in 2003 monorail service was launched. At present, the Mass Rapid

Transit (MRT) project is in progress and is expected to operate in January 2017 [2].

2

As a result of the rapid development in the rail transportation sector, people

living in the city has to face the impacts of the development, especially related to their

daily and night activities.

Basically in Malaysia, the studies about the transportation noise are more related

to road traffic noise. The railway noise generally and monorail in particular, the research

is relatively new in this country.

1.2 Problem Statement

The study by previous researcher, conducted by Noor Hafiza [3], showed that the

highest noise level generated inside the monorail was 77 dBA, compared to other rail

transport system.

The questionnaire study Consumers Satisfaction Of Public Transport In Kuala

Lumpur Monorail User conducted by Amsori Muhammad Das and others [4], the level

of comfort when boarding the train was in a less comfortable position and he suggested

to improve passenger comfort when using the monorail.

This becomes a major factor for the researchers to carry out studies on the sound

produced. This study focuses only on the noise generated at the train station. From the

meetings and discussions together with the Engineering Quality Anssurance Technical

Servives (EQATS) group under Monorail line Management. It is one of the department

under Mnagement of Monorail line. It was agreed that, the primary sources that generate

noise are from the Heating, Ventilation and Air-Conditioning (HVAC), Compressor and

noise from breaking system. The secondary noise was produced by the announcement,

passenger conservation, and audio speaker.

3

1.3 Objective

The main objectives of this research are:

1. To determine the noise level at the platform areas while train passing the

monorail stations.

2. To analyze the noise distribution inside the monorail stations.

3. To propose suitable method to reduce noise level at the monorail stations.

1.4 Scope

The scopes of this research are:

1. The study on noise distribution is involved only at two different monorail station

in Kuala Lumpur which are Maharajalela Station and Titiwangsa Station.

2. Determine the reasons why level of noise produce in the both stations vary.

3. Determine the effect to the passengers due to noise exposure at the station.

4. Compare the noise level at selected monorail station with standard that has been

issued by Department of Environment (DOE) Malaysia.

5. Give suggestions how to reduce level of noise resulting from the stations

involved.

1.5 Significant of Research

This research was performed to help the EQATS to identify the noise level emitted by

the various type of monorail and noise distribution for both monorail stations more

accurately. Besides that, this is to ensure the resulting noise level in the station complies

with the standards provided by Department of Environment (DOE) Malaysia or not. This

research is important to monitor the effects of noise pollution on the daily lives of train

4

passengers and staff for the both station. In addition, the results of this study should

serve as a warning to other agencies that build new transit lines or stations in highway

median.

1.6 Limitations

Like every research conducted, there are some constraints that cannot be avoided that

affect the research. In this research, there were some constraints noted during this

research listed below:

i. Background noises of station expansion works at stations, that indirectly

interfered with the retrieval of data.

ii. The variety of measured noises of monorail trains, where each train

produces a unique noise levele based on its maintance schedual, thus

reading had to be averaged in order to obtain reliable data. this is due to

the itinerary set by the monorail operation. The itinerary varies depending

on the monorail.

1.7 Research Organization

This research paper has been divided into five chapters. Chapter one has provided the

background to the research, problem statement, objectives, scopes, significant of

research and limitations during this research. Chapter two provides some fundamental

concepts about noise, and provides an overview of on-going directions in goal-driven

research. This chapter also traces the previous studies and also some basic of the noise.

Chapter three deals with the research methodology. This is followed by Chapter four,

which provides an analysis of the noise distribution. This chapter also discusses other

factors that affect noise distribution. Finally in this research concludes with

consideration of the suggestions and recommendation for future research initiatives, all

presented in Chapter five.

CHAPTER 2

LITERATURE REVIEW

2.1 Introduction

There are several ways to reduce the noise impact to the user, which is modify the paths

by which the noise travels through the air to the people exposed, such as use barriers and

screens to block the direct path of sound at the platform station. This can helps to reduce

the noise produced by a train directly to consumers. The effects of unpleasant noise can

cause psychological disorders to consumers, resulting in emotional distress when at

workplace and will greatly affect the quality of work produced.

In this study, several monorail stations were selected to analyze the sound level,

by using sound analyzer and compare the noise level that produce by both stations with

the standard that has been issued by Department of Environmental (DOE) Malaysia.

With the existence of this study, it can assist a company which involved in the

construction of railway stations, reduce sound produced.

In this section, the context of previous research and scholarly material pertaining

to the topic, it is also presents a critical synthesis of empirical literature according to

relevant themes or variables. The entire variable related to this study was justified in this

chapter.

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2.2 Noise

Any sound that is undesired by the recipient. It is an unavoidable part of our daily lives

and has increasingly become a major burden on the quality of lives. Noise pollution is

defined as a form of air pollution that is an audible unwanted sound that poses a threat to

a persons and well-being [5,6]. Noise pollution can be from simple sources such as an

air conditioner, traffic, a loud radio, human conversation, traffic, a dog barking, to more

complex machinery such as large trucks and airplanes [7]. In this study, the source of the

sound is from the monorail, this raises an uncomfortable situation to consumers when

the train arrived until depart from the station.

2.2.1 Noise Descriptor

The universal descriptor used for environmental noise is the A-weighted sound level. It

describes the level of noise measured at a receiver at any moment in time and is read

directly from noise monitoring equipment [8].

2.2.2 Decibel (dBA)

The decibel (dB) is a unit used to measure sound intensity and other physical quantities

[9]. A decibel is one tenth of a bel (B), a unit named after Graham Bell, the inventor of

the telephone.

The decibel of sound pressure level (dB SPL) takes as a reference the minimum

sound pressure level that the average human ear can detect. The lowest audible sound to

humans is typically 0 dB SPL (hearing threshold). In practice, “dB” often stands for “dB

SPL”.

7

Because the decibel scale is logarithmic, a three-decibel increase in sound level

already represents a doubling of intensity. For example, a normal conversation may be

about 65 dB and someone shouting can typically be around 80dB. The difference is only

15 dB but the shouting is 30 times as intensive.

The perception of loudness is not exactly the same as sound pressure level. To

account for the fact that are particularly low and high-pitched sounds appear less loud to

the human ear, noise is usually measured in A-weighted decibels dB(A).

2.2.3 Background noise

A description of the ambient or background noise (excluding the rail activity under

dispute) at the noise receptor(s) must be included in the assessment. In the absence of

adequate justification of background noise levels through ambient noise monitoring, the

background noise may be estimated by the use of known baseline levels from areas of

similar acoustical environments. Table 2.1 below shows the background noise level

correction [10].

Table 2.1: Background Noise Level Correction [10]

Total Noise Level(dB)

minus Background Noise Level (dB)

Value to subtract from Total Noise

Level to get noise

due to the source

8 – 10 0.5

6 – 8 1

4.5 – 6 1.5

4 - 4.5 2

3.5 2.5

3 3

2 4

1 7

2.2.4 Environmental noise

Environmental noise is a major issue in most countries, especially in areas of high

population, and the sources of noise and their adverse effects on our wellbeing are

varied. In terms of assessing the impact of these issues, it need to be able to make

8

suitable noise measurements, or in some cases, monitor the noise levels for longer

periods.

2.2.5 Equivalent Continuous Sound Pressure Level, Leq

This is a widely used noise descriptor that is commonly adopted in many developed

countries. It is the constant noise level which, under a given situation and time period,

contains the same acoustic energy as the actual time-varying noise level. As Leq

measures the energy content of a noise over a period of time, noise with different

characteristics, such as fluctuating like from traffic or impulsive noise like from

hammering as described in the next section, can give the same Leq Level. When noise or

sound is measured in dB(A), it is customary to denote the equivalent continuous sound

pressure level as LAeq [11]. Calculations are mainly performed in decibels, mainly for

addition, averaging, and subtraction.

2.3 Category of Sound

Sounds are generally classified in the following categories [10]:

a. Steady sound levels (such as ventilation equipment associated with railway

infrastructures).

b. Steady, but intermittent sound levels (such as idling of trains on a main track)

c. Time-varying sound (such as individual pass-by or several pass-by over a

specific time period).

d. Impulsive sound signals that may include one or more impulses (such as train

shunting, coupling, stopping, starting, and so on).

The type of sound has a bearing on how it is to be measured, what type of sound

level meter setting should be used, and what descriptors and other data should be

9

presented. Figure 2.1 illustrate typical classifications of sound level events: steady,

intermittent, time-varying, and impulsive sounds.

Figure 2.1: Typical Classifications of Sound Events - Steady, Intermittent, Time-

Varying and Impulsive Sounds [10]

2.4 Noise Level

In the logarithmic scale the range of human ear’s audible sounds is from 0 dB SPL

(hearing threshold) to 120-140 dB SPL (pain threshold), as shown in the Table 2.2

below.

Table 2.2: Examples of sound pressure levels in relation to hearing threshold and pain

threshold [10]

Item dB

Hearing threshold 0 dB

Leaves fluttering 20 dB

Whisper in an ear 30 dB

Normal speech conversation for a participant 60 dB

Cars/vehicles for a close observer 60-100 dB

Airplane taking-off for a close observer 120 dB

Pain threshold 120-140 dB

10

The range of human ear’s audible sounds goes from 0 dB SPL (hearing

threshold) to 120-140 dB SPL (pain threshold).

2.5 Cause of Noise

Railway operational noise originates from a number of sources. This include the engines

and cooling fans of trains, the under-floor engines of “diesel multiple units”, gears,

aerodynamic effects at higher speeds, and the interaction of wheels and rails [12]. The

latter source tends to have an influence on overall noise levels at speeds above 50 km/h

and is normally predominant at speeds above around 100 km/h.

Rolling noise results from the vibration excitation of the wheels and track as the

wheel rolls on the rail. The excitation is provided by the combined surface roughness at

the interface, or “contact patch”, between the wheel and the rail. Because the entire

wheel and track system is excited by the combined roughness at the interface, it is this

combined value that determines the level of rolling noise rather than the individual rail

and wheel roughness components.

2.6 Noise Calculation

Sound level is generally expressed in decibels. Equation below show how sound level

calculated [12]:

L = 10 log10(∑10(Li/10)

) (2.1)

Lpi = Instantaneous sound pressure level unit dB(A)

11

2.6.1 Adding Decibels

For n numbers of sound power levels acting together, formula given by:

Lpt=10 log10 [∑ Log10 (Lpi/10)] (2.2)

Lpt = Total sound pressure level unit dB(A)

Lpi = Instantaneous sound pressure level unit dB(A)

Figure 2.2: Graph for adding decibel [13]

Graphs are designed to give the sum of two decibel values shown in Figure 2.2.

Values obtained by using these graphs are less accurate, but are generally sufficient.

12

Table 2.3: Addition of sound level [14]

Different between the two level Add to higher level

0 3

1 2.5

2-3 2

4 1.5

5-7 1

8-9 0.5

≥ 10 0

2.6.2 Averaging Decibels

It follows from equation that the time average decibel level, Lp, is given by:

Lpt=10 log10[(1/n)∑ Log10 (Lpi/10)] (2.3)

Lpt = Total sound pressure level unit dB(A)

Lpi = Instantaneous sound pressure level unit dB(A)

n = Total number of reading

2.6.3 Subtracting Decibels

In certain instances, it is desirable to subtract an ambient or background sound pressure

level from a total measured level. This allows one to determine the sound pressure level

produced by a particular source. In general, it is not possible to make meaningful

measurements of sound pressure level unless the background sound pressure level is at

least 3 dB(A) below the level of the source under consideration. The sound pressure

level due to the machine is:

Lps = 10 log10 [log-1(Lpt/10) - log-1(Lpb/10)] (2.4)

Lpt = Total Sound Pressure Level unit dB(A)

Lpb= Background Sound Pressure Level unit dB(A)

13

Figure 2.3: Graph for subtracting decibel [13]

Figure 2.3 above are graph to help the subtraction of decibel values. In case the

background noise level is close to or even greater than the sound level of the source,

more advanced methods which measure sound intensity have to be used for analysis of

sound power.

2.7 Health Effects of Noise Exposures

Several studies have shown that, excessive noise from transport modes can lead to sleep

disturbance and other health impacts, not just annoyance. Recent research by WHO in

year 2011, Bluhm in 2007, Muzet in 2007, and Grazulevicien in 2004, supports earlier

findings that the shorter-term health effects of sleep disturbance due to excessive noise

exposure can affect quality of life during the subsequent waking hours. Symptoms may

include fatigue, moodiness, irritability, headaches, stomach upsets, lack of concentration

14

and reduced work ability, but these symptoms can be associated with many other causes.

These shorter-term effects do not appear to be reduced through repeated exposure and

habituation [14].

There is also evidence that noise has an effect on children’s learning ability. The

study reported that children exposed to high levels of environmental noise may display

sustained and visual attention deficits, difficulty concentrating, reduced auditory

discrimination and speech perception, poorer memory that requires high processing

demands of semantic material, and reduced reading ability and school performance on

national standardized tests.

2.8 Monorail

The KL Monorail is a straddle system and the guideway runs mainly above the median

of main roads in KL's central business district. Since it has to pass through very

developed and expensive areas, a monorail running over the median of public main

roads was the most cost-effective construction choice.

Kuala Lumpur Monorail started with the construction of building facilities and

runway depot building a monorail aboveground (elevated) along the 8.6 km. The

maximum speed is 80 km/h. Consisting of eleven station stops extending from the first

station KL Sentral in Brickfields which is across the golden triangle and ends up

Titiwangsa is eleventh station in Jalan Tun Razak [8]. Therefore, the system can operate

at a headway of 2.5 minutes. Each car has 24 seats and each two-car train can carry 107

people. To assure absolute safety, the driver-only trains are supervised by an Automatic

Train Protection (ATP) system at all times.

The stations are constructed mostly from lightweight materials making maximum

use of precast concrete components and fabricated steel assembled off-site. With a

platform length of 40 m, each station can accommodate trains of up to four cars in

length. The 750-Vdc power for traction is drawn from the national power grid,

transformed, rectified and supplied to power rails.

15

The signalling system uses bi-directional fixed blocks with both trackside and

cab signals for extra safety. The Supervisory Control and Data Acquisition (SCADA)

and associated systems are managed from an operation control room in an operations

control centre.

Project transportation spends of RM 1,180 million and started operating on

August 31, 2003 by the KL Infrastructure Group Company which holds the concession

for 40 years operating monorail from the royal government of Malaysia. On May 15,

2007 with the financial crisis in the company, KL Monorail was taken over by Syarikat

Prasarana Negara Berhad (SPBN), a Government Company under the Ministry of

Finance, it subsequent operation carried out by KL Star Rail Sdn Bhd.

2.9 Station Description

In this study, the type of station involved is elevated station, where elevated station is

divided into two types, namely types Elevated Station with Side Platforms and Elevated

Station with Ticket Hall Platforms Below. The major difference between the two

stations is position of the ticket counter, where the Elevated Station ticket Hall with

below platforms, ticket counters at the top of the platform, while the Elevated Station

ticket Hall with below platforms, ticket is under the platform [15]. More information

about both the station will be described in the next section.

2.10 Side Platform

A side platform is a platform positioned to the side of a pair of tracks at a railway

station. A pair of side platforms is often provided on a dual track line with a single side

platform being sufficient for a single track line.

16

2.10.1 Elevated Station with Side Platforms

In the example Figure 2.4 below, elevated railways are still popular in cities, despite

their history of noise creation and generally unfriendly environmental image. The poor

image has been considerably reduced with modern techniques of sound reduction and

the use of reinforced and pre-stressed concrete structures. They are considerably cheaper

than underground railways (at least half the price, sometimes considerably less than that)

and can be operated with reduced risk of safety and evacuation problems. Modern

elevated railways have been built in such cities as Miami, Bangkok, Manila and

Singapore.

Figure 2.4: Elevated Side Platform Station Layout [15]

2.10.2 Elevated Station with Ticket Hall below Platforms

In the example illustrated immediately above, the ticket office and gate lines are below

the platform level. This can be done to allow one ticket office to serve both platforms

but it requires the space to be available below track level and this, in turn, requires

enough height in the structure. Since many stations are built at road intersections, the

location of the station structure might have to permit road traffic to pass beneath it and

this requires an adequate height structure to be built. It is sometimes better to position

17

the structure to one side of the road intersection to allow room below for the ticket

office.

Figure 2.5: Elevated Station with ticket Hall below Platform Layout [15]

For this study, the type of station that will be studied is an elevated station with

the ticket hall below the platform, the Figure 2.6 below shows a more detailed layout for

one the station, which is the ticket counter under the station, it make easy to operator to

serve both platform.

Figure 2.6: Technical Section Detail (Station)

Ticket

Counter

18

2.11 Institution that Governs Noise Exposure

2.11.1 The World Health Organization (WHO)

The World Health Organization has intensively addressed the problem of community

noise. In 1992, WHO Regional Office for Europe convened a task force meeting which

set up health-based guidelines for community noise (Berglund et al, 1999), aimed at

serving as the basis for deriving noise standards within a framework of noise

management. Table 2.4 below shows the guideline values for selected environments

[16].

Table 2.4: WHO recommended guideline values for community noise in specific

environments data selected from Berglund et al (1999) [16]

Specific environment Critical health effect(s) Leq

(dB) Time-base (h) LAmax (dB) (fast)

Outdoor living area Moderate annoyance,

daytime and evening

55 16 -

50 16 -

Dwelling, indoors

Speech intangibility and

moderate annoyance, daytime

and evening

35 16 -

Inside bedrooms

Outside bedrooms

Sleep disturbance, night time 30 8 45

Sleep disturbance, window

open (outdoor value) 45 8 60

Hospitals, wardrooms,

indoor

Sleep disturbance, night time 30 8 40

Sleep disturbance, day time

and evening 30 16 -

Industrial, Commercial,

shopping and traffic areas,

indoors and outdoors

Hearing Impairment 70 24 110

Ceremonies, Festivals

And entertainment event Hearing Impairment 100 4 110

19

2.11.2 Occupational Safety and Health Administration (OSHA) and National Institute

for Occupational Safety and Health (NIOSH)

Occupational Safety and Health Administration (OSHA) is part of the U.S. Department

of Labor and it is responsible for developing and enforcing workplace safety and health

regulations. The OSHA standard carries behind it the force of law and employers in the

industrial sector are bound to comply with it. Those employed in mining, railroad, coast

guard, military, and construction are bound by their own standards.

NIOSH is part of the Centers for Disease Control and Prevention in the U.S.

NIOSH conducts research and provides information, education, training, and

recommendations regarding occupational safety and health. As such, NIOSH is in a

position to recommend standards and best practices, but it is not in a position to regulate

or enforce standards. Damage risk criteria provide the basis for recommending noise

exposure limits based on noise level and exposure time. Duration (in hours) of allowable

exposures based on OSHA and NIOSH criteria is shown in Table 2.5 below..

Table 2.5: Duration (in hours) of allowable exposures based on OSHA and NIOSH

criteria [17]

Level

in dBA 85 88 90 92 94 95 100 105 110 115

OSHA,

PEL 16 8 4 2 1 0.5 0.25

NIOSH 8 4 1 0.25

*PEL = Permissible Exposure Limit; REL = Recommended Exposure Limit.

OSHA permits exposures of 85dB(A) for 16 hours per day. Table 2.5 are

assumed to have equal risk to each other. That is, 16 hours at 85 dB carries the same

auditory risk as 8 hours at 90 dB, 4 hours at 95 dB, 2 hours at 100 dB, and so on.

NIOSH recommends an exposure limit of 85 dB(A) for 8 hours per day. The

time/intensity values shown on the NIOSH REL line in Table 2.5 are assumed to have

equal risk to each other. That is, 8 hours at 85 dB carries the same auditory risk as 4

hours at 88 dB, 2 hours at 91 dB, and so on.

20

The differences in OSHA criteria and NIOSH recommendations for exposure

limits produce different outcomes. There is the more lenient OSHA values allow for

higher exposures for longer durations and the more conservative NIOSH values

recommend lower exposures for shorter durations. The NIOSH values are based on

scientific studies relating noise exposure to hearing loss, and are more protective of

hearing. It should be noted that both standards are based on the assumption that the

noise occurs as part of a work environment, and both assume non-occupational quiet.

That is, the limits are based on an 8-hour workday.

2.11.3 Department of Occupational Safety and Health (DOSH)

The Department of Occupational Safety and Health (DOSH) is a department under the

Ministry of Human Resources, Malaysia. Which department is responsible for ensuring

the safety, health and welfare of people at work as well as protecting other people from

the safety and health hazards arising from the activities sectors which include:

a) Manufacturing

b) Mining and Quarrying

c) Construction

d) Hotels and Restaurant

e) Agriculture, Forestry and Fishing

f) Transport, Storage and Communication

g) Public Services and Statutory Authorities

h) Utilities - Gas, Electricity, Water and Sanitary Services

i) Finance, Insurance, Real Estate and Business Services

j) Wholesale and Retail Trades

As a government agency, the department is responsible for the administration

and enforcement of legislations related to occupational safety and health of the country,

with a vision of becoming an organization which leads the nation in creating a safe and

healthy work culture that contributes towards enhancing the quality of working life [18].

21

Sources of noise in workplace include lift trucks, compressors and conveyor

systems. Such sources may give rise to potentially hazardous levels of noise which can

cause incurable hearing damage. Noise at work can cause other problems such as

disturbance, interference with communication and stress.

It is an obligation on all employers to reduce the risk of damage to the hearing of

their employees from exposure to noise to the lowest level reasonably practicable. There

are three action levels of noise defined in the Regulations:

(a) First Action Level -a daily personal noise exposure (LEP,d) of 85 dB(A).

(b) Second Action Level -a daily personal noise exposure (LEP,d) of 90 dB(A).

(c) Peak Action Level -a peak sound pressure of 200 Pascals (140 dB).

As a rough guide the First Action Level is likely to be reached when peoples

speaking normally have difficulty in being heard clearly by someone who is about two

meters away. The employers are required to take certain basic steps where an employee

is likely to be exposed to noise at or above the First Action Level. These steps together

with additional action must also be taken where an employee is likely to be exposed at

or above the Second or Peak Action Level.

2.11.4 Department of Environment (DOE)

In Malaysia, Environmental Quality Act 1974 enforced by the Department of

Environment (DOE). It generally gives importance to noise which are spread into

environment from building, factory and contraction site. Planning Guidelines and

Limitations Sound Control (Department of Environment Malaysia, 2004b) detailing the

maximum sound level for a project planned. Maximum Equivalent sound level (Leq)

limited of trains including transit (for new construction and realignment ) shown in the

Table 2.6 below [19].

22

Table 2.6: Detailing the maximum sound level of trains including transit [19]

Land use category Daytime

7:00am-10:00pm (dBA)

Nighttime

10:00pm-7:00am (dBA)

Lmax

(Day and Night)

Noise sensitive areas , areas

of deployment , low density 60 50 75

Suburban and urban

settlement 65 60 80

Commercial , business 70 65 80

Industry 75 65 N/A

2.11.5 Factories and Machinery Act (FMA)

Factories and Machinery Act (FMA) is to provide the control of factories on matters

relating to the safety, health and welfare of persons, and the registration and inspection

of machinery. As Stated in Section 9, Factories and Machineries (Noise Exposure)

Regulations, 1989 (FMA 1989) [20]. An Employer shall carry out initial noise

monitoring at workplace and must comply with the following limits:

Action level - 85 dB(A)

PEL (Permission Exposure Level) - 90 dB(A)

Maximum at any Time - 115 dB(A)

Initial Noise Monitoring limited to one or more representative employee from

group of employee performing same work. The Monitoring would be carried out

according to DOSH Requirement As per Factories and Machineries (Noise

Exposure) Regulations, 1989. Assessment must carried out by DOSH Registered

Noise Monitoring Competent Person. The Noise survey should cover all possible

noise source (Machines), Area (Working Sections) and Employee Noise Monitoring.

2.11.6 International Organization for Standardization (ISO)

There are two ISO standards that refer by the researcher. It is based on Noise Level Type

Test procedure, document number KLMFEP-RST00-TT0003, conducted by Scomi Rail

Bhd [21].

23

2.11.6.1 ISO 3095: 2005 - Railway applications Acoustics - Measurement of noise

emitted by railroad vehicle

ISO 3095:2005 specifies the conditions for obtaining reproducible and comparable

measurement results of levels and spectra of noise emitted by all kinds of vehicles

operating on rails or other types of fixed track, except for track maintenance vehicles in

operation. It is applicable to type testing and periodic monitoring testing. The results

may be used, for example, to characterize the noise emitted by these trains, to compare

the noise emission of various vehicles on a particular track section, and to collect basic

source data for trains.

2.11.6.2 ISO 3381: 2005 - Railway applications Acoustics - Measurement of noise

inside rail bound vehicles

ISO 3381:2005 specifies the conditions for obtaining reproducible and comparable

measurement results of levels and spectra of noise inside all kinds of vehicles on rails or

other types of fixed track, except for track maintenance vehicles in operation. It is

applicable to type testing and periodic monitoring testing. The results may be used, for

example, to characterize the noise inside these vehicles and to compare the internal noise

of various vehicles on a particular track section.

As a result of the discussion above, it can be summarized as Table 2.7. It shows

the guideline limit for each of the organizations involved on the noise level.

Table 2.7: Noise level guideline by each organization

Organization Guideline Detail

WHO PEL = 70 dB Industrial, Commercial, Traffic

area, Indoors & Outdoors

OSHA PEL = 85 dB 16 Hour

DOE

70 dB (day)

65 dB (Night)

80 dB (Lmax)

Commercial Business

24

Table 2.7: Noise level guideline by each organization (continue)

FMA

Action Level = 85 dB

PEL= 90 dB

Max. at any time = 115 dB

Permissible Exposure Limit

NIOSH REL = 85 dB 8 Hour

PEL = Permissible Exposure Limit, REL = Recommended Exposure Limit

2.12 List of Previous Study

Some previous studies used as reference for this research. Table 2.8 shows the previous

study.

Table 2.8: Several previous study that related to this research study:

No Title Year Author

1. Railway noise levels, annoyance and

countermeasures in Assiut, Egypt 2004 Sayed Abas Ali

2. Railway environmental noise control in

China 2006 Gu Xiaoan

3. Study of noise level in railway station 2005 V. Kanakasabai, G Sethilkumar,

E Chandrasekar

4.

Consumers Satisfaction Of

Public Transport

Monorail User In Kuala Lumpur

2013

Amsori Muhammad Das

Mohd Azizul Ladin

Amiruddin Ismail

Rizaatiq O.K. Rahmat

5. Urban Transportation: Issue and Solution 2008 Haryati Shafii Sharifah Meryam

Shareh Musa

6. Developing noise control strategies for

entire railway networks 2006 Jakob Oertli

7.

Sound field characteristics of underground

railway stations – Effect of interior material

and noise source position

2012 Ryota Shimokura, Yoshiharu

Soeta

8.

Characteristics of train noise in above-

ground and underground station with side

and island platforms.

2010 Ryota Shimokura, Yoshiharu

Soeta

9. Pilot Survey of Subway & Bus Stop Noise

Level 2006 Robyn R.M. Gershon

10. Passenger Exposure To Noise at Transit

Platforms in Los Angeles 2012 Alexander Schaffer

11. Change of acoustic characteristics caused

by screen doors in train stations 2011

Ryota Shimokura, Yoshiharu

Soeta

12. Problems of Railway Noise—A Case Study 2011

Małgorzata Szwarc, Bożena

Kostek, Józef Kotus, Maciej

Szczodrak, Andrzej Czyżewski

13.

Analisis dan kajian penentuan Parameter

Tahap Keselesaan di dalam Koc bagi sistem

transit rel yang berbeza

2014 Noor Hafiza Binti Nordin

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