Welcome to trafficnoise.org, a collaborative arm of Acoustics.com.

This site aligns with our goals of promoting the

importance of acoustics and acoustic-related issues across a variety of related industries.
Excessive traffic noise is one of the most common complaints among American residents. Millions of people are
affected by constant traffic noise in their own home. In fact, traffic noise impacts more people than any other
environmental noise source. Traffic noise can affect the ability to work, learn, rest, relax, sleep, etc. Excessive noise
can lead to mental and physical health problems. If your home is near a major road or you are experiencing problems
with traffic noise, you may be able to limit the impact on yourself and your family.
There are basically four options for controlling traffic noise: constructing (or increasing the height of) a barrier wall,
increasing the isolation quality of the home, masking the noise, or controlling the noise directly at the source.
Barrier Walls
Constructing or increasing the height of a barrier wall could result in a noticeable decrease in traffic noise. However,
certain guidelines must be met in order for the wall to be effective:
Material
The wall must be solid with no penetrations in order to be effective. Any penetration, opening or gate can degrade the
effectiveness of the barrier. Concrete walls are preferred, but other types of walls can also be effective. A barrier does
not have to be a wall, it could also be a large earthen berm. A common misconception is that typical landscaping or
vegetation can act as an effective barrier for traffic noise. Unless the vegetation is 100' thick and very dense, it will
provide very little if any noise reduction.
Distance
Typically, a barrier is more effective the closer it is to the source or to the receiver. Noise barriers are generally only
effective for homes within 300 ft. of the roadway.
Height
The noise from automobile traffic is primarily from the tires on the pavement. This noise source is at 0' above the
ground. Noise from large trucks is typically engine and exhaust noise and is approximately 8' above the ground. In
order to be effective, a barrier wall must at least block the line of sight from the noise source to the receiver. Although
a 6' high wall can help to reduce auto traffic noise, it will do little if anything for heavy truck traffic. On the same note, if
a home is on a hill or elevated above the roadway, a 6' high wall may not be adequate in blocking the line of sight,
even for auto traffic.
Increasing the height of an existing wall by 1-2 ft. may make a difference depending on the line of sight issues
mentioned above. However, if the wall already blocks the line of sight, increasing the height of the wall by a couple of
feet will not provide a noticeable reduction. In fact, the Department of Transportation states the general rule of thumb:
each 1 ft. of height added to a wall, above the height that breaks the line of sight between the source (traffic) and
receiver (residence), reduces the noise level by decibel (see table below).
Isolation Quality
Traffic noise can also be controlled at the receiver by increasing the isolation quality of the home. Noise is transmitted
primarily through the weakest points. Almost always, the weakest points in the home would be the windows.
Depending upon the isolation quality of the current windows, upgrading the window assemblies could provide at least
some relief. Replacing the windows will not help dramatically if you already have decent windows.
Window isolation quality is expressed as a Sound Transmission Class (STC) rating. The higher the rating, the better
the isolation quality of the window. A typical single pane window has an STC rating of 22-25. A typical dual pane
window has an STC of 27-32. (See table below). Specialty windows with higher STC ratings are also available.
In existing residences it could be very costly to replace the majority of the windows. Another option that may be less
expensive and could produce even better results is to add a window insert in addition to your existing windows. The
window insert is placed inside your existing window sill.
Please note that it is important to upgrade the windows that are both parallel and perpendicular to the roadway. It is
almost never worthwhile to do anything to the exterior wall of the home, particularly if there is a window(s) in the wall.
If the noise does not appear to be transmitting through the windows seek the help of a professional for further
options. Contact us for a referral database of acoustical consultants.
Masking
Noise can also be masked at the receiver. Sound masking can be implemented outside or inside your home. This can
be accomplished by an electronic sound masking system playing white noise/pink noise through noise generators.

Other options include, indoor and outdoor water features, fans, or recordings of soothing sounds. However, this is
sometimes perceived as adding more noise to a noisy environment. To learn more about masking system
Control At The Source
As a resident you may not be able to control traffic noise at the source, but there are ways of limiting problems with
traffic noise in the design of future roadways. Traffic noise increases with higher speed limits and with shorter
distances from the road to the home. Recessing the roadway can reduce the noise impact. Use of quiet pavement
such as rubberized asphalt can also reduce the impact by 4-5 decibels (see table below). Unlike conventional asphalt,
rubberized asphalt maintains its noise reduction properties over several years.

Changes in Sound Level, dB

Changes in Apparent Loudness

Almost imperceptible

Just perceptible

5-6

Clearly noticeable

10

Twice (or half) as loud

Note: This chart can also be loosely applied to changes in STC ratings.

Traffic Noise
What is the difference between sound and noise?

Sound is anything we hear. Noise is unwanted or undesirable sound. But there is more to it than that...

Sound is created when an object moves and anything that causes small, fast pressure changes will create sound. For example, we hear a
rustle from wind blowing leaves, we hear words when air passes over vocal cords, and we hear music when an electronic stereo signal shakes the
cone in a speaker. Movement causes vibrations in air molecules, like ripples on water. When the vibrations reach our ears, we hear sound.

Sound is measured in decibels (dB). To better represent human hearing, very high and very low-pitched sounds are adjusted, or "Aweighted" (dBA). Traffic noise is reported as dBA.

10 dBA + 10 dBA = 13 dBA. There are two important things to know about sound energy and traffic noise.

1.

Sound is measured logrithmically, so 60 dBA + 60 dBA = 63 dBA, not 120 dBA. In contrast, 60 dBA + 50 dBA = 60 dBA.

2.

The perception of how "loud" a sound is varies by person. Generally, 3 dBA is considered the minimum audible difference between sound
levels. A 10 dBA change is generally perceived to be 2x or 1/2 as loud depending of whether the sound is increasing or decreasing.

What causes traffic noise?

The level of highway traffic noise depends on three things:

1.

Traffic volumes - Roads with more vehicles are generally louder.

2.

Traffic speeds - Traffic is louder at higher speeds.

3.

Percent of heavy trucks on the road - Heavy trucks (e.g., semi-trucks)

Traffic noise is a combination of the noises produced by vehicle engines, exhaust, and tires. Traffic noise is also increased by defective
mufflers or other faulty equipment. Conditions, like a steep incline, that causes heavy labouring of vehicle engines will also increase traffic noise
levels. Other factors also complicate the loudness of traffic noise. For example, traffic noise levels are reduced by distance, terrain, vegetation, and
natural and manmade obstacles as a person moves away from a highway.

Traffic noise is not usually a serious problem for people who live more than 500 feet from heavily traveled freeways or more than 100-200 feet
from lightly traveled roads.

How are noise impacts determined?

Highway traffic noise is not constant. Noise levels change with the number, type, and speed of the vehicles. For example, traffic noise levels might
be lower during rush hour when traffic speeds are reduced compared to times when fewer vehicles are traveling at a higher speed. To be
conservative in our estimates of traffic noise levels, WSDOT typically models traffic noise levels with rush hour traffic traveling at the posted speed
limit.

The most common statistical descriptor for traffic noise is Leq. Leq is a time-weighted average. A 1-hour Leq is usually used by the Federal
Highway Administration (FHWA) to determine traffic noise impacts. FHWA has established different noise impact criteria for different land uses. In
Washington State, a 66 dBA (1-hr Leq) is considered the threshold for traffic noise impacts to residential land uses.

What can be done to reduce traffic noise?

A three-part strategy is used to reduce traffic noise. Responsibility for the different strategies occur at different levels of government, as described
below:

1.

Motor vehicle controls, including tire tread designs - federal government

2.

Highway planning and design - federal, state, and local governments

3.

Land use controls - local governments

1. Motor vehicle controls

Vehicles are the source of traffic noise. There are a number of ways to reduce vehicle noise. For example, vehicles can be designed with
enclosures for the engine, fans that turn off when not needed, and better mufflers. Quieter vehicles would bring about a substantial reduction in
traffic noise along roads where no other noise reducing measures are possible. The EPA has issued regulations placing a limit on the noise that new
trucks can make. In addition, many local and State governments have passed ordinances or laws requiring existing vehicles to be properly
maintained and operated.

Due to limitations in technology, EPA noise regulations for new trucks and State and local regulations for maintenance of vehicles can only partially
reduce traffic noise. A 5 to 10 dBA decrease is about the best noise reduction that can be expected from EPA regulations.

2. Highway Planning and Design

Early in the planning stages of most highway improvements, highway agencies do a noise study.

1.

For the noise study, the current traffic noise levels are measured and compared to a traffic noise model (TNM) to ensure the accuracy of
the model (validate).

2.

Then, the agency used the validated model to predict what the noise levels will be in the future if the project is constructed.

3.

If noise "impacts" (per FHWA criteria) are predicted, the noise study must evaluate whether noise levels can be reduced in a way that is
"feasible" (physically constructible, achieve minimum noise reductions) and "reasonable" (cost-effective). Feasible and reasonable are
defined in the 2011 WSDOT Noise Policy and Procedures (pdf 886 kb).

4.

If noise abatement is recommend, opinions of the affected public are solicited to ensure that abatement is desired. WSDOT will not
construct noise abatement (e.g., noise walls), if they are not desired by the affected residents. This process is described in Chapter 10 Public Involvement in WSDOT noise policy.

3. Land Use Control

Sometimes, complaints about highway traffic come from occupants of new homes built adjacent to an existing highway. Many highways were
originally constructed through undeveloped lands. There are several hundred thousand miles of existing highways in this country bordered by
vacant land which may some day be developed. Prudent land use control can help to prevent many future traffic noise problems in these areas.
Such controls need not prohibit development, but rather can require reasonable distances, or "buffers," between noise sensitive buildings and
roads. Soundproofing or other abatement measures can also lessen noise disturbances. WSDOT can work with local governments on this type of
"noise compatible planning."

How does WSDOT work to reduce noise on existing roads?

Some noise reduction measures that are possible on existing roads, or roads being rebuilt, include buffer zones, constructing noise walls or earthen
berms, installing noise insulation in buildings, and managing traffic.

Buffer zones are undeveloped open spaces which border a highway. WSDOT can purchase land, or development rights to prevent future
dwellings from being constructed near the highway where traffic noise impacts may occur in the future. Buffer zones can also improve the roadside
appearance. Buffer are used infrequently because of the large amount of land that must be purchased to effective and dwellings already border
many existing roads.

WSDOT can use federal funds to purchase buffer zone for noise abatement.

Noise barriers are walls or earthen berms constructed between homes and a roadway to reduce traffic noise levels. Effective noise barriers
can reduce noise levels by 10 to 15 decibels, cutting the loudness of traffic noise in half. Earth berms have a natural appearance but can require
quite a lot of land if it is very high. Walls take less space and are usually limited to 25 feet tall for structural and aesthetic reasons. Noise walls can
be built from wood, stucco, concrete, masonry, metal, and other materials.

Barriers do have limitations. For a noise barrier to work, it must be high enough and long enough to block the view of a road. Noise barriers do
very little good for homes on a hillside overlooking a road or for buildings which rise above the barrier. Openings in noise walls for driveway
connections or intersecting streets destroy the effectiveness of barriers. In some areas, homes are scattered too far apart to permit noise barriers
to be built at a reasonable cost.

Noise barriers are the most common form of traffic noise abatement used by WSDOT.

Vegetation can decrease highway traffic noise levels if it is high enough, wide enough, and dense enough (cannot be seen through). A
general rule is that it takes about 200-feet of dense vegetation to audibly reduce traffic noise. It is often impractical to plant this much vegetation
but if dense vegetation already exists, it could be saved. Roadside vegetation can provide psychological relief from traffic noise, even when it does

not actually reduce traffic noise levels.

Vegetation is not used as abatement by WSDOT because it is not approved for this use by FHWA.

Insulating buildings can reduce highway traffic noise, especially when windows are sealed and cracks and other openings are filled. Air
conditioning is usually necessary once the windows are sealed, because open windows allow sound to enter the building. Sometimes, noiseabsorbing material can be placed in the walls of new buildings during construction but this acoustic insulation is very expensive.

WSDOT considers interior noise reductions for certain types of structures defined as Category D in the 2011 WSDOT noise policy.

Some types of traffic management can reduce noise levels. For example, trucks can be prohibited from certain streets and roads, or they can
be permitted to use certain streets and roads only during daylight hours. Traffic lights can be changed to smooth out the flow of traffic and to
eliminate the need for frequent stops and starts. Speed limits can be reduced. A 10 mile-per-hour reduction in speed is usually necessary for a
noticeable decrease in noise levels.

Traffic management is an FHWA-approved form of traffic noise abatement that WSDOT has used to reduce traffic noise levels.

Pavement can affect traffic noise. Noise levels vary with changes in pavements. For example, a new asphalt pavement is generally quieter than
asphalt that is 10 years old. This is especially true in Washington State where tire studs and chains damage roadways and make pavements louder
at a faster rate than pavements in other states.

FHWA has strict requirements about using pavements as traffic noise abatement and Washington State is not allowed to consider pavement design
as abatement. However, WSDOT has some of the most comprehensive data in the world on quieter pavement performance and we continue to
explore new "quieter" pavement designs.

How does WSDOT work to reduce noise on new roads?

All of the measures used on existing roads can also be used on new roads. There are also additional measures which may be possible to use
for new roads only.

Locate road in undeveloped areas or away from noise-sensitive areas, such as schools or hospitals, and placed near nonsensitive
areas, such as businesses or industrial plants.

Construct new roads below ground level. The noise from vehicles on this type of road is deflected into the air by embankments on
the side of the road. These embankments function in much the same way as noise barriers.

Design roads to be as level as possible. The elimination of steep inclines helps to reduce traffic noise because motor vehicle
engines, especially multi-geared truck engines, do not have to work as hard. Avoiding steep declines will reduce noise from
braking, especially the use of truck compression brakes.

All of the many noise reduction measures have limitations. In some case, none of these noise reduction measures can be used either because of
physical or cost constraints.

What is the role of Federal Highway Administration (FHWA) for traffic noise?

FHWA administers the Federal-aid highway program that allocates federal funds to the individual States for highway improvement projects. The
projects must be approved by FHWA, which requires compliance with Federal statutes and regulations. One of these regulations (23 CFR 772)
requires that a noise study are done to determine if noise impacts will result from the proposed project and what (if any) noise reductions
measures will be pursued.

If the State highway agency and FHWA determine abatement to be practicable, reasonable, and acceptable to the public, it must be incorporated
into the project. The costs of the noise-reduction measures are included with the other costs of the project and are eligible for Federal funding in
the same proportion.

State highway agencies may also use Federal highway grants for noise-reduction projects on existing roads on the Federal-aid system. These are
called Type 2, or "retrofit," projects. Federal money spent on retrofits are deducted from funds which would otherwise be available for highway
construction.

Federal funds may be used to construct noise barriers, for land acquisition to build, and to purchase undeveloped land as a preemptive buffer zone.
Traffic operational measures, such as truck routes and restriction of hours of operation, and speed limit adjustments, are also eligible for Federal
funding. Other FHWA-approved (and FHWA funding eligible) methods of traffic noise abatement are described in the 2011 WSDOT Noise Policy and
Procedures (pdf 886 kb).