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12th International Scientific Conference, April 20-22, 2009 Brno, Czech Republic 93The graphs displayed in Figure 2 express the correlation between the noise level L AeqM and thetram velocity. They are divided according to the type of tram, where the Type T3 tram unitconsisted of two cars at the moment of measurement. For the purpose of analysis, the tram type issupplemented with a number specifying the exact number of cars in a particular tram unit.110L AeqM (dB(A))10090807060L AeqM T32 = 25,1 log(v) - 5,6491R 2 = 0,8159L AeqM KT8D5 = 25,049 log(v) - 6,3937R 2 = 0,8075L AeqM T6A52 = 23,114 log(v) + 1,1117R 2 = 0,8601L AeqM T6A51 = 14,231 log(v) + 29,345R 2 = 0,5755500 20 40 60 80v (km.h -1 )T32 T6A51 T6A52 KT8D5Logaritmický (T6A51) Logaritmický (T6A52) Logaritmický (T32) Logaritmický (KT8D5)Figure 2: Correlation between the noise level L AeqM and the velocity of the tramRegression table elements:nT32 = 32 nT6A51 = 17 nT6A52 = 8 nKT8D5 = 17R = 0.903 R = 0.759 R = 0.927 R = 0.898R K = 0.355 R K = 0.482 R K = 0.707 R K = 0.482where : n – the quantity of data for individual tram typesR – the correlation coefficientR K – the critical value of the correlation coefficientIt was detected by the analysis of Graph 2 that:• The behaviour of this correlation can be best described by a logarithmic regression model, thereis a correlation between the noise level L AeqM and the velocity for all types of tram, allcorrelation coefficients for the individual tram types fell into a range of between 0.759 and0.927, which proves a high correlation,• The layout of the measured values reflects a uniform distribution of various noise levels forvelocities of between 20 and 70 km.h -1 for all types of tram,
9412th International Scientific Conference, April 20-22, 2009 Brno, Czech Republic• The behaviour of the regression computational function for the single Type T6A5 tram differsgreatly from the other behaviours, there is no significant difference between the computationalfunctions for Types T32, T6A52 and KT8D5 trams,• Undoubtedly, the quietest tram is Type T6A51, which is a single-car tram,• The noisiest tram is a double-car Type T3 tram, while the second in order are almost identicallyboth double-car tram units of Type T6A5 and Type KT8D5.ConclusionIn conclusion, it can be stated that the measurement results have not clearly confirmed that thetype of tram and the number of cars as used in the system of tram noise classification set by theSlovak calculation methodology are the most important distinguishing parameters. Trams ofapproximately the same size displayed almost identical noise levels – hence the influence of thetram length. The measurement results and the subsequent analysis point to same the moresignificant influence of the length of the vehicle on the resulting noise level rather than its type.Even in view of the influence of tram type, the statistical analysis points to the great influence ofvehicle velocity on the measured noise levelAcknowledgementsThe preparation of the paper has been supported by the Scientific Grant Agency of the Ministry ofEducation of the Slovak Republic and the Slovak Academy of Sciences under Project 1/4203/07.Reference[1] PANULINOVÁ, E.: Comparision of noise emmisions for various types of trams In: Journal ofCivil Engineering, 2008, TUKE SvF, s. 89 – 98, ISSN 1336-9024[2] http://www.dpmk.sk/content/view/73/100/[3] DECKÝ, M., ĎURČANSKÁ, D.: Environmental Impact Objectification of Traffic Noise andAir Pollution. In: Proceedings XVII POLISH- RUSSIAN-SLOVAK Seminar “TheoreticalFoundation of Civil Engineering” Warszawa – Olsztyn, 02.06-06.06.2008, str.383-388[4] SMUTNÝ J., PAZDERA L.: New Techniques in the Analysis of Dynamic Parameters RailFastening, Insight, In: The Journal of The British Institute of Non-Destructive Testing, Vol. 46,No 10, October, 2004, pp. 612-615, ISSN 13542575[5] http://www.imhd.sk/ke/index.php?w=3825242e29ef252932252c2127ef1f&idg=184&gi=0&gn=20&gs=e&gsd[6] SMUTNÝ, J.: Moderní metody analýzy hluku a vibrací aplikované na kolejovou dopravu,Vysoké učení technické v Brně, Brno 1998[7] Liberko. M.: Metodické pokyny pro výpočet hladin hluku z dopravy, VÚVA Brno 1991
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