Traffic induced vibrations can hardly cause the damages of buildings but can caused the disturbances and annoying affects of their occupants. This phenomenon has been the object of investigations in many countries due to the rapid urbanization of the modern cities and due to the demand of sustainable development. In this paper presented is the assessment of vibrations on humans in buildings caused by the traffic in Belgrade, Serbia. Due to the luck of national standard for evaluation of effects of vibrations on humans, the German standard DIN 4150-Part 2 was implemented. The results of evaluations are presented and discussed

Nefovska-Danilović, Marija

Petronijević, Mira

Prodanović, Srđan

English

 GraFar - Repository of the Faculty of Civil Engineering

 
 
                                        
 
 
 
 
 
SUSTAINABLE DEVELOPMENT OF CITIES: 
EFFECTS OF TRAFFIC INDUCED VIBRATION ON 
HUMANS 
 
Mira Petronijević1 
 Marija Nefovska-Danilović 
Srđan Prodanović 
 
 
Abstract 
Traffic induced vibrations can hardly cause the damages of buildings 
but can caused the disturbances and annoying affects of their occupants. 
This phenomenon has been the object of investigations in many countries 
due to the rapid urbanization of the modern cities and due to the demand of 
sustainable development.  In this paper presented is the assessment of 
vibrations on humans in buildings caused by the traffic in Belgrade, Serbia. 
Due to the luck of national standard for evaluation of effects of vibrations on 
humans, the German standard DIN 4150-Part 2 was implemented. The 
results of evaluations are presented and discussed.  
Keywords: sustainable development, traffic induced vibration, 
effects on humans in buildings, signal processing 
 
  
1. INTRODUCTION 
Since 1982, when The World Commission on Environment 
and Development was initiated by the General Assembly of the 
United Nations, the sustainable development has been presented as 
the continued improvement of the quality of life. The Commission 
                                                 
1 Faculty of Civil Engineering, University of Belgrade, Assoc. Prof.  
 
This paper was presented at the international conference "Innovation as a 
Function of Engineering Development" - IDE 2011 
 
ZBORNIK RADOVA GRAĐEVINSKO-ARHITENKTONSKOG FAKULTETA no.26 
92 
chairmen then–Prime Minister of Norway Gro Harlem Brundtland 
defined the sustainable development as ”development that meets the 
needs of the present without compromising the ability of future 
generations to meet their own needs” [12]. The so-called Brundtland 
Commission began its work committed to the unity of environment 
and development. In the interim, sustainable development as a 
concept, as a goal, and as a movement spread rapidly. Ten years 
latter it was accepted by all national leaders at the Earth Summit in 
Rio de Janeiro (1992). The goal of idea is to ensure a better quality of 
life for all now and for generations to come. Achieving this goal 
requires the comprehension of three interdependent parts: 
environmental, economic and social. 
Concerning the construction engineering, priorities of 
sustainable development are [9]: 
• A transport system that minimizes environmental harm and 
reduces annoying effects on civilian. 
• Towns and cities that are better places to live and work. 
In the last years, traffic induced vibrations has been seriously 
investigated in many countries due to the rapid development of the 
urban transportations and its annoying effects on the citizen. In many 
countries have been adopted the standards concerning the effects of 
vibrations on buildings and humans (USA, Germany, Great Britain, 
Japan, Norway, etc.). In Serbia there are luck of standards and 
systematical investigation in this field. Investigation presented in this 
paper show that traffic induced vibrations measured along one of the 
main boulevard in Belgrade are above the threshold value concerning 
the effects on humans in buildings according to the German standard 
DIN 4150-Part 2.  In order to provide sustainable development of the 
city, further investigations and adoption of some standard is inevitable 
demand.   
 
 
2. CHARACTERISTIC OF VIBRATIONS 
Traffic vibrations are mainly caused by heavy vehicles such as 
buses, trucks and trams, while passenger car rarely produce 
vibrations. These vibrations are transferred through the ground to the 
foundation where they are amplified at the building structures and 
affect their occupants.  
 
Sustainable development of cities: effects of traffic induced vibration on humans 
 
 
93 
 
The predominant frequencies and amplitude of the vibrations 
depend on many factors: the condition of the road, vehicle weight, 
speed and suspension system, soil type and stratification, type of 
building and distance from the road. Generally, the rougher the road, 
the more speed affects the vibration amplitude; the lower the stiffness 
and damping of the soil, the higher the vibration. Investigations have 
shown that road traffic produces vibrations with frequencies 
predominantly in the range from 5 to 25 Hz, while the amplitudes of 
vibration lay in the range of 0.05 and 25 mm/s, measured as velocity, 
or 0.005-2 mm/s2 measured as acceleration. 
Intensity and frequency of traffic induced vibrations depend on the 
following factors: 
• source of vibrations (tram, bus, cars, etc.), 
• road roughness, 
• distance from the road, 
• tupe of structures and ceillings, 
• soil characteristics and foundations. 
The frequency content of vibrations depends on: type of 
vehicle suspension system, vehicle weight and velocity. In general, 
higher the roughness of the road and vehicle speed, higher the 
amplitude of vibrations; less the stiffness and material damping of the 
soil, higher the amplitude of vibrations.  In the case of the soft soil 
layer 7-15 m deep, the effect of resonance between the natural 
frequencies of soil layer and building can cause the significant 
amplification of vibrations.  
Numerous investigations and measurements of vibrations, [2], 
[5], [6], [10] have shown that traffic-induced vibrations rarely cause 
damage of the structures, but can cause annoyance of building 
residents, as well as normal functioning of sensitive equipment.  
 
 
3. FIELD TEST AND MEASUREMENTS 
The vibrations were measured on 24 buildings along the street 
Bulevar kralja Aleksandra in Belgrade [10], [11]. The measurements 
were carried out by Geophysical Institute, using I/O System One that 
consists of 5 three-component geophones. The velocities were 
measured simultaneously at five different points at the building site, 
ZBORNIK RADOVA GRAĐEVINSKO-ARHITENKTONSKOG FAKULTETA no.26 
94 
Fig. 1, in three orthogonal directions: vertical - V, horizontal, parallel 
to the road - H1 and horizontal, perpendicular to the road - H2.  
 
                  • point 1 - on the sidewalk about 1m from the road,  
• point 2 – on the ground at the external foundation wall,  
• point 3 – in the basement of building close to the external wall,  
• point 4 – at the top floor by the wall,  
• point 5 – at the top floor at the centre of the room floor. 
Fig. 1. Measurement points 
 
     Vibrations were measured due to the following sources: 
• ambient sources, 
• truck, weighted approximately 14 tons at speed 50 km/h, 
• truck: 14 tons, speed 50 km/h, across the rubber ramp 40 cm 
long and 3 cm high,  
• articulated bus or tram. 
Higher vibration levels were obtained for vertical direction than 
for two horizontal directions. Therefore, the assessment of vertical 
vibrations has been calculated and presented. 
 
4. EFFECTS ON HUMANS 
Traffic induced vibrations may be unacceptable to humans in 
buildings because of the annoying physical sensations and noise.   
The International Organization for Standardization and several 
countries have published standards (ISO 2631-1, ISO 2631-2, DIN 
4150-2, BS 6472, etc.) that provide guidance for evaluation of human 
response to continuous, intermittent, and transient vibrations in 
Ls
2
3
4
Li 
  1 Hi 
5
Sustainable development of cities: effects of traffic induced vibration on humans 
 
 
95 
 
buildings [1], [3], [7], [8]. The basic quantity used for analysis of 
vibrations is either the particle acceleration a(t) or particle velocity 
time history v(t). 
The guidance provided by the ISO 2631 standard, Part 1 and 
2, [7], [8] for evaluation of the effects of traffic induced vibrations on 
humans in buildings is based on measured accelerations. There are 
three major difficulties in applying this standard. Firstly, there was 
confusion regarding the classification of vibrations, as intermittent or 
transient ones. Secondly, the vibration levels are provided in terms of 
one second acceleration rms (root-mean-square) values, which is not 
quite applicable to short-time vibrations. Also, the acceptable 
magnitudes of vibrations are not stated in the report. Therefore, in 
order to evaluate the effects of vibration on humans the German 
Standard DIN 4150: Part 2 [3] was used in our investigations.  
 
4.1.    DIN 4150-Part 2 
The ability of humans to perceive vibration is directly 
proportional to vibration velocity over most of the frequency range. 
Due to that, the basic quantity used for analysis of vibrations in DIN 
4150 is particle velocity time history v(t). In DIN 45669-Part 1 [4] the 
assessment of impact of vibrations on humans is based on the 
maximum weighted vibration severity KBFmax=max[KBF(t)], where 
KBF(t) is running rms (root-mean-square) of weighted signal KB(t): 
                ( ) 2
0
1( )
t t
FKB t e KB d
ξ
τ
ξ
ξ ξτ
−−
=
= ∫ .                                         (1) 
In Eq. (1)  τ  is the time constant, equal 0.125 s,  ξ is the 
integration variable and KB(ξ) is weighted and normalized velocity 
signal. 
In order to obtain  KB(t), the unweighed velocity signal v(t) 
should be first filtered using high pass and low pass 2-pole filter with 
Butterworth characteristic (the high pass frequency is 0.8 Hz and low 
pass frequency is 100 Hz). The bandlimiting filter function is given by 
complex transfer function: 
22
max max
1( )
0.8 0.8 0.8 0.81 2 1 2
unomH if
Hz Hz Hz Hzi i
f f f f
= ⎡ ⎤⎡ ⎤ ⎛ ⎞⎛ ⎞ ⎢ ⎥− − + −⎢ ⎥ ⎜ ⎟⎜ ⎟ ⎢ ⎥⎢ ⎥⎝ ⎠ ⎝ ⎠⎣ ⎦ ⎣ ⎦
         (2) (
ZBORNIK RADOVA GRAĐEVINSKO-ARHITENKTONSKOG FAKULTETA no.26 
96 
where fmax=80 Hz. Then the filtered velocity signal should be 
frequency weighted using frequency weighted complex function, 
shown in Error! Reference source not found..  
      ( ) 15.61BnomH if Hzi
f
=
−
                                      (3)             
where f  is frequency in Hz, and i2=-1.  
This calculation could be done in frequency domain or in time 
domain using the signal processing. In this work the program Matlab 
signal processing toolbox was used to calculate appropriate filters 
and KB(f). In Fig. 2 and 3 presented are KB(t) and KBF(t) for 
vibrations at the top floor of a building induced by tram and truck, 
respectively.  
 
 
Fig. 2  KB(t) and KBF(t) caused by tram  
 
 
Fig. 3 KB(t) and KBF(t) caused by truck  
KBFmax=0.116 
KBFmax=0.196 
Sustainable development of cities: effects of traffic induced vibration on humans 
 
 
97 
 
For a single event the vibration severity KBf,max was compared with 
the thresholds given in DIN 4150-2, Table 1. 
Table 1 Threshold for assessment of the effect of induced vibrations on            
human comfort 
Vibration exposure location Day Night 
 Au Ao Ar Au Ao Ar 
Commercial facilities only 0.4 6 0.2 0.3 0.6 0.15 
Mainly commercial facilities 0.3 6 0.15 0.2 0.4 0.10 
Mixed area 0.2 5 0.1 0.15 0.3 0.07 
Mainly residential houses 0.15 3 0.07 0.1 0.2 0.05 
Sensitive area, e.g. hospitals 0.1 3 0.05 0.1 0.15 0.05 
If KBfmax ≤ Au then the requirements of this norm is satisfied – 
vibration is less than threshold value. If KBfmax ≥ Ao then the 
requirements of this norm is not satisfied, and some measure for 
reduction of vibrations should be taken. For frequent excitations, 
when Au ≤ KBfmax≤ Ao a further step is required. KBFTm has to be 
calculated according to Eq. (3) and compared with Ar. 
 
1
1,                
N
e
FTr FTm FTm FTi
ir
T
KB KB KB KB
T N =
= = ∑ .
 (3) 
In Eq. 4 Te is duration of exposure, Tr is the period of assessment (16 
h for day time and 8 h for night time), while  KBFTi is max KBF(t) in one 
tact Ti=30 sec, i=1,..N, Fig. 4.. 
 
 
 
 
 
 
 
 
 
Fig. 4  KBFTi  
Since, only single events were measured, the KBfmax  was 
calculated for all vibration sources and compared with Au. Due to the 
luck of space, the KBfmax  for low-, mid- and high-rise buildings are 
ZBORNIK RADOVA GRAĐEVINSKO-ARHITENKTONSKOG FAKULTETA no.26 
98 
presented for the cases of most intensive vibrations induced by tram 
and truck over ramp in Fig. 5 and 6. The low-rise buildings are 
buildings between 1-3 floors, mid-rise are buildings between 3-7 
floors and high-rise are buildings higher than 7 floors.   
 
Fig. 5   KBfmax of vertical vibrations at the top floor due to the tram passage 
 
Fig. 6  KBfmax of vertical vibrations at the top floor due to the truck over ramp 
KBfmax for tram induced vibrations exceeds the limit value Au, 
in all low-rise buildings and in 2/3 of mid-rise buildings, whence only 2 
from 7 high rise buildings were affected. KBfmax for vibrations induced 
by truck over ramp exceeds the limit value Au, in all low-rise buildings 
and in 7 from 9 mid-rise buildings, whence only 2 from 7 high rise 
buildings were affected.  
Vertical vibration KBf,max
tram
0
0.2
0.4
0.6
0.8
1
1.2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 20 21 22 23
K
B
f,m
ax
high-rise buildings mid-rise buildings low-rise buildings limit 1 - DIN 4150-2
Vertical vibrations - KBf,max 
 truck + ramp 
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1
K
B
f,m
ax
mid-rise buildings low-rise buildings high-rise buildings limit 1 - DIN4150-2
Sustainable development of cities: effects of traffic induced vibration on humans 
 
 
99 
 
5. CONCLUSION  
During the measurements of 24 buildings along the Bulevar kralja 
Aleksandra in Belgrade a large amount of data was collected and 
evaluated (more than 1500). The effect of vertical vibrations on 
humans in buildings was assessed according to DIN 4150-2. 
Comparing the vibration severity with the threshold values given in 
DIN 4150-2 concluded was the following: 
• maximum vertical vibrations in buildings are obtained due to the 
truck crossing the ramp and tram,  
• the predominant frequencies of vertical vibrations are in the 
range from 5 to 25 Hz, 
• low-rise and mid-rise buildings are more sensitive to traffic 
induced vibrations, while high-rise buildings are less sensitive.  
This indicates that traffic-induced vibrations impact significantly the 
quality of life in the centre of Belgrade, so the effects of the future 
metro line on the humans in buildings along the Bulevar kralja 
Aleksandra Street should be carefully analyzed. The obtained data 
can be used for making the program of further measurements and 
assessment of vibrations as well as to make prediction model to 
evaluate the vibration levels of the buildings influenced by the 
prospective traffic, in the sense of the sustainable development of the 
city. 
 
ACKNOWLEDGEMENT 
This research is financially supported through the project TR 36046 by the 
Ministry of Science and Technology, Republic of Serbia. 
 
 
6.       REFERENCES 
 
[1] British Standard Institution, Guide to evaluation of human exposure to 
vibration in buildings (1-80 Hz): BS6472: 1992, London 
[2] Crispini M. and D’Apuzo M. (2001). “Measurement and prediction of traffic-
induced vibrations in a heritage building”. Journal of Sound and Vibration, 
246 (2), 319-335. 
[3] German Institution for Standard, DIN 4150-Part 2, Vibration in Building 
Construction, 1984 
ZBORNIK RADOVA GRAĐEVINSKO-ARHITENKTONSKOG FAKULTETA no.26 
100 
[4] German Institution for Standard, DIN 45669-Part 1: Measuring equipment, 
1995 
[5] Hirose S. and Chow N. (2004). ”Human-induced vibrations and their 
design regulations for structures”. Proceeding 18th Australian Conf., Perth, 
1-3 Dec., 2004 
[6] Hunaidi O. and Tremblay M. (1997). “Traffic-induced building vibrations in 
Montreal”, Can.J. Civ. Eng. 24, 736-753. 
[7] International Standard Organization, ISO 2631-1:1997 
[8] International Standard Organization, ISO 2631-2:2003 
[9] Penlington R., Steiner S., An Introduction to Sustainable Development in 
the Engineering Curriculum, Higher Education Academy Engineering 
Subject Centre, 2010 
[10] Petronijević M. and Nefovska-Danilović M. (2006), Geodinamička analiza 
osetljivosti objekata na dejstvo postojećih vibracija prema postojećim 
standardima i procena njihove osetljivosti na dejstvo lakog metroa, 
GEOZAVOD i Građevinski fakultet Univerziteta u Beogradu (in Serbian) 
[11] Petronijević M. and Nefovska-Danilović M. (2007), Traffic-induced building 
vibrations in Belgrade, Macedonian Association of Structural Engineers 
International Symposium, Struga, 27-29.09.2007. 
[12] Professional Practice for Sustainable Development, Book 1: Building 
support within the profession, WWF-UK Project Management Group, May 
2000. 


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