Abstract
The aim of the paper was to present the methodology of imputation of the missing sound level data, for a period of several months, in many noise monitoring stations located at thoroughfares by applying one model which describes variability of sound level within the tested period. To build the model, at first the proper set of input attributes was elaborated, and training dataset was prepared using recorded equivalent sound levels at one of thoroughfares. Sound level values in the training data were calculated separately for the following 24-hour sub-intervals: day (6–18), evening (18–22) and night (22–6). Next, a computational intelligence approach, called Random Forest was applied to build the model with the aid of Weka software. Later, the scaling functions were elaborated, and the obtained Random Forest model was used to impute data at two other locations in the same city, using these scaling functions. The statistical analysis of the sound levels at the abovementioned locations during the whole year, before and after imputation, was carried out.
1 Introduction
Missing values in measurement data always hamper interpretation of results, regardless of the area of research [1]. The reasons for the lack of data can be analyzed using three models: MCAR (missing completely at random), MAR (missing at random), and MNAR (missing not at random). In the last two models, the missingness of data is related to the data observed, or caused by a malfunction of measurement path components, wrong decisions or ethical considerations. In consequence, missing data may lead to bias as they do not appear in the sample completely randomly [1]. These factors have led to the development of various computational methods helping to overcome problems related to missingness of data [1]. In [2], the authors proposed classification of these methods into a weighting approach [3] and an imputation-based approach [1, 4]. Both approaches use additional information on the phenomena under study [1]. Weighting methods make adjustments due to missing data by modifying the base weights. Imputation methods use additional information to build the imputation model, on the basis of which the missing data is imputed [1, 5]. Imputation methods are divided into deductive and statistical [6]. Deductive methods use rules and relationships between variables for determining the missing data. Statistical methods use remaining part of dataset for reconstruction of the missing values. These methods can be divided into deterministic (imputation by the mean, and regression imputation) and stochastic (hot-deck, and stochastic regression imputation) [6]. However, they often do not give satisfactory results [7].
More sophisticated methods of imputation require building a model. When we consider time series data imputation only, autoregressive and computational intelligence (CI) methods [8] can be applied to building models. Such models can be often used also for time series forecasting [9]. Among autoregressive methods [10], autoregressive moving average (ARMA), autoregressive integrated moving average (ARIMA) [10], autoregressive conditional heteroscedasticity (ARCH), and generalized autoregressive conditional heteroscedasticity (GARCH) [11] are used. Examples of machine learning and computational intelligence methods used for missing data imputation are [12]: K-nearest neighbor (KNN), fuzzy K-means (FKM), singular value decomposition (SVD), and Bayesian principal component analysis (BPCA) as well as regression trees [1] like classification and regression trees (CART) [13] or Cubist [14]. CI methods for modeling, e.g. neural networks, or fuzzy systems are often used together with optimization algorithms like [15]: genetic algorithms, particle swarm optimization (PSO), ant colony optimization, and memetic algorithms [16]. Hybrid connections of various methods are also used for imputation [8]: hybrid simulated annealing and genetic algorithms (HSAGA), hybrid of autoassociative neural network, simulated annealing and genetic algorithm (AANN-HSAGA), hybrid of principal component analysis and artificial neural networks (PCA-ANN), hybrid of principal component analysis, neural network, simulated annealing and genetic algorithm (PCA-NN-HSAGA). Ensembles of models, like committees of neural networks [8] or committees of regression trees [1] are also used in imputation.
In various transportation-related problems, computational intelligence methods as well as autoregressive methods like ARIMA are used for data imputation [17, 18]. Neural networks were used for imputation in [19]. Machine learning was used for cleaning data collected in intelligent transportation systems [20]. Problems regarding road safety and modeling of transport processes were analyzed in [21] and the proposed tool for imputation was Random Forest. In [1], two kinds of CI methods, namely regression trees and Random Forest, were used for analysis of road traffic noise. However, imputation of road traffic noise at various locations using only one model required the development of a new methodology, as discussed in Section 2, 3 and 4. This allows building the initial model for the first location near thoroughfare and the immediate extension of this model for any new thoroughfare in the same city.
2 Measurement data used for building the model
Road traffic and noise monitoring stations, located near thoroughfares in many cities, constantly record sound level, traffic volume, and vehicle speed and type. Recorded data can be used for various purposes, including calculation of long-term noise indicators LDEN and LN [22], environmental monitoring, and creation of acoustic maps. However, if monitoring stations cease to function partially or completely, missing values of sound level need to be imputed. When traffic data are present, imputation can be carried out by using deductive method, e.g. using CNOSSOS-EU [23] or Nordic prediction method [24]; otherwise the possible way of sound level imputation is to produce models for traffic volume [18, 25,26,27,28,29,30,31], and vehicle speed and type, impute missing traffic data using these models, and finally use previously mentioned deductive method. However, such multi-stage imputation decreases the quality of imputed data. The better solution is to create the model of sound level variability and use it for imputation. To present the proposed methodology, the data recorded in a noise monitoring station will be used.
Sound level values were recorded in a noise monitoring station, situated at the location number 1 (thoroughfare, namely Krakowska Street in Kielce, Poland), consisting of class-1 sound level meter, a road radar, and weather station [1, 12]. Measurements were made continuously and the RMS (root mean square) of the A-weighted sound level was saved in the buffer in 1 second intervals with a resolution of 0.1 dB. This allowed to calculate the most common indicator of noise annoyance [32], namely A-weighted equivalent sound level LAeq, expressed in dB(A), defined as [32, 33]:
where T represents the total time of measurement (expressed in s), pA(t) – A-weighted sound pressure (in Pa), and p0 – reference sound pressure of 20 μPa.
Based on the previously mentioned measurements, LAeq values were calculated for the three 24-hour subintervals: day (6–18), evening (18–22), and night (22–6), separately for each 24-hour period in the year, as shown in [1] and in Figure 1.

LAeq calculated from measurements made at the location number 1, in year 2013, for: day sub-interval (6–18), (solid line), and night sub-interval (22–6), (dash-dot line)
In Figures 1–6, numbers on the horizontal axis show consecutive 24-hour periods in the year, numbered from 1 to 365; night sub-interval (hours from 22 to 6) is counted as part of the 24-hour period ending at 6 a.m. The LAeq values for evening (hours from 18 to 22), presented in [1], were omitted in Figure 1 to improve the readability of the chart.
Data calculated from the measurements made in the year 2013 includes 905 records describing the equivalent sound level for a particular sub-interval: day (301 records), evening (302 records) or night (also 302 records). For each of the sub-intervals, the LAeq values are missing for almost all of the first 44 and last 26 days of the year (Figure 1). Median values of non-missing LAeq values in 2013 are: 70.42 dB for day sub-interval, 68.79 dB for evenings, and 64.785 dB for nights [1].
3 Elaborated model
The training data for the model contains equivalent sound level (LAeq) values of six previous days (for the same sub-interval of the 24-hour period) marked l1, l2, . . . , l6, where li is the LAeq recorded i days earlier. The authors in [1] created 3 separate training datasets, one for each sub-interval of 24-hour period (or time of the day, in other words). Each training set consisted of records containing the values of one output attribute dB_A (equivalent sound A-level, expressed in dB) and 8 input attributes: day_of_the_week (taking values from 1 – Monday to 7 – Sunday), day_of_the_year (values in the range from 1 to 365), l1, l2, l3, l4, l5, and l6. There was no time_of_day attribute (taking values 0 for night, 1 for evening, and 2 for day) in the created sets, because it was held constant in the entire set. The training sets included all records (301 for days, 302 for evenings, and again 302 for nights). Testing was conducted by 10-fold cross validation [1]. Certain records in the training sets showed the missing values of some of l1, l2, ..., l6 of the input attributes, and contrary to model 1 in [1], these records were not removed from the training dataset.
The model was constructed using Random Forest algorithm without random selection of attributes, implemented in Weka software [34]. The obtained model consists of 300 trees (100 for each sub-interval of the 24-hour period). In this method, the size of the trees may be large due to no pruning [35]. To assess the accuracy of prediction made by the model, mean absolute error (MAE), which is the arithmetic average of absolute values of differences between the predicted and real value, can be used [36]:
where yi denotes real db_A value,
Accuracy of the model at location no. 1 [1]
Dataset or validation method | MAE of the model | ||
---|---|---|---|
Day | Evening | Night | |
Training dataset | 0.21 dB | 0.27 dB | 0.23 dB |
Ten-fold cross validation | 0.56 dB | 0.72 dB | 0.62 dB |
Values of LAeq calculated by the model for the location no. 1 are shown in Figure 2. Vertical dashed lines in Figure 2 separate days of the year (from 1 to 7 or 8, from 14 or 15 to 43 or 44, and from 340 or 341 to 365) for which the measurement data was missing.

LAeq calculated by the model for the location no. 1: (a) day sub-interval (6–18), (b) evening (18–22), and (c) night (22–6) in year 2013
The LAeq values calculated by the model, shown in Figure 2, have smaller variance than LAeq calculated from measurements (Figure 1). One can observe that minimum value of modeled LAeq at night, 60.76 dB, shown in Figure 2c is higher than corresponding measurement value of 59.12 dB in Figure 1. Similarly, maximum value of modeled LAeq at night, 66.73 dB is lower than corresponding value of 67.69 dB in Figure 1. However, the overall accuracy of the model, shown in Table 1 is quite good.
The model was used for imputation of data at location no. 1, for the whole year 2013. This means that missing LAeq values in measurement data were replaced by LAeq calculated by the model, while remaining part of data was not changed. Median values of LAeq sets after imputation are: 70.51 dB (day), 68.74 dB (evening), 64.72 dB (night). After the imputation of missing LAeq values by the model for the whole year 2013 at location no. 1 (Table 2), the median of LAeq did not change significantly (at most ±0.09 dB). The quartiles Q1 and Q3 did not change more than ±0.18 dB (Q1) and ±0.15 dB (Q3).
Selected parameters of the model at location no. 1 [1]
LAeq values | Q1 quartile for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 69.58 dB | 68.28 dB | 64.293 dB |
Calculated by the model | 69.686 dB | 68.394 dB | 64.202 dB |
After imputation | 69.62 dB | 68.27 dB | 64.113 dB |
LAeq values | Median for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 70.42 dB | 68.79 dB | 64.785 dB |
Calculated by the model | 70.517 dB | 68.776 dB | 64.78 dB |
After imputation | 70.51 dB | 68.74 dB | 64.72 dB |
LAeq values | Q3 quartile for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 70.9 dB | 69.435 dB | 65.31 dB |
Calculated by the model | 70.928 dB | 69.179 dB | 65.153 dB |
After imputation | 70.98 dB | 69.29 dB | 65.26 dB |
4 Generalization of the model by using scaling functions
The idea of imputing traffic data at one location by the model built on data from nearby location was presented in [5]. In this section, the idea of imputing sound level data at given location by the model built for another location will be presented.
The elaborated model described in Section 3 can be adjusted to predict sound level values at another place in the same city, located close to any road of the same class as at location no. 1. For this purpose, the l1, l2, . . ., l6 inputs of the model are modified by input scaling function (eq. 5), while y output of the model is modified by the output scaling function (eq. 6).
One can assume that at all thoroughfares in a given city, for a given 24-hour sub-interval and for a given day of week, traffic volume can be expressed as a product of a constant and a coefficient having the value specific to this road. When Nordic prediction model [24] is applied to calculate sound level at any of these thoroughfares (and when percentage of heavy vehicles is similar at all thoroughfares), we obtain the sound level expressed as a sum of a constant and a parameter having the value specific to this road. This led to the idea of output scaling function (eq. 6) in the form of the sum of a constant (obtained for location no. 1) and a parameter specific to given thoroughfare (calculated separately for each day of week and each of three 24-hour sub-intervals).
In order to obtain parameters of both scaling functions, at first a (d, t) values, which are equivalent sound levels [33] for a given day of the week d, and for a given 24-hour subinterval t, are calculated separately for each d=1,2, . . . ,7, and for each t=0,1,2, with use of LAeq measurement data records from location no.1 (described as training data in Section 3):
for all n records fulfilling the condition day_of_the_week = d and time_of _day = t, and where day_of_the_week is input attribute (1 – Monday, 2 – Tuesday, . . . , 7 – Sunday), time_of_day is also input attribute (0 – night, 1 – evening, 2 – day), and yi denotes db_A value in measurement data for given location. Values of a (d, t) for location no. 1 are shown in Table 3.
Values of a (d, t) in dB, for location no. 1
a(d,t), in dB | d | ||||||
---|---|---|---|---|---|---|---|
t | 1 | 2 | 3 | 4 | 5 | 6 | 7 |
2 | 70.6 | 70.9 | 70.6 | 70.7 | 70.7 | 69.7 | 68.5 |
1 | 68.7 | 68.7 | 68.9 | 69.2 | 69.4 | 68.4 | 68.6 |
0 | 64.5 | 64.7 | 64.7 | 64.9 | 65.0 | 65.2 | 63.8 |
The a (d, t) values for location no. 1 (calculated according to eq. 3) are denoted as a1 (d, t). Then, the a (d, t) values for a new location are calculated according to eq. 3 (using measurement data from this new location), and denoted as a2 (d, t). Later, the parameters of scaling functions, namely p (d, t) values, are calculated separately for d=1,2, . . . ,7, and t=0,1,2:
The extended model, proposed in this section, for the given data record replaces the value of each input attribute li with the corresponding
where d is day_of _the_week attribute value, and t is time_of _day attribute value in the given data record.
Then, the extended model produces its output y by using the so-called output scaling function:
where y′ is the value of the output of elaborated model shown in Section 3, d is day_of _the_week attribute value, and t is time_of _day attribute value, in the given data record.
4.1 Application of the model for location no. 2
The values of LAeq at location no. 2 (thoroughfare, namely Jesionowa Street in Kielce, Poland) in year 2013 calculated from measurements are shown in Figure 3.

LAeq calculated from measurements made at the location no. 2, in year 2013, for: (a) day sub-interval (6–18), (b) evening (18–22), and (c) night (22–6) in year 2013
For over 130 days, the LAeq values are missing (Figures 3a, 3b, 3c). However, the LAeq data for the first and for the last 10 days of the year are present (contrary to data at location no. 1), with LAeq taking values often close to the year's minimum. The lowest value of LAeq for day subinterval (Figure 3a) was 65.9 dB at 1st Jan, and highest was 76.6 dB at 20th Nov. The lowest values for evening and night sub-intervals were usually observed at national holidays.
In order to adjust the model (presented in Section 3) for location no. 2, the values of a (d, t) (eq. 3) for this location were calculated, based on the measurement values. Next, the p (d, t) values (eq. 4) for scaling functions were calculated. Then, the model with output scaling function was used to predict the values of LAeq for location no. 2 (Figure 4).

LAeq calculated by the model for the location no. 2, in year 2013, for: (a) day sub-interval (6–18), (b) evening (18–22), and (c) night (22–6) in year 2013
Absence of LAeq data for the first and for the last week in the learning set of the model resulted in lower accuracy of the model for these two weeks at location no. 2 (Figure 4). As a result, minimum value of modeled LAeq for evening, 68.92 dB, shown in Figure 4b is higher than corresponding measurement value of 65.97 dB in Figure 3b. Similarly, maximum value of modeled LAeq for evening, 71.98 dB, is lower than corresponding value of 74.48 dB in Figure 3b. However, the overall accuracy of the model, shown in Table 5, is fairly good.
The model was used for imputation of data at location no. 2, for the whole year 2013. Median values of imputed LAeq sets are: 72.333 dB (day), 71.03 dB (evening), 67.46 dB (night). After the imputation of missing LAeq values by the model for the whole year 2013 at location no. 2 (Table 4), the median of LAeq did not change significantly (less than ±0.06 dB). The quartiles Q1 and Q3 did not change more than +0.18 dB (Q1) and −0.39 dB (Q3).
Selected parameters of the model at location no. 2
LAeq values | Q1 quartile for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 71.57 dB | 70.35 dB | 66.15 dB |
Calculated by the model | 72.089 dB | 70.621 dB | 66.639 dB |
After imputation | 71.7 dB | 70.39 dB | 66.323 dB |
LAeq values | Median for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 72.28 dB | 71.05 dB | 67.43 dB |
Calculated by the model | 72.524 dB | 71.014 dB | 67.617 dB |
After imputation | 72.333 dB | 71.03 dB | 67.46 dB |
LAeq values | Q3 quartile for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 72.94 dB | 71.885 dB | 68.308 dB |
Calculated by the model | 72.851 dB | 71.280 dB | 68.130 dB |
After imputation | 72.755 dB | 71.495 dB | 68.024 dB |
To assess the accuracy of the model with scaling functions, parameters of that function were computed again, based on training data containing only about 2/3 of the whole dataset. Using that model, mean absolute error (eq. 2) was calculated on training data and on the remaining test data. The MAE was in the range from 0.8 to 1.1 dB (Table 5).
Accuracy of the model with scaling functions at location no. 2
Dataset | Mean absolute error (MAE) | ||
---|---|---|---|
Day | Evening | Night | |
Training data | 0.805 dB | 0.923 dB | 0.978 dB |
Test data | 0.775 dB | 0.793 dB | 1.105 dB |
4.2 Application of the model for location no. 3
The values of LAeq at location no. 3 (thoroughfare, namely Lodzka Street in Kielce, Poland) in year 2013 calculated from measurements are shown in Figure 5.

LAeq calculated from measurements made at the location no. 3, in year 2013, for: (a) day sub-interval (6–18), (b) evening (18–22), and (c) night (22–6) in year 2013
For about 120 days, mainly from May to August and in November and December, the LAeq values are missing (Figure 5). The lowest values of LAeq for every 24-hour sub-interval were recorded at national holidays and in January and December.
In order to adjust the model (presented in Section 3) for location no. 3, the values of a (d, t) (eq. 3) and p (d, t) (eq. 4) for this location were calculated. The values of LAeq at location no. 3 in year 2013 calculated by the model with output scaling functions are shown in Figure 6.

LAeq calculated by the model for the location no. 3, in year 2013, for: (a) day sub-interval (6–18), (b) evening (18–22), and (c) night (22–6) in year 2013
The minimum values of modeled LAeq for day, evening, and night (70.56, 66.38, and 61.92 dB, respectively), shown in Figure 6, are higher than the corresponding measurement values of 65.7, 61.4, and 59.3 dB, respectively (Figure 5). Similarly, the maximum values of modeled LAeq for day, evening, and night (73.52, 71.56, and 68.27 dB, respectively) are lower than the corresponding measurement values of 74.8, 73.2, and 69.9 dB, respectively (Figure 5). However, the overall accuracy of the model, shown in Table 7, is fairly good.
The model was used for imputation of data at location no. 3, for the whole year. Median values of LAeq after imputation are: 72.6 dB (day), 70.6 dB (evening), 67.1 dB (night). After the imputation of missing LAeq values by the model for the whole year 2013 at location no. 3 (Table 6), the median of LAeq did not change significantly (at most −0.1 dB). The quartiles Q1 and Q3 did not change more than +0.4 dB (Q1) and −0.3 dB (Q3).
Selected parameters of the model at location no. 3
LAeq values | Q1 quartile for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 71.6 dB | 69.7 dB | 65.725 dB |
Calculated by the model | 71.859 dB | 69.809 dB | 65.978 dB |
After imputation | 71.7 dB | 69.733 dB | 66.1 dB |
LAeq values | Median for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 72.7 dB | 70.7 dB | 67.1 dB |
Calculated by the model | 72.699 dB | 70.318 dB | 66.828 dB |
After imputation | 72.6 dB | 70.6 dB | 67.1 dB |
LAeq values | Q3 quartile for 24-hour sub-interval | ||
Day | Evening | Night | |
Before imputation | 73.3 dB | 71.3 dB | 67.7 dB |
Calculated by the model | 72.977 dB | 70.745 dB | 67.357 dB |
After imputation | 73.1 dB | 71.0 dB | 67.593 dB |
To assess the accuracy of the model with scaling functions at location no. 3, the same procedure as for location no. 2 was applied. The MAE was in the range from 0.7 to 1.1 dB (Table 7).
Accuracy of the model with scaling functions at location no. 3
Dataset | Mean absolute error (MAE) | ||
---|---|---|---|
Day | Evening | Night | |
Training data | 0.706 dB | 0.773 dB | 0.827 dB |
Test data | 0.935 dB | 1.094 dB | 1.001 dB |
5 Conclusions
The presented model with scaling functions was successfully applied to imputation of missing LAeq values at three various locations at thoroughfares in the same city. After imputation by the model with scaling functions, the Q1 and Q3 quartiles slightly changed (no more than ±0.4 dB), and the median values did not change more than ±0.1 dB. To evaluate the quality of the model, 10-fold cross validation (for location no. 1) and train and test sets (for locations no. 2 and 3) were applied. The accuracy of the model at location no. 1 was not worse than 0.72 dB (MAE value), while at locations no. 2 and 3 the MAE did not exceed 1.11 dB.
The accuracy of the model presented in Section 3 and 4 is sufficient for many practical purposes.
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© 2021 Michał Kekez, published by De Gruyter
This work is licensed under the Creative Commons Attribution 4.0 International License.
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- Non-invasive attempts to extinguish flames with the use of high-power acoustic extinguisher
- Filament wound composite fatigue mechanisms investigated with full field DIC strain monitoring
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- Deformation of designed steel plates: An optimisation of the side hull structure using the finite element approach
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- Exhaust emissions of buses LNG and Diesel in RDE tests
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- Assessment of a robot base production using CAM programming for the FANUC control system
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Articles in the same Issue
- Regular Articles
- Electrochemical studies of the synergistic combination effect of thymus mastichina and illicium verum essential oil extracts on the corrosion inhibition of low carbon steel in dilute acid solution
- Adoption of Business Intelligence to Support Cost Accounting Based Financial Systems — Case Study of XYZ Company
- Techno-Economic Feasibility Analysis of a Hybrid Renewable Energy Supply Options for University Buildings in Saudi Arabia
- Optimized design of a semimetal gasket operating in flange-bolted joints
- Behavior of non-reinforced and reinforced green mortar with fibers
- Field measurement of contact forces on rollers for a large diameter pipe conveyor
- Development of Smartphone-Controlled Hand and Arm Exoskeleton for Persons with Disability
- Investigation of saturation flow rate using video camera at signalized intersections in Jordan
- The features of Ni2MnIn polycrystalline Heusler alloy thin films formation by pulsed laser deposition
- Selection of a workpiece clamping system for computer-aided subtractive manufacturing of geometrically complex medical models
- Development of Solar-Powered Water Pump with 3D Printed Impeller
- Identifying Innovative Reliable Criteria Governing the Selection of Infrastructures Construction Project Delivery Systems
- Kinetics of Carbothermal Reduction Process of Different Size Phosphate Rocks
- Plastic forming processes of transverse non-homogeneous composite metallic sheets
- Accelerated aging of WPCs Based on Polypropylene and Birch plywood Sanding Dust
- Effect of water flow and depth on fatigue crack growth rate of underwater wet welded low carbon steel SS400
- Non-invasive attempts to extinguish flames with the use of high-power acoustic extinguisher
- Filament wound composite fatigue mechanisms investigated with full field DIC strain monitoring
- Structural Timber In Compartment Fires – The Timber Charring and Heat Storage Model
- Technical and economic aspects of starting a selected power unit at low ambient temperatures
- Car braking effectiveness after adaptation for drivers with motor dysfunctions
- Adaptation to driver-assistance systems depending on experience
- A SIMULINK implementation of a vector shift relay with distributed synchronous generator for engineering classes
- Evaluation of measurement uncertainty in a static tensile test
- Errors in documenting the subsoil and their impact on the investment implementation: Case study
- Comparison between two calculation methods for designing a stand-alone PV system according to Mosul city basemap
- Reduction of transport-related air pollution. A case study based on the impact of the COVID-19 pandemic on the level of NOx emissions in the city of Krakow
- Driver intervention performance assessment as a key aspect of L3–L4 automated vehicles deployment
- A new method for solving quadratic fractional programming problem in neutrosophic environment
- Effect of fish scales on fabrication of polyester composite material reinforcements
- Impact of the operation of LNG trucks on the environment
- The effectiveness of the AEB system in the context of the safety of vulnerable road users
- Errors in controlling cars cause tragic accidents involving motorcyclists
- Deformation of designed steel plates: An optimisation of the side hull structure using the finite element approach
- Thermal-strength analysis of a cross-flow heat exchanger and its design improvement
- Effect of thermal collector configuration on the photovoltaic heat transfer performance with 3D CFD modeling
- Experimental identification of the subjective reception of external stimuli during wheelchair driving
- Failure analysis of motorcycle shock breakers
- Experimental analysis of nonlinear characteristics of absorbers with wire rope isolators
- Experimental tests of the antiresonance vibratory mill of a sectional movement trajectory
- Experimental and theoretical investigation of CVT rubber belt vibrations
- Is the cubic parabola really the best railway transition curve?
- Transport properties of the new vibratory conveyor at operations in the resonance zone
- Assessment of resistance to permanent deformations of asphalt mixes of low air void content
- COVID-19 lockdown impact on CERN seismic station ambient noise levels
- Review Articles
- FMEA method in operational reliability of forest harvesters
- Examination of preferences in the field of mobility of the city of Pila in terms of services provided by the Municipal Transport Company in Pila
- Enhancement stability and color fastness of natural dye: A review
- Special Issue: ICE-SEAM 2019 - Part II
- Lane Departure Warning Estimation Using Yaw Acceleration
- Analysis of EMG Signals during Stance and Swing Phases for Controlling Magnetorheological Brake applications
- Sensor Number Optimization Using Neural Network for Ankle Foot Orthosis Equipped with Magnetorheological Brake
- Special Issue: Recent Advances in Civil Engineering - Part II
- Comparison of STM’s reliability system on the example of selected element
- Technical analysis of the renovation works of the wooden palace floors
- Special Issue: TRANSPORT 2020
- Simulation assessment of the half-power bandwidth method in testing shock absorbers
- Predictive analysis of the impact of the time of day on road accidents in Poland
- User’s determination of a proper method for quantifying fuel consumption of a passenger car with compression ignition engine in specific operation conditions
- Analysis and assessment of defectiveness of regulations for the yellow signal at the intersection
- Streamlining possibility of transport-supply logistics when using chosen Operations Research techniques
- Permissible distance – safety system of vehicles in use
- Study of the population in terms of knowledge about the distance between vehicles in motion
- UAVs in rail damage image diagnostics supported by deep-learning networks
- Exhaust emissions of buses LNG and Diesel in RDE tests
- Measurements of urban traffic parameters before and after road reconstruction
- The use of deep recurrent neural networks to predict performance of photovoltaic system for charging electric vehicles
- Analysis of dangers in the operation of city buses at the intersections
- Psychological factors of the transfer of control in an automated vehicle
- Testing and evaluation of cold-start emissions from a gasoline engine in RDE test at two different ambient temperatures
- Age and experience in driving a vehicle and psychomotor skills in the context of automation
- Consumption of gasoline in vehicles equipped with an LPG retrofit system in real driving conditions
- Laboratory studies of the influence of the working position of the passenger vehicle air suspension on the vibration comfort of children transported in the child restraint system
- Route optimization for city cleaning vehicle
- Efficiency of electric vehicle interior heating systems at low ambient temperatures
- Model-based imputation of sound level data at thoroughfare using computational intelligence
- Research on the combustion process in the Fiat 1.3 Multijet engine fueled with rapeseed methyl esters
- Overview of the method and state of hydrogenization of road transport in the world and the resulting development prospects in Poland
- Tribological characteristics of polymer materials used for slide bearings
- Car reliability analysis based on periodic technical tests
- Special Issue: Terotechnology 2019 - Part II
- DOE Application for Analysis of Tribological Properties of the Al2O3/IF-WS2 Surface Layers
- The effect of the impurities spaces on the quality of structural steel working at variable loads
- Prediction of the parameters and the hot open die elongation forging process on an 80 MN hydraulic press
- Special Issue: AEVEC 2020
- Vocational Student's Attitude and Response Towards Experiential Learning in Mechanical Engineering
- Virtual Laboratory to Support a Practical Learning of Micro Power Generation in Indonesian Vocational High Schools
- The impacts of mediating the work environment on the mode choice in work trips
- Utilization of K-nearest neighbor algorithm for classification of white blood cells in AML M4, M5, and M7
- Car braking effectiveness after adaptation for drivers with motor dysfunctions
- Case study: Vocational student’s knowledge and awareness level toward renewable energy in Indonesia
- Contribution of collaborative skill toward construction drawing skill for developing vocational course
- Special Issue: Annual Engineering and Vocational Education Conference - Part II
- Vocational teachers’ perspective toward Technological Pedagogical Vocational Knowledge
- Special Issue: ICIMECE 2020 - Part I
- Profile of system and product certification as quality infrastructure in Indonesia
- Prediction Model of Magnetorheological (MR) Fluid Damper Hysteresis Loop using Extreme Learning Machine Algorithm
- A review on the fused deposition modeling (FDM) 3D printing: Filament processing, materials, and printing parameters
- Facile rheological route method for LiFePO4/C cathode material production
- Mosque design strategy for energy and water saving
- Epoxy resins thermosetting for mechanical engineering
- Estimating the potential of wind energy resources using Weibull parameters: A case study of the coastline region of Dar es Salaam, Tanzania
- Special Issue: CIRMARE 2020
- New trends in visual inspection of buildings and structures: Study for the use of drones
- Special Issue: ISERT 2021
- Alleviate the contending issues in network operating system courses: Psychomotor and troubleshooting skill development with Raspberry Pi
- Special Issue: Actual Trends in Logistics and Industrial Engineering - Part II
- The Physical Internet: A means towards achieving global logistics sustainability
- Special Issue: Modern Scientific Problems in Civil Engineering - Part I
- Construction work cost and duration analysis with the use of agent-based modelling and simulation
- Corrosion rate measurement for steel sheets of a fuel tank shell being in service
- The influence of external environment on workers on scaffolding illustrated by UTCI
- Allocation of risk factors for geodetic tasks in construction schedules
- Pedestrian fatality risk as a function of tram impact speed
- Technological and organizational problems in the construction of the radiation shielding concrete and suggestions to solve: A case study
- Finite element analysis of train speed effect on dynamic response of steel bridge
- New approach to analysis of railway track dynamics – Rail head vibrations
- Special Issue: Trends in Logistics and Production for the 21st Century - Part I
- Design of production lines and logistic flows in production
- The planning process of transport tasks for autonomous vans
- Modeling of the two shuttle box system within the internal logistics system using simulation software
- Implementation of the logistics train in the intralogistics system: A case study
- Assessment of investment in electric buses: A case study of a public transport company
- Assessment of a robot base production using CAM programming for the FANUC control system
- Proposal for the flow of material and adjustments to the storage system of an external service provider
- The use of numerical analysis of the injection process to select the material for the injection molding
- Economic aspect of combined transport
- Solution of a production process with the application of simulation: A case study
- Speedometer reliability in regard to road traffic sustainability
- Design and construction of a scanning stand for the PU mini-acoustic sensor
- Utilization of intelligent vehicle units for train set dispatching
- Special Issue: ICRTEEC - 2021 - Part I
- LVRT enhancement of DFIG-driven wind system using feed-forward neuro-sliding mode control
- Special Issue: Automation in Finland 2021 - Part I
- Prediction of future paths of mobile objects using path library
- Model predictive control for a multiple injection combustion model
- Model-based on-board post-injection control development for marine diesel engine
- Intelligent temporal analysis of coronavirus statistical data