EVALUATION OF THE EFFECTIVENESS OF NOISE PROTECTION SCREENS IN PROTECTING HIGH-RISE BUILDINGS FROM TRAFFIC NOISE
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ОЦЕНКА ЭФФЕКТИВНОСТИ ШУМОЗАЩИТНЫХ ЭКРАНОВ ПРИ ЗАЩИТЕ ВЫСОТНЫХ ЗДАНИЙ ОТ ТРАНСПОРТНОГО ШУМАЦУКЕРНИКОВ И.Е. 1 , ТИХОМИРОВ ЛKeywords:
Roadway noise
Assessing traffic noise is difficult in certain typical conditions in New York City due to changed street geometries, challenges of collection of non-traffic noise components, and levels of existing noise affected by heavy traffic at adjacent streets, among other variables. In general, a proportional model, i.e., a logarithmic equation to compute total passenger car equivalents (PCEs), is employed to assess traffic noise impacts based upon the noise methodology and the noise criteria under the City Environmental Quality Review (CEQR) guidelines. However, in some typical conditions, such as significant changes in roadway or street geometry, roadways that currently carry no or very low traffic volumes, and existing noise levels that are the result of multiple sources, the FHWA Traffic Noise Model (TNM) can be used to better compute project-generated traffic components. This paper presents a development of noise analysis method dealing with these conditions. Once a proportional model identifies any potential noise impacts for screening purposes, TNM computations can be conducted for more thorough and detailed noise analyses. The results demonstrate that while a proportional model provides a practical and convenient noise analysis for most situations, TNM can provide more accurate noise assessments for the conditions listed above.
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In recent years the Dutch road authorities, legislators and occupants have given much attention to noise nuisance by traffic and the abatement of it. Much research has been carried out to examine the influence of noise nuisance on health, and as a result of this the Noise Nuisance Act has been enacted in the Netherlands to prevent and reduce noise nuisance. Various measures can be used for this, the choice of which depends on the specific situation. This article discusses the different possibilities to decrease traffic noise, such as noise abatement at the source (i.e. the vehicle and the contact area tyre/road surface), well-considered planning and designing of roads and residential areas, introducing traffic circulation plans and traffic measures, constructing noise barriers and screens, and putting on front insulation. Finally the redevelopment of residential areas along roads with noise nuisance, the esign of noise screens, and some topical subjects in the field of noise abatement in the Netherlands are considered. (TRRL)
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Environmental Noise
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The author considers three road traffic noise problems: emission, propagation, and immission. The characteristics of railway noise and road traffic noise are compared. The use of noise barriers is considered in more detail. Parameters which affect noise barrier efficiency are discussed. These include geometrical characteristics, noise transmission and noise absorption. The advantage of using absorbent material is noted. Efficiency ranges are given for a number of measures which can be used to reduce traffic noise. These include: adapted road surfaces; dense pine forests; single noise barriers; noise barriers with 'hats'; partial road covering; tunnelling; and absorbent treatment. For the covering abstract of the conference see IRRD 856674.
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The noise generated from the vehicular traffic flow is a major source of environmental pollution. The forecast of traffic noise levels is generally carried out using analytical models, which relate noise levels to some non-acoustic parameters connected to traffic fluxes and road characteristics. The noise generated from the vehicular traffic flow is a major source of environmental pollution. The forecast of traffic noise levels is generally carried out using analytical models, which relate noise levels to some non-acoustic parameters connected to traffic fluxes and road characteristics. All the noise prediction models consist of evaluating basic noise levels and making series of adjustment to take into account geometric, traffic flow, barrier data etc. In this paper, noise prediction models i.e. Federal Highway Administration (FHWA), and calculation of Road Traffic Noise (CORTN), have been discussed. The traffic Studies included are individual vehicle noise level, traffic noise level, traffic volume and traffic speed. Analysis of individual vehicle noise levels, computation methodology, paired t-test for FHWA and CORTN and other models have been studied.
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Assessing traffic noise is difficult in certain typical conditions in New York City due to changed street geometries, challenges of collection of non-traffic noise components, and levels of existing noise affected by heavy traffic at adjacent streets, among other variables. In general, a proportional model, i.e., a logarithmic equation to compute total passenger car equivalents (PCEs), is employed to assess traffic noise impacts based upon the noise methodology and the noise criteria under the City Environmental Quality Review (CEQR) guidelines 1 . However, in some typical conditions, such as significant changes in roadway or street geometry, roadways that currently carry no or very low traffic volumes, and existing noise levels that are the result of multiple sources, the FHWA Traffic Noise Model (TNM) 2 can be used to better compute projectgenerated traffic components. This paper presents a development of noise analysis method dealing with these conditions. Once a proportional model identifies any potential noise impacts for screening purposes, TNM computations can be conducted for more thorough and detailed noise analyses. The results demonstrate that while a proportional model provides a practical and convenient noise analysis for most situations, TNM can provide more accurate noise assessments for the conditions listed above.
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In the United States a number of state transportation agencies have reported complaints of increased noise levels for residents living in the vicinity of highways after traffic noise barrier construction. Referred to as the distant receiver problem, complaining residents have generally been located at distances greater than the typical source-to-receiver distances considered for traffic noise abatement. The completion of the largest traffic noise barrier project in the state of Ohio brought a mixed response from the public, with some residents claiming that traffic noise levels had been reduced, while others contended that noise levels had increased. An extensive public opinion survey concluded that the most pervasive complaint, the perception of increased traffic noise levels due to noise barrier construction, was cited most often by residents living in the range of 180m to 540m from the roadway. Further, those residents protected by parallel barrier configurations were more likely to perceive Increased levels than those protected by single barriers. No noise measurements were conducted prior to noise barrier construction. Therefore, the investigation used both field measurements and noise models to identify the contributions of a number of mechanisms, which affected noise propagation. The study concluded that the perception of the increased traffic noise levels due to noise barrier construction was valid for some locations. It was found that the inter-relationships between barrier attenuation and ground attenuation plus the effect of reflections between parallel barriers were the most probable cause for the perception of increased noise levels for distant receivers. (A) For the covering abstract see ITRD E113232.
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Community noise has been great concerned in public. The traffic noise in seoul, especially has been growing awareness for the quiet living environment. In this paper, the effect on the noise barrier in order to reduce highway noise near on the street has been examined. First barriers have been evaluated at 5 locations in the city. The evaluation is performed before and after construction, with the reference point which does not affected on road traffic volume. Then, noise reducers mounted on the harriers also have been examined. the result shows that it reduces noise level by $3{\sim}3.5dB(A)$ with a standard deviation of 2.8 dB(A).
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Motorcycle noise is a potentially disturbing element of traffic noise but at present the numbers of these vehicles are too low to affect overall traffic noise levels as determined by indices such as l10 (18-hour)db(a). The greatest awareness of motorcycle noise occurs in situations where overall noise levels are low and where people are otherwise generally reasonably content with the traffic noise they are subjected to. Further research is required to determine the noise emission from motorcycles during routine testing and under normal operating conditions in traffic. (Author/TRRL)
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THE SCIENCE OF NOISE MEASUREMENT IS REVIEWED AND WAYS ARE SUGGESTED IN WHICH ANNOYANCE CAUSED BY NOISE CAN BE MINIMISED IN AREAS NEAR ROADS AND AIRPORTS. USE OF THE DB(A) UNIT FOR NOISE MEASUREMENTIS DESCRIBED AND A TABLE INDICATES THE METHOD OF CALCULATING THE DB(A) LEVEL OF TWO OR MORE NOISE SOURCES. A SUMMARY OF FIVE METHODS OF MEASURING NOISE LEVELS AND THEIR ADVANTAGES AND DISADVANTAGES ARE GIVEN. THE METHODS INCLUDE A DATA LOGGER, A SOUND-LEVEL METER AND CHART RECORDER, AND A PRECISION SOUND-LEVEL METER DEVELOPED BY BRS. A METHOD OF PREDICTING TRAFFIC NOISE FROM THE TRAFFIC VOLUME OVER AN 18 HOUR PERIOD IS DESCRIBED BUT IT IS ONLY APPLICABLE TO FREE FLOWING TRAFFIC. THE PROBLEM OF TRAFFIC NOISE IS CONSIDERED UNDER FIVE HEADINGS: (1) THE INCREASE IN TRAFFIC VOLUME, (2) THE INCREASE IN THE NUMBER OF HEAVY COMMERCIAL VEHICLES, (3) THE CONSTRUCTION OF NEW ROADS, PARTICULARLY MOTORWAYS, (4) NOISE CAUSED BY TRAFFIC MANAGEMENT SCHEMES, AND (5) ALTERATION OF EXISTING ROADS. POSSIBLE SOLUTIONS FOR ALLEVIATING TRAFFIC NOISE FROM THESE SOURCES ARE SUGGESTED. METHODS OF REDUCING AIRCRAFT NOISE ARE CONSIDERED. /TRRL/
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