In a time when urban areas continue to expand, environmental noise pollution especially from road traffic remains a big challenge. This study was aimed at using open-source GIS tools to predict road traffic noise pollution using the mid-sized city of Gävle as a case study. The noise indicators measured were the equivalent day (Lday), evening (Levening), nighttime (Lnight), and the equivalent daily average (Lden). Traffic data (composition and flow of vehicles on selected roads), traffic source characteristics (road gradient, road surface type), and buildings (geometry) were integrated into Quantum GIS (QGIS) using the CNOSSOS-EU prediction method packaged in OpeNoise, a QGIS plug-in. The resultant noise levels at receiver points were interpolated using the Inverse Distance Weighting method to create noise maps for the city.  The results showed the maximum equivalent day, evening, nighttime predicted noise levels at 85 dB (A), 80 dB (A), 75 dB (A) respectively while the maximum for overall daily average noise level predicted was 85 dB (A). These limits far exceed population exposure threshold limits for the onset of annoyance (55 dB (A)) and sleep disturbance (40 dB (A)). This result is indicative of a poor sound acoustic environment. The pattern of noise level across the city was found to follow street connectivity and traffic intensity. The maximum noise levels were clustered around the highway. Within the city, areas with the highest noise levels were found close to main roads. Residential areas served by service roads were areas with the lowest noise levels. Predicted daytime noise levels (Lday) were compared with 60-second measurements of equivalent noise levels measured at 85 locations during the day in residential and mixed land use areas in the city. The mean of differences between predicted and observed noise levels was found at +1 dB for both residential and areas of mixed land use respectively. Correlation and regression analyses performed for observed and predicted values showed an initial weak positive association with a correlation coefficient of 0.21. However, when outliers were excluded, a correlation coefficient of 0.69 was observed indicating a strong association and linear relationship between the observed and predicted noise levels. Most outliers were underestimations recorded in residential areas at hidden facades. These were attributed to local effects at the measuring locations and assumptions made for building diffraction. The application of the CNOSSOS-EU method in this study did not consider attenuation from ground reflection and terrain effects. Despite these limitations, the results show that the CNOSSOS-EU has good predictive power. However, this study has only been exploratory in nature. It is recommended that further studies be performed with this model as well as in comparison with other models to find the one that best reflects the acoustic environment of the city. A wide application of the CNOSSOS-EU method across several cities will be integral in increasing our understanding of its strengths and weaknesses.

When creating data-based models it is important to include the underlying physical characteristics and constraints of the data. If physical characteristics are not properly included in the model, results may be infeasible or physically impossible. Acoustic environments are better characterized by ensuring that models include the fundamental spatial, spectral, and temporal characteristics of noise sources, or how they change based on location, frequency, and time. When model data are limited, in availability or in reliability, additional care must be taken to ensure models predict feasible results. This dissertation focuses on physics-guided modeling of acoustic environments using limited data, taking into consideration spatial, spectral, and temporal characteristics of noise sources, specifically focused on wind noise and traffic noise. Wind noise contamination in spectral data can be significant, even when using a windscreen. By modeling spectral characteristics of temporally varying wind noise contamination, a method for automatically detecting and reducing wind noise was developed. Reducing non-acoustic wind noise contamination allows for better characterization of outdoor acoustic environments and is useful for accurately measuring other noise sources. Traffic noise varies spatially, spectrally, and temporally, and depends on traffic volume (the number of vehicles per unit time) and traffic class mix (e.g., the relative number of small vehicles compared to large trucks). Using the temporal variation found in reported traffic volume at thousands of locations, a model was developed to represent and predict the spatio-temporal variability of traffic volume nationwide. Further models were created to include dynamic changes in traffic class mix and to predict spectral source traffic noise. The resulting model for predicting source traffic noise is known as VROOM, the Vehicular Reduced-Order Observation-based Model. The physics-guided modeling techniques presented in this dissertation are intended for characterizing acoustic environments, which has applications for such diverse areas as human health and wellness, bioacoustics, wildlife conservation, urban and roadway planning, land development and conservation, noise ordinance legislation, homebuying, and more.

by Shu-Pan Yu. / Thesis submitted in: November 2001. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2002. / Includes bibliographical references. / Abstracts in English and Chinese. / ABSTRACT --- p.I / ACKNOWLEDGEMENTS --- p.V / TABLE OF CONTENTS --- p.VI / LIST OF FIGURES --- p.IX / LIST OF TABLES --- p.X / LIST OF PLATES --- p.X / ABBREVIATIONS --- p.XI / Chapter CHAPTER 1. --- INTRODUCTION --- p.1 / Chapter 1.1 --- Introduction --- p.1 / Chapter 1.2 --- Objective --- p.2 / Chapter 1.3 --- Environmental Impact Assessment of Roads --- p.3 / Chapter CHAPTER 2. --- BACKGROUND TO STUDY --- p.8 / Chapter 2.1. --- Introduction --- p.8 / Chapter 2.2. --- Road SEA VIS-A-VIZ Project EIA --- p.8 / Chapter 2.2.1 --- Introduction and Definition of SEA of Road Network --- p.8 / Chapter 2.2.2 --- SEA as an Improvement on EIA system --- p.9 / Chapter 2.2.3. --- The Environmental Indicators of Road Project EIA and SEA --- p.13 / Chapter 2.2.4. --- SEA Approaches --- p.15 / Chapter 2.2.5. --- The SEA Process --- p.15 / Chapter 2.3. --- Methodologies and Tools for SEA --- p.18 / Chapter 2.3.1. --- Needs for Tailor-made SEA Tools --- p.19 / Chapter 2.3.2 --- Desirable Attributes of SEA Assessment Tools --- p.20 / Chapter 2.4. --- Difficulties and Constraints of Road Building in Hong Kong --- p.21 / Chapter 2.4.1. --- Traffic Noise Problems in Hong Kong --- p.22 / Chapter 2.4.2. --- Noise Emission vs Noise Immission Assessment --- p.23 / Chapter 2.4.3. --- Ecological Resources in Hong Kong --- p.26 / Chapter 2.5. --- Environmental Assessment Systems in Hong Kong --- p.28 / Chapter 2.5.1 --- Noise Assessment in Project EIAs --- p.28 / Chapter 2.5.2 --- Difficulties in Transposing Project EIA Noise Prediction Methodology to SEA --- p.29 / Chapter 2.5.3 --- Road Project Ecological Assessment --- p.30 / Chapter 2.5.4 --- Need for Proactive Nature Conservation --- p.30 / Chapter 2.5.5 --- SEA Systems in Hong Kong --- p.31 / Chapter 2.6. --- Use of Geographical Information System (GIS) as a Platform --- p.35 / Chapter 2.6.1 --- Potentials and Advantages of GIS Approach --- p.36 / Chapter 2.6.2 --- Limitations of GIS --- p.40 / Chapter 2.7. --- Summary --- p.42 / Chapter CHAPTER 3. --- ASSESSMENT METHODOLOGY --- p.44 / Chapter 3.1. --- Introduction --- p.44 / Chapter 3.2. --- Noise Impacts --- p.44 / Chapter 3.2.1. --- Previous Overseas Experience of Strategic Noise Assessment Using GIS --- p.44 / Chapter 3.2.2. --- Development of An Appropriate Assessment Methodology for Hong Kong --- p.48 / Chapter 3.3. --- Ecological Impacts --- p.68 / Chapter 3.3.1. --- Past Experience of Strategic Ecological Assessment (SEcA) Using GIS --- p.70 / Chapter 3.3.2. --- Assessment Methodology of Strategic Ecological Assessment --- p.72 / Chapter 3.4. --- Land Acquisition Assessment --- p.78 / Chapter 3.4.1. --- Assessment Method --- p.79 / Chapter 3.5. --- Summary --- p.79 / Chapter CHAPTER 4. --- SYSTEM DESIGN --- p.81 / Chapter 4.1 --- Introduction --- p.81 / Chapter 4.2 --- System Overview --- p.81 / Chapter 4.2.1 --- Functions of the System --- p.84 / Chapter 4.2.2 --- Design Features of the System --- p.84 / Chapter 4.3 --- System Software --- p.87 / Chapter 4.4 --- System Structure --- p.88 / Chapter 4.4.1 --- Base Maps Insertion --- p.88 / Chapter 4.4.2 --- Traffic Data Input --- p.92 / Chapter 4.4.3 --- Noise Assessment --- p.93 / Chapter 4.4.4 --- Ecological Assessment --- p.105 / Chapter 4.4.5 --- Land Acquisition Assessment --- p.111 / Chapter 4.4.6 --- Summary of Overall Impacts --- p.113 / Chapter 4.4.7 --- Comparison of Options --- p.114 / Chapter 4.5 --- Summary --- p.115 / Chapter CHAPTER 5. --- APPLICATION OF THE SYSTEM : A PILOT STUDY --- p.116 / Chapter 5.1. --- Introduction --- p.116 / Chapter 5.2. --- The Crosslinks Project --- p.116 / Chapter 5.2.1. --- The Project Area - North-west New Territories --- p.117 / Chapter 5.2.1.1. --- Urban Development in the NWNT --- p.118 / Chapter 5.2.1.2. --- Ecological Habitats of the NWNT --- p.119 / Chapter 5.3. --- Execution of the Pilot Study --- p.119 / Chapter 5.4. --- Results and Discussions --- p.125 / Chapter 5.4.1. --- Environmental Assessment of the Crosslinks Project --- p.125 / Chapter 5.4.2. --- Assessment of Alternative Options --- p.133 / Chapter 5.4.3. --- Experience Learned from the Pilot Study --- p.147 / Chapter 5.5. --- Summary --- p.148 / Chapter CHAPTER 6. --- CONCLUSION --- p.149 / Chapter 6.1. --- Design Concepts and Features --- p.149 / Chapter 6.2. --- Limitations of the System --- p.153 / Chapter 6.3. --- Further Research --- p.154 / REFERENCES --- p.156 / APPENDICES --- p.166 / APPEMDIXI NOISE ASSESSMENT METHODOLOGY --- p.167 / "APPENDIX II R(A), R(B), R(C) NOISE ATTENUATION PATTERNS" --- p.171 / APPENDIX III PUBLICAHONS --- p.175

published_or_final_version / Environmental Management / Master / Master of Science in Environmental Management

Šio darbo tikslas – kompleksiškai ištirti dulkėtumą ir triukšmą kaimo gyvenviečių žvyruotų kelių aplinkoje ir natūralių želdinių įtaką taršos lygiui. Atliktais tyrimais nustatyta, kad dulkių koncentracija kelyje su žvyro danga ir jo aplinkoje kelis kartus didesnė nei kelyje su asfalto danga ir iki 10 m atstumu nuo kelio viršijama leistinoji 0,5 mg m-³ koncentracijos vertė. Didžiausias dulkių sklaidos sulaikymas nustatytas pakelėje su liepų augmenija. Ištyrus dulkių dalelių kiekį pagal jų dydį (15 m atstumu nuo kelio krašto kur gyventojai dažniausiai būna lauke) nustatyta, kad pravažiavus pavienei transporto priemonei daugiausiai užfiksuota smulkiųjų (0,3-0,49 μm) dalelių - apie 45000 vnt. m-³. Ištyrus pavienės transporto priemonės sukeltą triukšmą nustatyta, kad asfalto ir žvyro dangų keliuose atviroje vietovėje 15 m atstumu nuo kelio garso lygis 6 dBA didesnis žvyruoto kelio atveju. Žvyro kelyje kai nėra kelkraštėje jokios natūralios atitvaros garso lygis 15 dBA didesnis nei kelyje su užtvara. Esant skirtingoms kelio kelkraštėje augmenijos užtvaroms, už jų triukšmo slopinimas skyrėsi apie 10 dBA, o efektyviausiai triukšmą slopina įvairių želdinių augmenija. / The main idea of this work - a comprehensive investigate dust and noise, gravel roads of rural settlements in the environment and natural greenery influence to the level of pollution. After finishing this research showed that concentrations of dust on the road with partition with a gravel surface and its atmosphere are several times higher than on the road with partition with asphalt and up to 10 m from the road exceeded the permissible 0.5 mg m-³ concentration value. The maximum delay dispersion of dust at the roadside with the lime trees. After research the amount of dust particles by size (15 m from the edge of the road where people is usually outdoor) found that the passing of single vehicle mostly recorded small (0.3 to 0.49 µm) particles - about 45,000 units. m-³. After research individual vehicle noise found that the asphalt and gravel roads in an open area of 15 m from the road sound level 6 dB above the gravel road. On gravel on the road with partition where there is no natural roadside partitions sound level 15 dB higher than the on the road with partition. At roadside vegetation in different road barricades for the noise attenuation of 10 dB difference, and the most effective noise levels of various plantation vegetation.

The development of cities and population growth have led, among other urban problems, the increase in sound pressure levels of environmental noise. With the overcrowding of cities, the roads start to host large flows of vehicles, among other sound sources. These factors, coupled with the layout and massing of buildings, make the road a polluter responsible for sound pressure levels highly detrimental to health. In Brazil, noise has not been considered by urban planning policies. This study aims to assess the current conditions of urban noise pollution due to vehicular traffic on the downtown of Chapecó - SC. To this end, we sought to map the sound pressure levels, compare them to the municipal and federal laws relating to urban noise, to relate the sound descriptors of the traffic noise with the volume of traffic, to relate the geometry of the built environment with levels of sound pressure and compare the results with the rates proposed by the urban plan of the municipality. To conduct the survey data, was defined a mesh grid from which were located 14 measuring points. Data collection was performed at peak times and these data have been divided into acoustic quantities, geometrical quantities, quantities of traffic and meteorological quantities. The sound pressure levels collected from the study area had higher than those recommended by national standards at all times and points of measurement. From the linear regression analysis between the sound descriptors and flow of vehicular traffic, it was realized that the LAeq is not sufficient to explain the vehicular noise, because the variation of the LAeq is influenced not only by the variation in the number of vehicles, but also by the features the built environment of the road. The variation of LA90 and LA50 sound descriptors showed better correlation with the variation of the flow of vehicular traffic. The urbanistic indices proposed by the plan of the municipality stimulate the future shape of urban canyons, which can aggravate the problems related to noise from vehicular traffic in the local community. / O desenvolvimento das cidades e o crescimento demográfico têm acarretado, entre outros problemas urbanos, o aumento dos níveis de pressão sonora do ruído ambiental. Com a aglomeração dos centros urbanos, as vias passam a abrigar grandes fluxos de veículos, entre outras fontes sonoras. Esses fatores, aliados à disposição e à volumetria das edificações, tornam o tráfego rodoviário um poluidor acústico responsável por níveis de pressão sonora altamente prejudiciais à saúde. No Brasil, o ruído não tem sido considerado pelas políticas de planejamento urbano. O presente estudo tem por objetivo avaliar as condições atuais de poluição sonora urbana devido ao tráfego veicular em área central do município de Chapecó SC. Para tanto, buscou-se mapear os níveis de pressão sonora, comparar os mesmos à legislação municipal e federal referente ao ruído urbano, relacionar os descritores sonoros do ruído de tráfego com o volume de tráfego, relacionar a geometria do ambiente construído com os níveis de pressão sonora e comparar os resultados com os índices urbanísticos propostos pelo plano diretor do município. Para realização do levantamento de dados, foi definida uma malha quadriculada a partir da qual foram localizados 14 pontos de medição. O estudo delimitou a coleta de dados aos horários de pico e estes dados apresentam-se divididos em grandezas acústicas, grandezas geométricas, grandezas de tráfego e grandezas meteorológicas. Os níveis de pressão sonora coletados da área de estudo se apresentaram superiores aos preconizados pelas normativas nacionais em todos os horários e pontos de medição. A partir das análises de regressão linear entre os descritores sonoros e o fluxo de tráfego de veículos, percebeu-se que o LAeq não é suficiente para explicar o ruído veicular, uma vez que a variação do LAeq sofre influência não só da variação no número de veículos, como também das características do ambiente construído da via. A variação dos descritores sonoros LA90 e LA50 demonstraram melhor correlação com a variação do fluxo de tráfego veicular. Os índices urbanísticos propostos pelo plano diretor do município estimulam a configuração futura de cânions urbanos, o que pode agravar os problemas relacionados ao ruído de tráfego veicular enfrentados pela comunidade local.

Skidding contributes to up to 35% of wet pavement accidents. Pavement surface friction therefore is an important component of highway safety. The skid resistance also varies seasonally and reduces over time due to surface polishing. These leave the pavement in a state of increased risk of skidding accidents. An adequate surface friction that accommodates the seasonal and long term variations is essential for safety over the pavement surface service life. The resistance to skidding, however, depends on surface microtexture and macrotexture. Alternatively, increased texture aimed at increased and durable surface friction may affect the noise generated on the road. In fact, traffic noise is a growing problem throughout the world. Noise barriers, traditionally used for noise reduction, are expensive and inefficient in some cases. As the pavement surface characteristics play a key role in noise generation and propagation, it provides a window for noise reduction by altering the pavement surface. The challenge, however, is to provide a smooth, quiet, long-lasting, and economic pavement with adequate and durable surface friction. This research has been directed to address this challenge and to provide a realistic guideline. The tire-pavement noise, sound absorption, and skid resistance performances of various flexible and rigid pavement surfaces have been examined using the field and laboratory test data. Models for the prediction of pavement skid resistance including the seasonal and long term variations have also been developed correlating the influencing factors. A value engineering approach has been proposed to accommodate the construction and maintenance costs, longevity, smoothness, safety and noise in the selection of pavement surfaces.

Skidding contributes to up to 35% of wet pavement accidents. Pavement surface friction therefore is an important component of highway safety. The skid resistance also varies seasonally and reduces over time due to surface polishing. These leave the pavement in a state of increased risk of skidding accidents. An adequate surface friction that accommodates the seasonal and long term variations is essential for safety over the pavement surface service life. The resistance to skidding, however, depends on surface microtexture and macrotexture. Alternatively, increased texture aimed at increased and durable surface friction may affect the noise generated on the road. In fact, traffic noise is a growing problem throughout the world. Noise barriers, traditionally used for noise reduction, are expensive and inefficient in some cases. As the pavement surface characteristics play a key role in noise generation and propagation, it provides a window for noise reduction by altering the pavement surface. The challenge, however, is to provide a smooth, quiet, long-lasting, and economic pavement with adequate and durable surface friction. This research has been directed to address this challenge and to provide a realistic guideline. The tire-pavement noise, sound absorption, and skid resistance performances of various flexible and rigid pavement surfaces have been examined using the field and laboratory test data. Models for the prediction of pavement skid resistance including the seasonal and long term variations have also been developed correlating the influencing factors. A value engineering approach has been proposed to accommodate the construction and maintenance costs, longevity, smoothness, safety and noise in the selection of pavement surfaces.

Trafikbuller är den miljöstörning som påverkar flest människor i Sverige. Studier visar att buller kan påverka människors hälsa genom att orsaka hörselskador, stress, sömnsvårigheter och i förlängningen hjärt- och kärlsjukdomar. Idag byggs städerna i Sverige allt tätare, vilket gör att antalet bullerstörda personer fortsätter att öka. För att dämpa buller används ofta höga och breda bullerskärmar, vilket inte är att föredra i urban miljö. Ny forskning undersöker därför andra alternativ, bland annat hur växter och gröna områden kan verka bullerreducerande. Forskare menar att växter med hjälp av sina stammar, bladverk och substratet de står i kan reducera ljud genom reflektion, absorption och spridning av ljudenergin. Detta examensarbete syftade till att utvärdera olika växtelement ur bullerreducerande synpunkt. Växters bullerreducerande förmåga är något varken akustiker eller landskapsarkitekter generellt sett tar hänsyn till och därför ansågs en kunskapssammanställning ligga i tiden. För att göra detta har en litteraturstudie, två intervjuer samt mätningar på två växtelement utförts. Mätningarna gjordes på häckar längs Luthagsesplanaden i Uppsala och på en fasad med klätterväxter på Norr Mälarstrand i Stockholm. Litteratur- och intervjustudien visade att växtbeklädda bullerbarriärer hade högst potential att reducera buller längs vägar, gröna tak högst potential att reducera buller in på innergårdar och gröna fasader högst potential att dämpa buller på torg. Växter har också möjlighet att osynliggöra ljudkällor, vilket gör att vi upplever ljudet som lägre. Mätningarna visade att häcken på Luthagsesplanaden hade möjlighet att dämpa ljudet precis bakom häcken med upp till 3 decibel (dBA). Minskningen höll sig inte ända in till fasaden vilket tros bero på att det reflekterade ljudet dominerar i gaturummet samt att den avskärmande effekten minskar med ökat avstånd. Höga frekvenser dämpades bäst av häcken med den högsta dämpningen på 18 dBA för frekvensbandet 16000 Hz. Dämpningen av de höga frekvenserna syns även in vid fasaden med en dämpning kring 4-5 dBA. Häcken efterliknades i modelleringsprogrammet CadnaA med den nordiska beräkningsmodellen för vägtrafikbuller, men inget objekt tycktes kunna representera häcken på ett reproducerbart sätt. På Norr Mälarstrand visades ingen signifikant skillnad i varken ljudtrycksnivå eller frekvensfördelning från fasaden med klätterväxter. En dämpning på upp till 4 dBA för frekvenser över 800 Hz kan dock antydas in vid fasaden. Vid modellering av fasaden visades att varken en reflekterande eller en absorberande fasad kunde representera klätterväxterna. / Traffic noise is the environmental problem that affects most people in Sweden. Studies show that noise can affect human health by causing hearing damage, stress, insomnia and cardiovascular disease. Swedish cities today are built increasingly close, increasing the number of people that are affected by noise. Today, the most common way to reduce noise is to use barriers. In towns, this is not preferable and new research brings up other suggestions that can fit into an urban environment. Some studies are investigating how plants can reduce noise. Research has shown that plants by their trunks, foliage and substrate can reduce sound by reflection, absorption and diffusion. This thesis aimed to identify and evaluate various plant elements through a noise abatement perspective. This perspective is something neither acoustician nor landscape architects in general takes into account and was therefore considered useful. To do this, a literature study, two interviews and measurements were made. The measurements were made on hedges along Luthagsesplanaden in Uppsala and on a facade with climbing plants on Norr Mälarstrand in Stockholm. The literature and the interviews showed that vegetated noise barriers had the highest potential to reduce noise along roads, green roofs had the maximum potential to reduce noise in courtyards and green facades had the maximum potential to reduce noise in squares. Plants are also able to hide sound sources, enabling us to perceive the sound as lower. The measurements showed that the hedge were able to lower the sound pressure level up to 3 decibels (dBA). This reduction did not last to the facade, which is believed to be due to reflected sound dominating the street canyon and that the shielding ability decreases with increasing distance. The hedge was able to lower the higher frequencies the most with the maximum attenuation of 18 dBA for the frequency 16000 Hz. The attenuation of high frequencies is also visible close by the facade with attenuation around 4-5 dBA. The hedge were imitated by different elements in the sound modeling program CadnaA with the help of the Nordic calculation model for road traffic noise, but no element seemed to be able to represent the hedge. The measurement at Norr Mälarstrand showed no significant difference in either sound pressure level or frequency distribution by the facade with climbing plants. However, a damping of up to 4 dBA for frequencies above 800 Hz could be hinted from the measurement by the facade. When modeling the same it was shown that neither an absorbing facade nor a reflecting facade could represent the facade with climbing plants.

Die vorliegende Ausgabe beschäftigt sich mit dem Thema „Analyse von Verteilungswirkungen externer Effekte im Verkehr“. Die Bedeutung der externen Kosten im Verkehr ist hoch. Aus diesem Grund war die Analyse der externen Verkehrskosten bereits Gegenstand zahlreicher wissenschaftlicher Studien und ist methodisch weit entwickelt. Die Untersuchung der Verteilungswirkungen verkehrsbedingter externer Effekte fand hingegen bisher wenig Beachtung. Die Arbeit beschäftigt sich daher vor allem mit der Frage, wer innerhalb einer Gesellschaft welche externen Kosten verursacht und auf welche Kostenträger diese übertragen werden. Dabei können Verteilungswirkungen zum einen zwischen einzelnen Regionen, aber auch zwischen sozialen Gruppen oder Generationen beobachtet werden. Für den externen Effekt Straßenverkehrslärm wird im Rahmen eines Anwendungsbeispiels ein mögliches Vorgehen zur Ermittlung interpersoneller Verteilungswirkungen erprobt. Für das Untersuchungsgebiet Dresden wird außerdem die Verfügbarkeit der für derartige Analysen benötigten Datenbasis überprüft und mögliche Untersuchungsdesigns vorgeschlagen.