Highway traffic noise measurements compared to predictions from FHWA’s Traffic Noise Model

2001 ◽  
Vol 110 (5) ◽  
pp. 2732-2732
Author(s):  
Judith L. Rochat ◽  
Gregg G. Fleming
Keyword(s):  
Traffic Noise ◽  
Noise Model ◽  
Highway Traffic ◽  
Noise Measurements

Assessment of Acoustical Measurement Methods and Standards on Rubber Asphalt Roads

2006 ◽  
Author(s):  
Huay Seen Lee ◽  
Liming Dai ◽  
Punnamee Sachakamol
Keyword(s):  
Traffic Noise ◽  
Noise Measurement ◽  
International Standards ◽  
Noise Model ◽  
Exposure Level ◽  
Highway Traffic ◽  
Current Standard ◽  
Measurement Study ◽  
Asphalt Rubber ◽  
Test Road

This paper focuses on the availability of reliable and widely recognized standards for measuring the tyre/pavement noise by determining the existence for a common or certified standard for measuring the asphalt rubber road noise and the possibilities of establishing a common standard or making enhancement to the current standard for accurately measuring the noise. A noise measurement study is conducted using one of many methodologies recognized internationally on both conventional and asphalt rubber road. The noise measurement study is based on the Statistical Pass-by method which is described in detail in the International Standards Organization ISO 11819-1. Certain modifications have been made in order to suit the local environmental condition during the measurement. The most significant modification from the ISO 11819-1 is the distance of the microphone location that is used in the noise measurement from the center of the test road. The ISO 11819-1 stated the microphone position as 7.5m distance from the test road. However, in North America, 15m distance is commonly used. The proportions between noise source dimensions and microphone distance are affected in such a way as to reduce the potential difference between LAmax (maximum sound pressure level) and LAE (Single-event sound exposure level) [2]. Simulations can be done to find out the influence of the microphone distance to the accuracy and reliability of the test measurement readouts besides the advantages and the disadvantages on using both microphone distances from the test road. To further prove the reliability of the study, the results are then analyzed and compared to the predicted noise level using the Traffic Noise Model (TNM) developed by the Federal Highway Administration (FHWA). The FHWA's TNM that computes highway traffic noise is constructed based on the large amount of vehicle noise-emissions database and has been made comparisons to at least five other different model results or real noise measurement study to verify the accuracy of the model.

The Performance of a Low Berm in Reducing Traffic Noise

2021 ◽  
Vol 263 (5) ◽  
pp. 1227-1238
Author(s):  
Paul Donavan ◽  
Carrie Janello
Keyword(s):  
Open Field ◽  
Traffic Noise ◽  
Diffraction Theory ◽  
Noise Model ◽  
Scale Model ◽  
Edge Diffraction ◽  
Double Edge ◽  
Noise Measurements ◽  
The Difference ◽  
A Site

Traffic noise measurements were made behind a low, earth berm and in an adjacent open field to estimate insertion loss. The traffic was comprised of a mix of light vehicles, heavy trucks, and some medium trucks. The berm had a height of 1.65 meters above the roadway and began at the outside shoulder of a four-lane highway along U.S. Highway 101 in Northern California. Two microphone positions were located on the far side of the berm at distances of 28 and 40 meters from the center of the near lane of vehicular traffic. Away from the berm, a microphone was placed in an open field at 28 meters from the highway at a site upstream of the berm. The difference between the open location and those behind the berm were 11.6 and 9.9 dB for the 28- and 40-meter locations, respectively. The reductions obtained with the berm are compared to double edge diffraction theory and acoustic scale model results from the literature. The results of this study are reviewed in this paper and a comparison to FHWA Traffic Noise Model results is presented.

Acoustic Modeling of Meteorological Effects on Roadway Noise

2021 ◽  
pp. 036119812199458
Author(s):  
Roger L. Wayson ◽  
Kenneth Kaliski
Keyword(s):  
Road Traffic ◽  
Traffic Noise ◽  
Model Development ◽  
The United States ◽  
Noise Model ◽  
Road Traffic Noise ◽  
Atmospheric Conditions ◽  
Noise Propagation ◽  
Transportation Research ◽  
Meteorological Effects

Modeling road traffic noise levels without including the effects of meteorology may lead to substantial errors. In the United States, the required model is the Traffic Noise Model which does not include meteorology effects caused by refraction. In response, the Transportation Research Board sponsored NCHRP 25-52, Meteorological Effects on Roadway Noise, to collect highway noise data under different meteorological conditions, document the meteorological effects on roadway noise propagation under different atmospheric conditions, develop best practices, and provide guidance on how to: (a) quantify meteorological effects on roadway noise propagation; and (b) explain those effects to the public. The completed project at 16 barrier and no-barrier measurement positions adjacent to Interstate 17 (I-17) in Phoenix, Arizona provided the database which has enabled substantial developments in modeling. This report provides more recent information on the model development that can be directly applied by the noise analyst to include meteorological effects from simple look-up tables to more precise use of statistical equations.

Traffic Noise Model vs. Extreme Topography

2003 ◽  
Vol 1859 (1) ◽  
pp. 65-71
Author(s):  
Michael A. Staiano
Keyword(s):  
Traffic Noise ◽  
Severe Case ◽  
Sound Attenuation ◽  
Noise Model ◽  
Interstate Highway ◽  
Site Model ◽  
Sound Levels

Traffic noise exposures were measured at various locations adjacent to an Interstate highway and compared with sound levels predicted by the FHWA Traffic Noise Model (TNM). The prediction procedure underestimated the measured sound attenuation by 6 to 12 A-weighted decibels. Various TNM site model configurations were evaluated in an effort to improve agreement between measurements and predictions. For the site tested—a severe case with relatively distant receptors and extreme topography—variations in ground impedance (including a median ground zone) had little benefit or were counterproductive, while adding topographic detail via terrain lines helped somewhat. The best agreement resulted from the incorporation of a tree zone for the wooded site. However, this benefit is thought to be chance, because the site was not only relatively lightly wooded but also thinly foliaged at the time of the on-site measurements.

INFLUENCE OF TRUCK TRAFFIC ON ACOUSTIC POLLUTION IN KAUNAS DISTRICTS CROSSED BY HIGHWAYS/KROVININIO AUTOTRANSPORTO ĮTAKA AKUSTINEI TARŠAI RESPUBLIKINĖS REIKŠMĖS MAGISTRALIŲ KERTAMUOSE KAUNO MIKRORAJONUOSE/ ВЛИЯНИЕ ГРУЗОВОГО АВТОТРАНСПОРТА НА АКУСТИЧЕСКОЕ ЗАГРЯЗНЕНИЕ В МИКРОРАЙОНАX ГОРОДА KАУНАСА С ТРАССАМИ ГОСУДАРСТВЕННОГО ЗНАЧЕНИЯ

2009 ◽  
Vol 17 (4) ◽  
pp. 198-204 ◽  
Author(s):  
Regina Gražulevičienė ◽  
Inga Bendokienė
Keyword(s):  
Data Analysis ◽  
Traffic Flow ◽  
Noise Level ◽  
Traffic Noise ◽  
Heavy Vehicles ◽  
Truck Traffic ◽  
Statistical Software ◽  
Study Results ◽  
Noise Measurements ◽  
Main Streets

The aim of the study was to assess the influence of truck traffic on acoustic pollution in two Kaunas districts crossed by highways‐ Eiguliai and Šilainiai. Composition of traffic flow and noise measurements were conducted near the main streets and national highways that cross the districts. GIS and statistical software SPSS 12.01 were used for the data analysis. The study results showed that mean noise level near the main streets was 70 dB(A) in the daytime,‐ 68.6 dB(A) in the evening and at night it was 61.1 dB(A) in Eiguliai, and in Šilainiai it was 67 dB(A), 65 dB(A) and 58 dB(A), correspondingly. On the highways, crossing the districts, heavy vehicles compose about 3 times higher part of total traffic flow during the day and about 2 times in the evening compared to other main streets. The noise level depended on the traffic flow and correlation coefficient fluctuated from 0.77 to 0.85. The modelling of traffic flow showed, that the increase of trucks proportion by 2 percent would increase the traffic noise by 1.1 dB(A) in the streets with traffic flow of 300 veh./hour or more, and by 1.8 dB(A) with traffic flow of 200 veh./hour or less. Our findings suggest that the influence of heavy vehicles on acoustic pollution is higher in the districts with lower traffic flow. Santrauka Tyrimo tikslas – nustatyti krovininio autotransporto įtaką akustinei taršai Kauno mikrorajonuose, kuriuos kerta respublikinės reikšmės magistralės – Islandijos plentas ir vakarinis lankstas. Aplinkos triukšmo lygis ir transporto srautų intensyvumas Eigulių ir Šilainių seniūnijoje buvo matuotas 34 taškuose – dieną, vakare ir naktį. Duomenims apdoroti taikyta geografinių informacinių (GIS) sistemų technologijos, SPSS 12.0.1 ir Statistica 15 statistinės analizės paketai. Tyrimų rezultatai: vidutinis ekvivalentinis triukšmo lygis Eigulių seniūnijoje dieną prie pagrindinių gatvių siekė 70 dBA, vakare – 68,6 dBA, o naktį – 61,1 dBA ir iš esmės nesiskyrė nuo Šilainių seniūnijos, atitinkamai 67 dBA, 65 dBA ir 58 dBA. Magistraliniuose keliuose, kertančiuose Eigulių ir Šilainių seniūnijas, vidutinis transporto srautų intensyvumas dieną ir vakare buvo 5 kartus, naktį 6 kartus didesnis nei vidutinis srautų intensyvumas pagrindinėse gatvėse tuo pačiu metu, o krovininio autotransporto dalis dieną 3 kartus, o vakare 2 kartus viršijo vidutinius pagrindinių gatvių srautus. Nustatyta sąsaja tarp transporto srautų intensyvumo ir triukšmo lygio: Eigulių seniūnijos dienos koreliacijos koeficientas buvo 0,85, vakaro ir nakties – 0,83, o Šilainių seniūnijos – atitinkamai 0,78, 0,77 ir 0,80. Transporto srautų sudėties modeliavimo duomenimis, padidėjus krovininio transporto proporcijai 2 %, gatvėse, kuriose transporto srautas didesnis nei 300 aut./val., triukšmo lygis padidėtų 1,1 dBA, o kur transporto srautas mažesnis nei 200 aut./val., triukšmo lygis padidėtų 1,8 dBA (koreliacijos koeficientas – 0,63). Krovininio transporto įtaka akustinei taršai didesnė mikrorajonuose, kuriuose transporto srautai nedideli. Резюме Целью данной работы было изучить влияние грузового автотранспорта на акустическое загрязнение в микрорайонах города Каунаса, которые пересекают трассы государственного значения. Это шоссе Исландиос и объезд Вакаринис. Состав транспортного потока определялся и уровень шума измерялся около главных улиц микрорайонов. Результаты исследования показали, что средний уровень шума днем был 70 dBA, вечером – 68,6 dBA, ночью – 61,1 dBA. На трассах государственного значения, пересекающих микрорайоны, по сравнению с другими улицами потоки грузовых автомобилей были в 3 раза больше днем и 2 раза больше вечером. Установлена зaвисимость между величиной транспортного потока и шума (r = 0,77–0,85). Моделирование состава транспортного потока показало, что при увеличении на улицах грузового транспорта на 2% с 300 авт./час и больше шум увеличивается на 1,1 dBA, а при количестве грузового транспорта, составляющем 200 авт./час и меньше, шум возрастает на 1,8 dBA. Влияние грузового автотранспорта на акустическое загрязнение больше в микрорайонах с небольшим транспортным потоком.

Comparison of Traffic Noise Model 2.5 with 2.1 and Measured Data

2005 ◽  
Vol 1941 (1) ◽  
pp. 149-154
Author(s):  
A. A. El-Aassar ◽  
R. L. Wayson ◽  
J. M. MacDonald
Keyword(s):  
Traffic Noise ◽  
Measured Data ◽  
Noise Model ◽  
Average Error ◽  
Matched Pairs ◽  
Federally Funded ◽  
Reference Measurement ◽  
Previous Version ◽  
Ground Effects ◽  
Predicted Values

Traffic Noise Model Version 2.5 (TNM 2.5) will soon be the official traffic noise model required by the FHWA for federally funded projects. TNM was updated from Version 2.1 to 2.5 to address two major issues: the overprediction found in the previous version of TNM and an anomaly related to diffraction points. This research focused on comparing the TNM 2.5 predicted results with TNM 2.1 predicted values and with measured data from 18 barrier locations in Florida. Matched pairs of predicted and measured differences between the data for TNM 2.5 and TNM 2.1 were evaluated and a direct comparison of the two models was made. This research demonstrated that the predicted results from TNM 2.5 had an average error for all 18 barrier locations of less than 1 dB. However, when each of the sites is evaluated individually, TNM 2.5 has a tendency to underpredict slightly at many of the evaluated barrier locations. Finally, TNM 2.5-predicted results tend to be about 3 dB(A) on average less than TNM 2.1 at a defined reference measurement position, which is relatively unaffected by ground effects or diffraction, and about 1 dB less at microphone positions behind evaluated barriers when compared with TNM 2.1.

Ray Acoustics Approach to Quantitative Prediction of Highway Traffic Noise

2010 ◽  
Author(s):  
Liming Dai ◽  
Huay Seen Lee
Keyword(s):  
Prediction Model ◽  
Traffic Noise ◽  
Environmental Noise ◽  
Quantitative Prediction ◽  
Highway Traffic ◽  
Noise Levels ◽  
Modeling Approach ◽  
Highway Noise

A Highway Prediction Model (HPM) using the ray acoustics modeling approach is developed in this research. The HPM model can be used to quantitatively predict the environmental noise levels on highways of different pavements. Comparison between the measured noise levels using the SPB method and predicted noise levels with the model developed shows that the prediction model established is reliable for estimating highway noise in Canada.

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