Validation of a complex urban noise model close to a road

The adequacy of a model for the sound level close to a road is investigated by comparing resulting predictions for the sound level over a building façade with measurements. The road model involves the road geometry (the number and positions of traffic lanes), the traffic structure (vehicle flow rates and their average speeds in each lane) and equivalent omnidirectional point sources representing the vehicles. It is found that the assumed road traffic noise source model is adequate only for predicting levels over the higher part of the façade. However the investigation has allowed definition of what improvements are needed in the road source modelling to enable adequate predictions over the whole of the building façade.     

The importance of roof shape for road traffic noise shielding in the urban environment

The influence of roof shape on sound propagation in a densely build-up city centre is evaluated. Road traffic noise propagation from a street canyon to an adjacent, non-directly exposed building façade is numerically studied by the finite-difference time-domain method. A large number of common and less common roof shapes were analyzed in an idealized city canyon configuration. Roof shape can be responsible for differences in road traffic noise shielding exceeding 10 dBA, averaged over the shielded façade. Therefore, roof shape can be considered as an important means to limit sound pressure levels at a quiet side; various researchers indicated that the presence of silent zones and façades may limit city noise annoyance. With increasing vehicle speed, the choice of roof shape becomes more important. The roof top height was shown to be a bad predictor of shielding efficiency in the equal-building-volume approach followed in this study.     

3D analysis and investigation of traffic noise impact from a new motorway on building and surrounding area

This study analyzes and investigates the impact of traffic noise on the high-rise building and surrounding area by the side of a new motorway that links Bangkok to the new Suwannaphum International Airport and Pattaya. A traffic noise simulation model in 3D form is applied on a GIS system. Visualized noise levels are formulated in vectored contours for noise mapping on all surfaces of the building and surrounding ground in a 3D platform. Noise impact is then investigated based on this 3D noise mapping in LAeq,1 h noise contours. The investigation shows that there is a high traffic noise impact on the foreground and front façade of the building, rendering this area unsuitable for residential purposes. The ground area by the sides of the building and the building side panels receive a lower noise impact. Most of these areas are still not acceptable for residential use; however, all of the side panels and most of the ground area by the sides of the building can be used for commercial and business purposes. The back yard and back panel, together with the rooftop, have the lowest traffic noise impact. They are the safest places for use as residential areas, except for a small strip along the front edge of the rooftop. From this study, residential areas that are sensitive to noise impact must be located far away from the front façade and side panels of a building. It is also shows that the building height is not an effective means of reducing motorway noise on the upper part of the building.     

A scale model investigation of sound reflection from building façades

A simple model for predicting the sound reflected from a building façade is developed based upon the assumption that the scattering coefficient is small. This model is then used as the basis of an experimental attempt to measure the scattering properties of scale model façades featuring a similar degree of surface irregularity to that found on real buildings. A series of measurements made on a simple scale model are described and the effect of a non-uniform distribution of façade scattering is examined. The measured value of the scattering coefficient is found to be small and not very sensitive to the degree of surface irregularity. A progression of energy from a specular reflection field to a diffuse reflection field for successive orders of reflections is observed. It is suggested that the dominant mechanism of sound propagation for higher order reflections is via random scattering and that the development of propagation models based upon purely random scattering is a valid approach.     

Modelling of sound propagation to three-dimensional urban courtyards using the extended fourier PSTD method

Noise from road traffic propagates to acoustically shielded areas as roadside courtyard by multiple reflection and diffraction paths in a complex three-dimensional (3D) environment. The computation of noise levels and assessment of candidate noise mitigation measures for these areas has up to now been based upon two-dimensional (2D) geometrical assumptions. Here, a recently developed efficient wave-based method, the extended Fourier pseudospectral time-domain (PSTD) method, is used to investigate the necessity of a 3D model. For frequencies up to 500 Hz and low traffic velocities of 30 km/h and 50 km/h, a road traffic noise configuration of an urban street canyon with or without cross streets and a closed roadside courtyard is compared to the 2D configuration as studied previously. It can be concluded that the contribution of distant sources is overpredicted by the 2D configuration. As noise mitigation measures, additional façade absorption, façade screens and roof screens have been studied. Results show that the 2D configuration underpredicts the effect of façade mitigation measures, by maximum 1.5 dB(A) for the absorption case and 4.4 dB(A) for the screens case. The effect of roof screens is overpredicted up to 1.7 dB(A). Given these deviations and the found deviations between the 3D configurations of street canyon with and without cross streets, the need for a 3D model can be concluded to be strongly configuration dependent. The 3D model is finally used to investigate the effect of a façade opening to the courtyard, which could lead to up to 10 dB(A) higher noise levels as compared to the noise propagating over the roof level and may prohibit the use of these courtyards as quiet areas. Absorption in the façade opening can significantly limit this negative effect.     

Scale model study of balcony insertion losses on a building façade with non-parallel line sources

The screening effect of balconies on a building façade in the case where the noise source is not parallel to the façade is studied using scale model experiment in the present study. Results show that the angle of source inclination to the façade has substantial effects on the balcony insertion loss in the presence of a traffic noise spectrum. Less amount of noise amplification is observed when the source is inclined compared to the case of parallel source in the presence of balcony ceiling reflections. Regression formulae in terms of three independent angles which determine the positions of the balcony and its ceiling relative to the noise source are developed for the prediction of balcony insertion loss. The discrepancy between measurements and predictions is within engineering tolerance.     

Testing the acoustical corrections for reflections on a façade

The assessment of noise levels, in the proximity of a building or on its façade, is a requirement of the European Environmental Noise Directive 2002/49/EC concerning environmental noise produced by road and railway traffic, airports and industries. The corrected values for the noise levels and the problems of measuring noise near a façade are discussed here for the case of road traffic. A complete set of measurements in different situations was performed along several roads in an urban environment as well as in a controlled situation using a loudspeaker. The experimental results are then compared against theoretical models and international standards, in particular those that suggest to use a +3 or +6 dB correction as a function of the microphone position and the NordTest method. Some suggestions are given for the different corrective factors to apply when measuring environmental noise between 0 and 2 m away from a building façade, and practical solutions identified.     

Experimental implementation of a low-frequency global sound equalization method based on free field propagation

An experimental implementation of a global sound equalization method in a rectangular room using active control is described in this paper. The main purpose of the work has been to provide experimental evidence that sound can be equalized in a continuous three-dimensional region, the listening zone, which occupies a considerable part of the complete volume of the room. The equalization method, based on the simulation of a progressive plane wave, was implemented in a room with inner dimensions of 2.70 m × 2.74 m × 2.40 m. With this method, the sound was reproduced by a matrix of 4 × 5 loudspeakers in one of the walls. After traveling through the room, the sound wave was absorbed on the opposite wall, which had a similar arrangement of loudspeakers, by means of active control. A set of 40 digital FIR filters was used to modify the original input signal before it was fed to the loudspeakers, one filter for each transducer. The optimal arrangement of the loudspeakers and the maximum frequency that can be equalized is analyzed theoretically in this paper. The presented experimental results show that sound equalization was possible from 10 Hz to approximately 425 Hz in the listening zone. A flat frequency response with deviations within ±5 decibels from the desired value was achieved. A higher demanding performance with deviations within ±1.5 decibels from a flat frequency response was attained in the interval between 20 Hz and 280 Hz. At the same time, the impulse response was quite well approximated to a delayed delta function in the listening zone. Examples of the spatial distribution of the sound field are also shown.     

NUMERICAL MODELLING OF THE SOUND FIELDS IN URBAN STREETS WITH DIFFUSELY REFLECTING BOUNDARIES

A radiosity-based theoretical/computer model has been developed to study the fundamental characteristics of the sound fields in urban streets resulting from diffusely reflecting boundaries, and to investigate the effectiveness of architectural changes and urban design options on noise reduction. Comparison between the theoretical prediction and the measurement in a scale model of an urban street shows very good agreement. Computations using the model in hypothetical rectangular streets demonstrate that though the boundaries are diffusely reflective, the sound attenuation along the length is significant, typically at 20-30 dB/100 m. The sound distribution in a cross-section is generally even unless the cross-section is very close to the source. In terms of the effectiveness of architectural changes and urban design options, it has been shown that over 2-4 dB extra attenuation can be obtained either by increasing boundary absorption evenly or by adding absorbent patches on the façades or the ground. Reducing building height has a similar effect. A gap between buildings can provide about 2-3 dB extra sound attenuation, especially in the vicinity of the gap. The effectiveness of air absorption on increasing sound attenuation along the length could be 3-9 dB at high frequencies. If a treatment is effective with a single source, it is also effective with multiple sources. In addition, it has been demonstrated that if the façades in a street are diffusely reflective, the sound field of the street does not change significantly whether the ground is diffusely or geometrically reflective.     

Application of simulation program to specific urban situation

In the paper, the simulation program predicting the sound level has been applied to one of buildings neighbouring a road. In the simulation are considered: geometry of road surroundings, the shape of the investigated building façade including, road geometry (number of lanes and their positions) and traffic structure (vehicle flow rates and their average speeds). Adjustable accuracy in an urban system modelling allows finding the model which is adequate to the real system. For the model of the accuracy limited by the simulation error due to vehicle speed estimation, by comparison with the field measurement, the model validation range has been established. Based on the simulation adjustable accuracy, possibilities of the validation range extension have been analysed.     

Standardised acoustic characterisation of sonic crystals noise barriers: Sound insulation and reflection properties

This work presents sound insulation and sound reflection measurements conducted over sonic crystal noise barriers according to the European standards EN 1793-2, EN 1793-5 and EN 1793-6. In most of the reference literature, sound insulation and reflection properties of sonic crystals are measured or a diffuse sound field or in a direct sound field including the top and side edge diffraction effects together with the transmitted (or reflected) components. The aim of this work is to perform free-field measurements over a real-sized sample in order to window out all diffraction components and to verify the points of strength and weakness of the application of standardised measurements to sonic crystals. Diffuse field measurements in laboratory are also done for comparison purposes. Since the target frequency range for traffic noise spectrum is centred at around 1000 Hz, a finite element based parametric investigation is performed to design unit cells capable of generating band gaps in the one-third octave bands ranging from 800 Hz to 1250 Hz. Then, 3 × 3 m sonic crystal noise barriers are installed in the Laboratory of the University of Bologna and sound insulation and sound reflection measurements are performed according to the mentioned active standards for normal incidence. Sound insulation is measured for diffuse incidence too. The two methods give different results. The method more directly comparable to calculations is the free-field one. However, if on the one hand the application of a time window allows to compute the transmitted or reflected component only, on the other hand the time window itself limits the maximum width of the sample for which all reflections of the n-th order having a significant spectral content are included, and thus results critical in the analysis of this kind of noise barriers. Nevertheless, the standardised measurements allow a direct comparison between the performance of sonic crystals and common noise barriers.     

Sound reduction in samples of environmentally friendly building materials and their compositions

In order to reduce the negative effect on the environment, environmentally friendly materials are being chosen for the construction of buildings more and more frequently. The building materials that are now used more commonly are clay, straw and reeds. The sound insulation properties of these environmentally friendly materials have not yet been examined thoroughly. This paper presents most commonly used sound reduction indexes R_W that have been measured in the semi-anechoic chamber and determined during the simulation. It has been found that adobe, pressed straw and reeds (oriented parallel to the sound transmission) are suitable for low-frequency sound insulation. The material with the best sound reduction index was adobe. The sound reduction index R_W of a 200 mm thick adobe wall reached up to 43 dB.     

Acoustic analysis of a liquefied petroleum gas-fired pulse combustor

Experimental investigation of acoustic characteristics of a Helmholtz type liquefied petroleum gas-fired pulse combustor is presented. In the experiments, the length of the tail pipe was changed from 1.9 m to 1.3 m by 10 cm intervals. Sound level measurements were taken from the exhaust side (outlet) and air flapper side (inlet) at a distance of 1 m from both sides. With decreasing lengths of the tail pipe, the sound pressure level increased. At the measurements related to the exhaust side, the maximum value of equivalent continuous sound pressure level, LEQ was 96.6 dB when the length of the tailpipe and fundamental frequency were 1.3 m and 63 Hz, respectively. Same kinds of measurements were performed at the air flapper side, but the LEQ value was stronger at the exhaust side than the one at the air flapper side. It was also observed that the effect of the type of gaseous fuel on the acoustic efficiency of the pulse combustor can be neglected when the results of the acoustic efficiencies were compared to those in the literature. In order to compare the accuracy of frequencies measured by the sound level meter, a suitable dynamic pressure transducer and a spectrum analyzer were used to perform amplitude and frequency measurements. The average deviation between the measurements performed by the sound level meter and dynamic pressure transducer was 2.4 Hz (3.8% errors) while the average deviation was 3.8 Hz (6% errors) between the sound level meter and spectrum analyzer.     

Sound source imaging of low-flying airborne targets with an acoustic camera array

Two-dimensional images of sound source distribution from near-ground airborne sounds are created using an array of 32 microphones and time-domain beamforming. The signal processing is described and array configurations spanning a square area with a side length of 3.45 m, approximately five wavelengths for a 500 Hz sound, are examined. Simulations of a 32-element under-populated log₆ × log₆ spaced array are given for sound sources centered over the array at 250 Hz, 500 Hz, and 1000 Hz. Stochastically optimized array geometry with a simulated annealing algorithm is discussed and a 32-element array optimized for a 500 Hz source is given along with a simulated image for direct comparison with the log₆ spaced array. Images from field testing a 32-element under-populated log₆ × log₆ spaced array are provided for a small aircraft flyover. Results show that this type of acoustic camera generates accurate images of sound source location. Suggested uses include monitoring small aircraft flying too low to be detected by radar as well as monitoring ecological events, such as bird migration.     

Parameter study of sound propagation between city canyons with a coupled FDTD-PE model

A parameter study is performed for the case of two-dimensional sound propagation from a (source) city canyon to a nearby, identical (receiver) city canyon. Focus was on sound pressure levels, relative to the free field, in the shielded canyon. An accurate and efficient coupled FDTD-PE model was applied, exploiting symmetry of the source and receiver canyon. With the proposed calculation method, simulations were necessary in only half the sound propagation domain. The shielding in the receiver canyon in case of a coherent line source was compared to the shielding by an incoherent line source, by means of sound propagation calculations in a number of 2D cross-sections through source and receiver. It was found that the shielding is rather insensitive to the width-height ratio of the canyons. The presence of diffusely reflecting façades and balconies lead to an important increase in shielding compared to flat façades. Rigid façades yield significantly lower shielding compared to partly reflecting façades. Effects of a moving atmosphere were modeled in detail. Shielding decreases significantly in case of downwind sound propagation when comparing to sound propagation in a non-moving atmosphere. Refraction is the most important effect in the latter. In case of upwind sound propagation, turbulent scattering plays an important role and the shielding is similar to the one of a non-moving atmosphere for the parameters used in this paper. The combination of effects, as is shown by some examples, is in general not a simple addition of the separate effects.     

Road traffic noise - the relationship between noise exposure and noise annoyance in Norway

Exposure-effect relationships between the level of road traffic noise at the most exposed side of a dwelling's façade and the residents' reactions to road traffic noise have been estimated. The relationships are based on five Norwegian socio-acoustic studies featuring 18 study areas from two cities and a total of near 4000 respondents. The survey questionnaires distinguish between noise annoyance experienced right outside the apartment and when indoors. Exposure-effect relationships for all degrees of annoyance are estimated simultaneously from ordinal logit models. These predict road traffic noise annoyance when right outside the apartment and when indoors, respectively, as a function of the road traffic noise level outside the most exposed façade. Separate analyses indicate that Norwegians react stronger to road traffic noise than results from a recent compilation of socio-acoustic surveys would lead one to believe. People having inferior single glazing windows report higher indoor annoyance.     

The predicted barrier effects in the proximity of tall buildings

A ray model is developed and validated for the prediction of the insertion loss of barriers that are placed in front of a tall building in high-rise cities. The model is based on the theory of geometrical acoustics for sound diffraction at the edge of a barrier and multiple reflections by the barrier and fa?ade surfaces. It is crucial to include the diffraction and multiple reflection effects in the ray model, as they play important roles in determining the overall sound pressure levels for receivers located between the fa?ade and barrier. Comparisons of the ray model with indoor experimental data and wave-based boundary element formulation show reasonably good agreement over a broad frequency range. Case studies are also presented that highlight the significance of positioning the barrier relative to the noise-sensitive receivers in order to achieve improved shielding efficiency of the barrier.     

Oxygen-defects-related dielectric response in CaCu3Ti4O12 ceramics

A 10 mm thickness columned CaCu₃Ti₄O₁₂ ceramic was fabricated by the conventional solid-state reaction method and the dielectric properties of different parts in ceramic had been investigated. For the sample close to the surface, only one Debye-type relaxation around 10⁷ Hz was observed at room temperature. However, for the sample close to the core, another relaxation peak was observed at about 10⁴ Hz. The results were explained in terms of the equivalent circuit model by showing in the impedance spectroscopy. Moreover, it was introduced that the low-frequency dielectric relaxation is associated with the electrode-sample contact effect based on varying sample thickness and an annealing treatment in the nitrogen atmospheres.     

Evaluation of wheel dampers on an intercity train

Pass-by noise from high-speed trains is one important area that has to be handled in all new train projects. For the new line between Oslo and the Gardemoen Airport which opened in 1998, very stringent requirements were set out regarding external noise. To reach the target it was decided that the train should be equipped with wheel dampers. Two different types of wheel dampers were used on the train; a ring damper was mounted on the wheels of the driven bogies, whilst plate dampers divided into tuned absorber fins were mounted on the wheels of the trailer bogies.During the type testing of the Airport Express Train, additional measurements were performed in order to evaluate the acoustic effect of the plate wheel dampers. Two test series were performed with the same train set; first with the train in standard configuration and secondly with the wheel dampers removed from the second and third bogie. The external noise was measured at 5 and 25 m distance from the centre of the track at speeds ranging from 80 to 200 km/h. The third-octave filtered time histories were analyzed to calculate the effect of the wheel dampers. As expected, there was a significant reduction of 4-6 dB at frequencies above 2000 Hz, but there was also a reduction of 2 dB for frequencies as low as 800 Hz. This reduction was also found in the parts of the time histories when the rail should be dominating. This implies that the wheel dampers also reduce the rail noise. The total rolling noise reduction for the trailer bogie was 3 dB at 200 km/h and 1 dB at 80 km/h. From comparison with TWINS-calculated sound power levels it was estimated that the wheel noise would be reduced by 5 dB and the rail noise would be reduced by 1 dB at 200 km/h.