Evaluation of urban traffic plan scenarios in terms of traffic noise abatement

Transcription

1 Mariano Gallo, Giueppina De uca International ournal of Tranportation Syte Evaluation of urban traffic plan cenario in ter of traffic noie abateent MARIANO GAO, GIUSEPPINA DE UCA Departent of Engineering Univerity of Sannio piazza Roa 21, 820, Benevento ITAY Abtract: Urban traffic plan (UTP) are tactical planning tool for anaging urban area and traffic noie abateent i one of teir objective, explicitly provided for under Italian law. To date, te variou odel and etod for etiating traffic noie ave concerned it etiation in a point (or on a road egent). In ti paper we propoe a etod tat i able to evaluate te effect of UTP on noie abateent on te wole network, ence tat can be ued for coparing different planning cenario. Key-Word: - Traffic noie, urban traffic plan, noie odel, tranportation plan, utainable obility 1 Introduction Te ain apect related to utainable obility are greenoue ga eiion, air pollution, afety and noie. All tee apect can be een a tranport externalitie. In particular, traffic noie can be a ajor dibenefit in bot urban and rural area, ince it ignificantly reduce te quality of life, produce ealt daage, annoyance and leep diturbance and of coure it reduce property value. Hence noie reduction i a coon objective of tranportation planning. In Italy, noie abateent i identified a one of te ain objective of urban traffic plan (UTP), togeter wit (a) iproveent in traffic circulation and (b) road afety, (c) reduction in air pollution and (d) energy aving. A UTP i an adinitrative and tecnical tool for anaging urban tranport in te ort ter; it a to be updated every two year. In Italy it i andatory for every town over 30,000 inabitant to draw up a UTP. Suc a plan doe not provide for te contruction or widening of road, but only anage exiting facilitie (road direction, junction anageent, parking, etc.). It i governed by te Higway Code [1] and by pecific guideline prepared by te Italian Minitry of Public Work [2]. Te ai of ti paper i to propoe a copreenive procedure to copare different cenario in ter of noie o a to verify weter a UTP cenario i able to reduce traffic noie globally on an urban network, and aong everal alternative cenario, to identify te one() tat i(are) ot effective in ter of noie abateent. Ti paper i organied a follow: ection 2 exaine te background; ection 3 propoe te etodology and ection 4 tet it on a real cae tudy; ection 5 conclude and identifie propect for future reearc. 2 Background Te European Directive 2002/49/EC [3] define te acoutic paraeter den (evel day-evening-nigt), tat i adopted to tandardie noie eaureent for European Countrie, a follow: den log n d 12 4 [ db( A)] e 5 (1) d i te equivalent noie level during te day (7:00-19:00); e i te equivalent noie level during te evening (19:00-23:00); n i te equivalent noie level during te nigt (23:00-7:00). Te evening period can be reduced by one or two our, increaing te oter tie period. Several odel for etiating te equivalent noie level ave been propoed in te literature. ISSN: Volue 1, 2016

2 Mariano Gallo, Giueppina De uca International ournal of Tranportation Syte Tee odel uually etiate te equivalent noie level according to variable uc a traffic flow, road urface, average veicle peed, ditance of te receptor fro te traffic lane, percentage of eavy truck, and kind of paveent. Steele [4] reviewed te odel propoed before Nuerou paper deal wit road traffic noie; oe odel and etod can be found in [5], [6], [7], [8], [9], [], [11], [12] and [13]. Soe odel for traffic noie at ignalied interection were propoed in [14] and [15]. 3 Model and etod For a city, we aue te availability of a tranportation odel tat i able to etiate, in different our of te day, te traffic flow on all link of te road network. In te tranportation odel, a road egent,, i repreented by only one oriented link, j, if it i oneway, wile it i repreented by two oriented link, j and j, if it i two-way. et: be a road egent; j an oriented link tat repreent one direction of te road egent ; j an oriented link tat repreent te oter direction of te road egent ; te generic our of te day; l te lengt of te road egent (); f j [f j ] te oogenied ourly traffic flow on te oriented link j [j ] at our (ve/); j [ j ] te ean peed on te oriented link j [j ] at our (k/); A 1 a generic oter caracteritic of te road egent (for intance widt, paveent, etc.);... A a generic oter caracteritic of te road egent (uc a widt, paveent type, etc.). In te following, we aue tat we know te current configuration of te road network of a city were an urban traffic plan i going to deigned and we ave a tranportation iulation odel tat i able to etiate all feature of traffic flow on te road network in different our of te day; oreover, all feature of road infratructure are known. We refer to te current configuration of te network a before (B). We conider tat a new cenario i propoed during or at te end of te UTP deign; ti cenario, tat we call after (A), will preent everal difference in te network configuration (e.g. link way direction) wit repect to cenario B. We aue tat we are able to etiate, by ean of a odel, te road traffic noie on a road egent in ter of equivalent noie level, eq. We indicate wit eq, te equivalent noie level produced by road traffic on a road egent at our and te correponding den, odifying eqn. (1) a follow: den, H e n log 1 24 H 5 H d n n n (2) H d i te et of our tat belong to te day (7:00-19:00); H e i te et of our tat belong to te evening (19:00-23:00); H n i te et of our tat belong to te nigt (23:00-7:00); n i te nuber of our for wic te equivalent noie level can be aued equal. For eac link, we can define te before and after value a B den, and A den, and introduce te beforeafter difference a: den, = B den, A den, (3) Ti difference, eaured in db(a), can be poitive or negative if tere i a reduction or an increae in road traffic noie: te ore te UTP cenario reduce te noie on road egent, te iger te value of den,. In order to develop te propoed etodology, we aue tat on eac road egent,, every 0 tere i a virtual receptor. At eac receptor, we calculate te correponding value of den, wit eqn. (2-3). Te nuber of virtual receptor on a road egent i given by: NVR = l /0 Since te receptor are only virtual, it can alo be a non-integer nuber and will be ued for generating oe indicator tat can be defined for evaluating te ipact of a network configuration (cenario) on traffic noie. We propoe five indicator for coparing cenario and/or for ISSN: Volue 1, 2016

3 Mariano Gallo, Giueppina De uca International ournal of Tranportation Syte evaluating te goodne of a plan configuration in regard to traffic noie; tee indicator are decribed in te following. Total traffic noie variation Ti indicator i repreentative of te total traffic noie variation produced by te UTP cenario and i very iple to calculate. It aue tat all road are equivalent (wit no difference aong noie zone) and i able to give an initial indication of te global ipact of te UTP cenario on traffic noie. Te indicator i calculated a follow: TTNV = den, NVR Te iger te indicator, te ore te network configuration coplie wit te ai of reducing noie. Weigted total traffic noie variation Ti indicator i iilar to te previou one but it weigt te den, ter for eac road egent. More preciely, at eac road egent,, a weigt, W, i attributed wic i repreentative of te iportance of reducing te noie on te road. Te indicator i calculated a follow: WTTNV = W den, NVR Te weigt to aign to eac road egent can be obtained in everal way. We ugget aigning te weigt a a function of te population denity of te urban area tat i croed by road egent. In ti way, greater iportance i given to reducing traffic noie were ore people live, ince te nuber of virtual receptor on eac road egent ultiplied by te weigt i a good proxy of te nuber of people expoed to te noie produced in te ae egent. To ue ti indicator intead of directly conidering te people expoed i uggeted by te fact tat te cenu data are aggregated by zone and ore detailed data are very difficult to obtain, epecially if operating not on a ingle road but on a wole city. Average traffic noie variation Ti indicator i te average traffic noie variation on te network: ATNV = TTNV/( NVR ) Weigted average traffic noie variation Ti indicator i te weigted average of traffic noie variation on te network: WATNV = WTTNV/( NVR ) Miniu variation Ti indicator i te iniu value on te network of te ter den, : MV = in den, Ti value will alot alway be negative and ould be deterined in order to verify te negative effect (increae in equivalent ound level) on oe link. Miniu weigted variation Siilar to te previou variation but alo conider te weigt aigned to eac link: MWV = in (W den, ) Standard deviation Ti indicator i te average ditance of all den, fro teir average:, den ATNV SD N 1 were N repreent te nuber of road egent. Ti indicator ow tat te UTP cenario i able to odify te noie wit te ae ipact on te wole network: auing tat we ave a poitive value of ATNV, if SD i low it ean tat noie reduction i well ditributed on te wole network; vice vera if te value of SD i ig. 4 Cae tudy We teted te propoed etodology on te urban traffic plan of Benevento. Benevento i a town in te out of Italy wit about 62,000 inabitant. Te upply odel (ee Fig. 1) repreent te road network (216 k of road) and i copoed by 949 road egent (1,577 oriented link), 678 node and 80 centroid. Te UTP of Benevento wa deigned by adopting a wat if approac tat copared over 80 cenario defined wit te ain objective of reducing te daily total travel tie on te network. Te final cenario provided intervention regarding te direction of oe road egent and te configuration and/or control of oe interection. In ti paper we verify weter a benefit on traffic noie i produced by te final cenario. 2 ISSN: Volue 1, 2016

4 Mariano Gallo, Giueppina De uca International ournal of Tranportation Syte 4.1 Deand and traffic flow Te origin-detination atrice, repreenting te tranportation deand, were etiated by uing a ateatical odel and traffic urvey. Four different atrice were generated, correponding to four tie period: MPH (orning peak-our); APH (afternoon peak-our); DOPH (daily off-peak our); NOPH (nigtly off-peak our). Eac atrix can be ued to iulate traffic flow in oe our of te day. According to te ditinction between day, evening and nigt, we aued te following cee: day (7:00-19:00): 1 MPH, 2 APH and 9 DOPH; evening (19:00-23:00): 3 DOPH and 1 NOPH; nigt (23:00-7:00): 1 DOPH and 7 NOPH. Terefore, eqn. (2) becoe: etiate correponding link traffic flow, f, and peed,. 4.2 Weigt We aign to eac road egent of te Benevento network a weigt a a function of te population denity, according to Table 1 and Fig. 2. Population denity Cla W ax denity I ax denity II ax denity III ax denity IV ax denity V 0.2 Table 1 - Weigt for different population denitie. den, log AP DOP 5 DOP DOP MP NOP 5 NOP (4) Fig. 2 - Weigt clae of road egent. 4.3 Traffic noie odel Te general odel adopted in te tet i te one developed in te EU project CNOSSOS [13], wic calculate te ound power eiion (in db) a follow: W',eq,line, log( f /(00 W, )) Fig. 1 - Te road network odel. For bot cenario (B and A), eac of te four OD atrice i aigned to te road network o a to W,eq,line, i te directional ound power per etre per our per frequency band reulting fro te veicle flow; W, i te intantaneou directional ound power in ei free-field of a ingle veicle; i repreent te octave band of frequency fro 125 Hz to 4 khz; ISSN: Volue 1, 2016

5 Mariano Gallo, Giueppina De uca International ournal of Tranportation Syte f repreent te category of veicle; i te teady traffic flow of veicle of category (ve/); i te average peed of traffic flow (k/). In order to etiate te ound power eiion of a ingle veicle, two ain noie ource are conidered: (a) rolling noie due to te tyre/road interaction and (b) propulion noie. Moreover, four veicle categorie are conidered: 1) car and ligt duty veicle 3.5 t (ligt); 2) duty veicle and bue wit two axle and twin tyre on te rear axle (ediu); 3) eavy duty veicle and bue wit tree or ore axle (eavy); and 4) two-weeler. Te general for of te ound power eitted by one of te ource i a function of te average peed a follow: ( ) Ai, B ( W, were ( ) i a logaritic function in te cae of rolling noie (WR) and a linear function in te cae of propulion noie (WP). For veicle belonging to categorie 1, 2 and 3 te ound power level i te u of bot contribution (a) and (b): W ( ) log, WP, ( )/ ) WR, ( )/ For veicle belonging to category 4 only propulion noie (b) i conidered. Te ound power level of te rolling noie i expreed by: WR, A WR, R, ( ) B R, log ( A R, and B R, are coefficient; ref i te reference peed (70 k/); Δ WR, i a correction ter. ref ) Te correction ter take account of te road urface, te veicle tat are equipped wit tudded tyre, te acceleration of veicle croing a ignalied junction or a roundabout and te average teperature. Te ound power level of te propulion noie i given by: WP, ( WP, ) A ( ) P, B P, A P, and B P, are coefficient; v ref i te reference peed (70 k/); Δ WP, i a correction ter. Te correction ter take account of te road urface, te acceleration of veicle croing a ignalied junction or a roundabout and te road gradient. Te etod for etiating te correction ter are reported in te CNOSSOS reearc report [13]. Te ound power level a to be calculated for eac frequency band; te A-weigted ound preure level i calculated by uing all frequencie: eq, tot ref ref A ) / W ', i log (5) i ( A i indicate te A-weigting correction according to IEC ; i i te frequency band index. Te ue of ti odel in our procedure require te calculation of tot for eac link of te network a a function of flow, peed and oter feature of te link; all neceary data for te application of te CNOSSOS odel witin our procedure are available. 4.4 Indicator Te propoed etodology wa applied to ae te ipact of te UTP final cenario on noie reduction. Tranportation deand wa te ae for bot before and after cenario, and te traffic flow and average peed were calculated by ean of a tocatic aignent procedure. Table 2 report te reult obtained by te propoed etod. Te reult ow tat, even if te UTP wa not deigned to reduce traffic noie, it reduce road traffic noie (TTNV and WTTNV are poitive) watever te traffic noie odel ued inide te procedure. ISSN: Volue 1, 2016

6 Mariano Gallo, Giueppina De uca International ournal of Tranportation Syte Indicator Value TTNV WTTNV ATNV WATNV MV MWV SD Table 2 - Reult of te procedure applied to te Benevento UTP. 5 Concluion and reearc propect In ti paper a etod for coparing te cenario of an Urban Traffic Plan (UTP) vi-à-vi traffic noie wa propoed and teted on a real cae. Te etod, albeit unable to quantify te abolute traffic noie level of te area, give ueful inforation about te relative variation in traffic noie between two different UTP cenario. It can be applied during te pae of UTP deign to evaluate, togeter wit oter indicator (total travel tie, eiion, conuption, etc.), te goodne of one cenario over anoter. Teted on a real cae, te etod in quetion owed it applicability wit liited additional coputational effort; te ain variable required (traffic flow and average peed) are uually calculated to evaluate oter UTP indicator. Future reearc will ai to tet te propoed procedure wit oter traffic noie odel and in oter real-cale cae. Reference: [1] Higway Code, D.. 30 April 1992, no. 285, Nuovo codice della trada. Suppl. ordinario Gazzetta Ufficiale della Repubblica Italiana, 18 May 1992, n. 114, [2] Italian Miniter of Public Work, Direttive per la redazione, adozione ed attuazione dei Piani Urbani del Traffico, Gazzetta Ufficiale della Repubblica Italiana, 24 une 1995, n. 146, [3] European Coiion, Directive 2002/49/EC of te European Parliaent and of Council of 25 une 2002 relating to te aeent and anageent of environental noie Official ournal of te European Counitie, 189/12, , [4] Steele C., A critical review of oe traffic noie prediction odel, Applied Acoutic, Vol. 62, 2001, pp [5] Bendten H., Te Nordic prediction etod for road traffic noie, Te Science of te Total Environent, Vol. 235, 1999, pp [6] Cirianni F., eonardi G., Te application of a neural network on a tudy of noie pollution in urban tranport: a cae in Villa S. Giovann In Air Pollution XII, WIT pre, Soutapton, UK, 2004, pp [7] Tanatca M., Paanikabud P., Brown A.., Affu.K., Motorway noie odelling baed on perpendicular propagation analyi of traffic noie, Applied Acoutic, Vol. 66, 2005, pp [8] Can A., eclercq., elong., Dynaic etiation of urban traffic noie: Influence of traffic and noie ource repreentation, Applied Acoutic, Vol. 69, 2008, pp [9] Paanikabud P., Tanatca M., Brown A.., Developent of a igway noie prediction odel uing an eq20 eaure of baic veicular noie, ournal of Sound and Vibration, Vol. 316, 2008, pp [] Rajakuara H.N., Gowda R.M.M., Road Traffic Noie Prediction Model under Interrupted Traffic Flow Condition, Environ Model Ae, Vol. 14, 2009, pp [11] Haet.F., Benard F., Doiy S., elong., le Duc E., New veicle noie eiion for Frenc traffic noie prediction, 20, Applied Acoutic, Vol. 71, pp [12] Makarewicz R., Gałuzka M., Road traffic noie prediction baed on peed-flow diagra, Applied Acoutic, Vol. 72, 2011, pp [13] Kepalopoulo S., Paviotti M., Anfoo-édée F., Coon Noie Aeent Metod in Europe (CNOSSOS-EU), EUR EN, uxebourg: Publication Office of te European Union, (2012. [14] Abo-Qudai S., Aliary A., Statitical odel for traffic noie at ignalized interection, Building and Environent, Vol. 42, 2007, pp [15] Quartieri., Matoraki N.E., Guarnaccia C., Troi, A., D Abroio S., Iannone G. Traffic Noie Ipact in Road Interection, International ournal of Energy and Environent, Vol. 1, 20, pp ISSN: Volue 1, 2016