CNOSSOS-EU, some first experiences

Transcription

1 WORKING GROUP NOISE EUROCITIES 10 November 2015 Venue of the meeting: Building: Palau Reial Major, near Town Hall and behind the Cathedral Meeting room: Martí l Humà Hall CNOSSOS-EU, some first experiences Hans J. A. van Leeuwen DGMR Consultants for construction, industry, traffic, environment and software P.O. box 82223, NL 2508 EE, The Hague, The Netherlands = LN@DGMR.NL

2 Contents Introduction State-of-art Content of CNOSSOS-EU Source descriptions Propagation Input data aspects conversions Software Remarks Conclusions 2

3 Calculation of noise outdoors Means of calculating noise outdoors is based upon general physics of sound propagation Engineering calculation methods have existed in official forms since 1970s Engineering methods are often semi-empirical, a mixture of physics and correction factors to help the calculated results align with the database of measurements Engineering methods are often designed for a particular type of application; planning, legal, compensation, mitigation design etc. (They are reliable when used within their design boundaries) 3

4 The developments last 15 years Harmonoise Imagine Extensive research to come to an engineering method. Methods for calculations in a large number of meteo classes Further research on databases, aircraft noise and industrial noise Good Practice Guide part Guidelines for doing calculations Good Practice Guide part More extensive guidelines CNOSSOS-EU Harmonoise/Imagine was viewed as too extensive so it was desirable that there should be established a more simpler method 4

5 Common method for EU DG JRC published the final report on CNOSSOS-EU in August 2012 with detailed technical descriptions of engineering methods for: Source models for roads, rail and industry Point to point propagation model based upon NMPB 2008 Aircraft noise mapping to be undertaken using ECAC Doc 29 3rd Edition, 2005 Directive of 19 May 2015 to have the CNOSSOS-EU method in Annex II of the END as the Common Method for use during round 4 of strategic noise mapping in

6 CNOSSOS-EU as the common method for EU For road, railway, aircraft and industrial noise in order to improve the reliability and the comparability of results across the EU Member States CNOSSOS-EU will allow for a coherent, transparent, optimized and reliable use for strategic noise mapping and action planning in relation to the data requirements, their quality and availability and last but not least, in terms of flexibility to adapt the national databases of input values, ensuring a smooth transition from existing national methods to the common methods 6

7 CNOSSOS-EU as the common method for EU CNOSSOS EU should be designed to produce plausible noise maps showing plausible results. For the purposes of CNOSSOS EU, a parameter is considered essential if the range of values of the parameter can take yields variations in L den or L night of more than ±2.0 db(a) 95% C.I. 7

8 8 Content of CNOSSOS-EU

9 What is regulative described in CNOSSOS JRC Reference Report Directive 2015/996 of 19 May 2015 Test cases for software validation (not available yet) So there are: Source dicriptions Road, Rail, Industry Reference software for point to point calculations No regulative source segmentation and path finder Separate method and source data for Aircraft noise

10 General provisions Defined in the frequency range from 63 Hz to 8 khz Calculations in octave bands for road, railway and industry, except for the railway sound power The A-weighted long term average sound level for day, evening and night is computed by summation over octave bands: A i denotes the A-weighting correction according to IEC i = frequency band index T is the time period corresponding to day, evening or night 10

11 11 Input data aspects

12 Sources Road traffic

13 Source positions One source at 5 cm above the road surface (Regulated in software >>in principle no problems with conversions) Decided not to have a more robust method with two/three sources

14 Remarks Ground reflections on low sources Barrier effects are higher on low sources Low noise asphalt corrections and the effect of absorbing asphalt in the propagation 14

15 Reference conditions The source equations and coefficients are valid for the following reference conditions: an air temperature τ ref = 20 C (correction in the method) a flat road (correction in the method) a dry road surface no studded tires (correction in the method) a virtual reference road surface, consisting of an average of dense asphalt concrete 0/11 and stone mastic asphalt 0/11, between 2 and 7 years old and in a representative maintenance condition (correction of other road surfaces in the method) 15

16 Other references Separate emission values for rolling noise and propulsion noise Procedure for determining noise emission values shall be based on SEL, at 7.5 m distance and 3 m height above the ground Actual road surface correction including ageing. Averaging noise reductions over the whole life cycle. The road surface parameters are derived to be representative for the acoustic performance of the road surface type averaged over its representative lifetime and assuming proper maintenance. The use of 1 line source for each lane. For multiple lanes 1 line source per direction is accepted, placed at the center of the slow lane. Trams and light rails in the street >>the railway noise emission CNOSSOS-EU (also including squeal noise) 16

17 Road Equivalente table Category Name Description Vehicle category in EC Whole Vehicle Type Approval (1) NMPB 96 EU Interim method CRTN 1988 (UK) RLS (Germany) NMPB 2008 (France) RMG : SRM II 2012 (Netherlands) RVS (Austria) Nord (Nordic) Passenger cars, delivery vans 3.5 tons, 1 Light motor vehicles SUVs (2), MPVs (3) including trailers and M1 and N1 Light vehicles No of Light Vehicles Light vehicles Light vehicles caravans Categorie lv (lichte motorvoertuigen) light vehicles (m = 1),Cat 1a,1b,1c Medium heavy vehicles, delivery vans > 3.5 Categorie mv 2 Medium heavy vehicles tons, buses, touring cars, etc. with two axles M2, M3 and N2, N3 Heavy vehicles (50%) 50% of No. of HGVs Heavy vehicles (50%) Heavy vehicles (50%) (middelzware and twin tyre mounting on rear axle motorvoertuigen) light trucks and motorcycles (m = 2) Cat 2a,2b,2c,2d,2e 3 Heavy vehicles Heavy duty vehicles, touring cars, buses, with three or more axles M2 and N2 with trailer, M3 Heavy vehicles (50%) 50% of No. of HGVs Heavy vehicles (50%) Heavy vehicles (50%) and N3 Categorie zv (zware motorvoertuigen): heavy trucks (m = 4) Cat 3a,3b,3c,3d,3e,3f 4a mopeds, tricycles or L1, L2, L6 Cat 5a quads 50 cc 4 Powered two-wheelers 4b motorcycles, tricycles L3, L4, L5, L7 Motorfietsen Cat 5b or quads > 50 cc 5 Open category To be defined according to future needs N/A Noise-reduced light trucks (m=3), Noise-reduced heavy trucks (m = 5). 17

18 Road Equivalente table (road surfaces) Category Name Description Vehicle category in EC Road surfae corrction for light vehicles Description of the road surface type Whole Vehicle Type Approval (1) NMPB 96 EU Interim method CRTN 1988 (UK) RLS (Germany) NMPB 2008 (France) RMG : SRM II 2012 (Netherlands) RVS (Austria) Nord (Nordic) 0 Reference Dence Passenger asphaltr cars, concrete delivery 0/11 vans - 0/16, 3.5 Stone tons, mastiek asphalt 0/11 DC1/11, Categorie dac lv 0/16 DAC 11 Asphalt 1 Light motor vehicles SUVs (2), MPVs (3) including trailers and M1 and N1 Light vehicles No of Light Vehicles Light vehicles Light vehicles SMA (lichte 0/11 light vehicles (m = 1),Cat 1a,1b,1c 1 1-layer ZOAB caravans porous asphalt Porous asphalt Drain asphalt Porous asphalt motorvoertuigen) 1-layer ZOAB Drain asphalt PAC 8, PAC 11, PAC 16 Medium heavy vehicles, delivery vans > 3.5 Categorie mv 2-layer ZOAB dual-layer porous asphalt 2-layer ZOAB 2 Medium heavy vehicles tons, buses, touring cars, etc. with two axles M2, M3 and N2, N3 Heavy vehicles (50%) 50% of No. of HGVs Heavy vehicles (50%) Heavy vehicles (50%) (middelzware and twin tyre mounting on rear axle motorvoertuigen) 3 2-layer ZOAB (fine) dual-layer porous asphalt with fine top layer 2-layer ZOAB (fine) Categorie zv Heavy duty vehicles, touring cars, buses, with M2 and N2 with trailer, M3 4a 3 SMA-0/5 Heavy vehicles Stone mastiek asphalt with stones of maximum and 5 mm Heavy vehicles (50%) 50% of No. of HGVs Heavy vehicles (50%) Heavy vehicles (50%) N3 SMA-0/5 (zware three or more axles motorvoertuigen): 4b SMA-0/8 5 Brushed concrete 4 Powered two-wheelers Optimized brushed down 6 concrete Hard elements in herringbone Impervious macadam L1, L2, L6 Cat 5a Asphalt after Brushed concrete Concrete surfaces Brushed concrete wastage, concrete Optimized brushed Optimized brushed concrete Brushed concrete motorcycles, tricycles down concrete 4b L3, L4, L5, L7 Motorfietsen Cat 5b or quads > 50 cc 7 Fine broomed concrete Fine broomed concrete surface Concrete Fine broomed concrete Noise-reduced light 58 Surface Open category treadment Road surface with extra treadment on the surface Surface treadment trucks (m=3), To be defined according to future needs N/A Noise-reduced heavy trucks (m = 5). 9a Hard clinker elements in herring-bone Clinker-paved roads Clinker-paved roads Pavement stones 9b Hard elements not in herring-bone Stone mastiek asphalt with stones of maximum 8 mm 4a Brushed concrete mopeds, tricycles or quads 50 cc Hard clinker elements not in herring-bone Clinker-paved roads SMA-0/8 Hard elements in herring-bone Hard elements not in herring-bone 10 Quiet hard elements Silent elements (clinker stones) Quiet hard elements light trucks and motorcycles (m = 2) Clinker-paved roads Cat 2a,2b,2c,2d,2e heavy trucks (m = 4) Cat 3a,3b,3c,3d,3e,3f Pavement stones 11 Thin layer A Thin layer low noise asphalt Type A Pervious macadam noise reducing surfcs (open texture) Thin layer A Thin layer B Thin layer low noise asphalt Type B Thin layer B

19 The CNOSSOS-EU Rail source model Complex source model depending on rolling noise (rail/wheel roughness) impact noise (crossings/switches/junctions) squeal (radius) traction noise aerodynamic noise directivity bridges etc. The source model is in 1/3 octave, however for propagation and octaves are used 2 source heights at 0.5 meter and 4.0 meter above the rail track Rolling noise: 0.5 meter Impact noise: 0.5 m Traction noise: 0.5 and 4.0 m Squeal noise: 0.5 m Aerodynamic noise: 0.5 and 4.0 m Bridge noise: 0.5 m

20 Rail conversion / input database table 20

21 Industrial noise Classification of source types Point Line Area Sound power emission Emitted sound power in octave bands (SourceDB) Working hours (day, evening, night, on a yearly averaged basis) Location (coordinates x, y) and elevation (z) Dimensions and orientation Operating conditions of the source Directivity of the source. 21

22 22 Propagation

23 Sound level in homogeneous and in favorable conditions For a receiver calculations are made according to the following steps: 1. on each propagation path: calculation of the attenuation in favorable conditions calculation of the attenuation in homogeneous conditions 2. calculation of the long-term sound level for each path 3. accumulation of the long-term sound levels for all paths affecting a specific receiver, therefore allowing the total sound level to be calculated at the receiver point. 23

24 Propagation L H = L w,o,dir (A div + A atm + A boundary,f ) L F = L w,o,dir - (A div + A atm + A boundary,h ) A div is the attenuation due to geometrical divergence A atm is the attenuation due to atmospheric absorption A boundary,f/h is the attenuation in favorable/homogeneous conditions. It contains the following: A ground,f/h which is the attenuation due to the ground in favorable/homogeneous conditions A dif,f/h which is the attenuation due to diffraction in favorable/homogeneous conditions 24

25 G values for different types of ground 25

26 Propagation and meteo 2 calculations Homogeneous: straight rays Favourable: curvature 8R (equivalent to ISO / HMRI) Method to calculate % favoured per period This method replaces the C m correction according to ISO and the Dutch calculation methods (HMRI)

27 More simple than Harmonoise/Imagine, but more accurate? Height 5 m versus height 100 m M1: upwind M2: homogeus M3: downwind M4: strong downwind

28 Effect on road traffic in a noise map Equal sources only the propagation effect CNOSSOS RMW2006

29 Differences

30 Harmonoise - SRM Harmonoise RMW 2002 SRM 2

31 31 Software

32 Example: Road

33 Example: Railway

34 Example: Point source

35 LimA-CNOSSOS Calculation settings

36 Conclusions Recommendations 36

37 Conclusions (1) Definition of the field of application in your MS Simplifying components from data files was applicable for the old calculation methods and is needed for the CNOSSOS method Relevance of input data Road and rail conversion tables Extra input data on meteo Own simplification for ground impedance

38 Conclusions (2) First impression is that propagation gives 1 to 2 db less attenuation. So for road traffic noise the average effect is about 1 tot 2 db Height of a source gives no effect on % Favourable and % Homogeneous Wind turbines will make less noise? Effect of the ground: CNOSSOS will give somewhat higher noise levels at reflective ground CNOSSOS will give somewhat lower noise levels at absorptive ground Source power determination should be according to inverse propagation calculation

39 Recommendations Define the field of application in your MS: Strategic noise maps and action plans Assessment and legislation Check your emissions: o Define your regional corrections for road o Define the vehicles for rail (railway companies/operators) o Update sourcedb for industrial noise Anticipate the public on new calculation results More reliable and more to the state-of-the-art What s in it for me What is the best method for reducing noise levels Calculate round 3 with the old method and with CNOSSOS

40 Questions