Littérature scientifique sur le sujet « CNOSSOS-EU »

The United Kingdom Department for Food and Rural Affairs (Defra) commissioned a series of studies investigating the sensitivity of the CNOSSOS-EU noise assessment method. CNOSSOS-EU presents challenges in terms of input data accuracy and availability. For this reason, the studies were commissioned to support data decision making and quantify potential uncertainty in Defra's national noise model. A study was undertaken to identify how the selection of a ground cover dataset may influence calculated noise levels using the CNOSSOS-EU noise assessment method and computational load. Acoustic test models were developed incorporating prepared ground cover datasets based on CORINE Land Cover 2018, CEH Land Cover Map 2019 and OS Mastermap Topography. Noise calculations in accordance with CNOSSOS-EU were carried out for rural and urban/suburban propagation environments. A statistical analysis of the differences between each selected dataset was then undertaken. The paper discusses the findings of this analysis along with generic rules which were identified with respect to modelling ground effect using CNOSSOS-EU.

This paper presents our implementation of a harmonized data model for noise simulations in the European Union (EU). Different noise assessment methods are used by different EU member states (MS) for estimating noise at local, regional, and national scales. These methods, along with the input data extracted from the national registers and databases, as well as other open and/or commercially available data, differ in several aspects and it is difficult to obtain comparable results across the EU. To address this issue, a common framework for noise assessment methods (CNOSSOS-EU) was developed by the European Commission’s (EC) Joint Research Centre (JRC). However, apart from the software implementations for CNOSSOS, very little has been done for the practical guidelines outlining the specifications for the required input data, metadata, and the schema design to test the real-world situations with CNOSSOS. We describe our approach for modeling input and output data for noise simulations and also generate a real world dataset of an area in the Netherlands based on our data model for simulating urban noise using CNOSSOS.

The United Kingdom Department for Food and Rural Affairs (Defra) commissioned a series of studies investigating the sensitivity of the CNOSSOS-EU noise assessment method. CNOSSOS-EU presents challenges in terms of input data accuracy and availability. For this reason, the studies were commissioned to support data decision making and quantify potential uncertainty in Defra's national noise model. A study was undertaken to identify approaches to quantifying the effect of favourable propagation (FP) when calculating noise levels using the CNOSSOS-EU noise assessment methodology. Literature reviews allowed the identification of two methodologies for quantifying the occurrence of FP, and their respective data requirements. Data requirements were reviewed against data available from meteorology stations across UK and a method selected. FP was calculated for met sites in England and presented in tables and in the form of meteorological roses. Analysis was then undertaken exploring the effect of including of FP on sound propagation using CNOSSOS-EU using a test model. Comparisons were then made against assuming 100% favourable and 100% homogeneous conditions to identify the importance of calculating the occurrence of FP in noise exposure data.

The United Kingdom Department for Food and Rural Affairs (Defra) commissioned a series of studies investigating the sensitivity of the CNOSSOS-EU noise assessment method. CNOSSOS-EU presents challenges in terms of input data accuracy and availability. For this reason, the studies were commissioned to support data decision making and quantify potential uncertainty in Defra's national noise model. The quality framework set out in Directive 996/2014 requires uncertainty in rail emission levels at source to correspond to an uncertainty of ±2dB(A). Due to the CNOSSOS-EU rail emission model being of multivariate complexity, and the multitude of possible parameter combinations, a scenario and parametric-based approach was taken to the study. The variation in rail emission levels was presented for each parameter for a set of rail vehicle speeds and rail infrastructure scenarios. The results of the analysis indicated which input parameters the CNOSSOS-EU rail noise emission model is most sensitive to. It was found that emissions are most sensitive to changes in the number of axles on the vehicle (i.e. wheel / rail interaction), the density of track joints (impact noise), the curvature of the track (squeal noise), and the construction of bridges (structural resonances). However, the choice of rail roughness, vehicle transfer function, and track transfer function (except in the case of direct fastenings) were found to have a limited impact on rail emission levels.

Large variations in transportation noise tolerance have been reported between communities. In addition to population sensitivity, exposure–response functions (ERFs) for the effects of transportation noise depend on the exposure estimation method used. In the EU, the new CNOSSOS-EU method will change the estimations of exposure by changing the assignment of noise levels and populations to buildings. This method was officially used for the first time in the strategic noise mapping performed by Finnish authorities in 2017. Compared to the old method, the number of people exposed to traffic noise above 55 dB decreased by 50%. The main aim of this study, conducted in the Helsinki Capital Region, Finland, was to evaluate how the exposure estimation method affects ERFs for road traffic noise. As an example, with a façade road traffic noise level of 65 dB, the ERF based on the highest façade noise level of the residential building resulted in 5.1% being highly annoyed (HAV), while the ERF based on the exposure estimation method that is similar to the CNOSSOS-EU method resulted in 13.6%. Thus, the substantial increase in the health effect estimate compensates for the reduction in the number of highly exposed people. This demonstrates the need for purpose–fitted ERFs when the CNOSSOS-EU method is used to estimate exposure in the health impact assessment of transportation noise.

Ahead of the Round 4 strategic noise mapping under the END, TII commissioned a research project to determine the meteorological correction factors required for CNOSSOS-EU road and railway traffic noise calculationsacross Ireland. Methodologies for determining the percentage favourable propagation were identified under NMPB2008 and NORD2000, and the input data requirements of the methods assessed. Meteo data available from Met Eireann and TII weather stations was collected and collated and compared with the requirements of the two methodologies. The data available in from Irish met stations led to the selection of the methodologyfrom NORD2000 being selected. Thirty years of hourly data was analysed for 26 counties to provide long term weather data for temperature, relative humidity, mean sea level pressure, and percentage of favourable propagation suitable for calculations under CNOSSOS-EU.This paper will present an overview of the methodology, available data and results obtained.

According to Common NOise aSSessment methOdS in EUrope (CNOSSOS-EU) in Annex II of Directive 2002/49/EC, noise from road, rail and airplane traffic, as well as noise from industries, shall be assessed using this common method. For railway noise in Sweden, noise assessment has previously been done using the Nordic Assesment Method for Train Noise, revised 1996 (NMT96). NMT96 includes a simple correction for rail joints of +3dB and for rail switches of +6dB. CNOSSOS-EU instead introduces a speed dependent correction based on a third octave band wavelength spectrum adding up to 20dB rolling noise energy in lower frequencies and down to -40 dB in higher frequencies. Measurements recently performed for two different rail switch types along the Swedish rail system indicate that the frequency distribution corresponds well to the CNOSSOS-EU correction for one type of rail switch but not for the other, and for the overall level difference the opposite is true. In order to investigate to what extent this deviation is affecting noise exposure an inventory of more than 11000 rail switches along the swedish railroad network has been performed to identify what types are situated in densely populated areas such as railway stations.

The control of roads traffic, of noise, of all other problems which occur on national road sections are much more manageable through Geographic Information Systems. The possibility of changing parameters in real time from a database, allows rapid information on problems encountered and efficient solutions at a more sustained rate.This paper presents a proposed solution to improve the Geographic Information System by adding noise data, by carrying out a case study on the road section Sag - Voiteg that connects Timisoara (Romania) and Belgrade (Serbia). The existing GIS system was established in 2012 according to the legislation in force at the time. As Year 2017 will mark the next stage of issuing the noise maps according to the rules set by CNOSSOS-EU, the measurements done for this study will follow these new methods. CNOSSOS-EU accurately describes the objectives and methodology requirements, establishes clear criteria for road traffic and sound propagation.The advantage of uniformity standards and methods of control in all EU Member States allows comparative studies on pollution, the number of people affected, etc.

The United Kingdom Department for Food and Rural Affairs (Defra) commissioned a series of studies investigating the sensitivity of the CNOSSOS-EU noise assessment method. CNOSSOS-EU presents challenges in terms of input data accuracy and availability. For this reason, the studies were commissioned to support data decision making and quantify potential uncertainty in Defra's national noise model. The quality framework set out in Directive 996/2014 requires uncertainty in road emission levels at source to correspond to an uncertainty of ±2dB(A). By calculating emissions across a range of values for input parameter within various scenarios in which all other parameters were kept constant, changes in road traffic noise emissions were observed. This was performed separately for each of the five CNOSSOS-EU vehicle categories as well as for a selection of hypothetical composite road traffic flows. A similar analysis was then performed for a series of road surface types. The results were used to indicate which input parameters road traffic noise emissions were most sensitive to. The results identified that uncertainty in traffic flow speed has a tolerance of ±11 kmh-1 for cars and two-wheelers, and ±24 kmh-1 for HGVs in order to meet the quality framework. Significant variation in emissions were found across surface types, indicating the importance of obtaining representative road surface data. The study found that traffic volumes should be within 60% of their true value. The effect of road gradient was found to be dependent on flow composition and speed. Road traffic noise emissions were found to be insensitive to changes in air temperature. Composite flow analysis using English traffic statistics with various proportions of HGVs showed that these assumptions become more important on lower speed roads, while the proportion of two-wheelers is relatively insignificant with respect to overall noise emissions.

A közúti stratégiai zajtérképek előállítása során a hazai forgalomszámlálási gyakorlat nem teszi lehetővé a „szóló nehéz tehergépkocsi”, valamint a „motorkerékpár és segédmotoros kerékpár” forgalmi kategóriába tartozó járművek egyértelmű besorolását a CNOSSOS-EU módszer járműosztályaiba. Eltérő besorolási változatok zajkibocsátásra gyakorolt hatását elemezve előbbi kategóriára általánosan, utóbbira pedig a belterületi útszakaszokra vonatkozóan igazoltuk a probléma akusztikai relevanciáját.

Noise due to take offs and landings at airports affects 0.6 million people at European level, causing average Lden values above 55 dB outside urban areas. This scenario represents a much smaller proportion if compared with the one caused by road and rail traffic noise, although aircraft noise is considered by citizens as more annoying than the other noise sources. Currently, some of the open research topics, which are the most highlighted in the scientific literature concerning aircraft noise, regard the need to test the new CNOSSOS-EU calculation method proposed by the EU Directive 2015/996, to be mandatory adopted by EU Member States within 2022, and the exposition of children to noise together with the development of specific curves of annoyance. The CNOSSOS-EU calculation method defines new algorithms for creating strategic noise maps for road, railway, aircraft and industrial noise. The new calculation method should be adapted to national legislation before the end of 2018, and applied in the next round of 2021/2022. Concerning this first open issue, technicians and experts are requested at EU level to test in simple pilot cases the new introduced calculation methods and the software in which they are implemented. Consequently, in the current work a simulation of the CNOSSOSEU calculation method has been carried out by considering as aircraft noise source the A.Vespucci airport in Florence and comparing the outputs with those obtained by applying the well-established INM calculation standard. Moreover, both models have been validated according to a noise measurement campaign carried-out in correspondence of one of the public buildings closest to the airport's runway, specifically a building of the University of Florence located in Sesto Fiorentino. Concerning the second thematic, contrasting outcomes have been obtained from already carried-out studies, in terms of cognitive tests results and possibilities for children to develop resilience skills together with coping mechanisms. Moreover, until now tests have been mainly carried-out during the normal course of lessons, without the possibility of controlling the time relative to the passage of the individual aircraft. Finally, new and updated curves of annoyance specific for children need to be introduced and evaluated. In the Manuscript a schematic protocol to support the application of the new developed methodology in further pilot cases contributing to the cited open issues is illustrated, together with the deep description of each phase of the method, according to the experience carried out during the research. Moreover, the application of the method to the two selected pilot schools is described, together with the phases of data acquisition and analysis. Due to the PhD activity's timing and available resources, the application of the developed method to the pilot cases and the consequent collection and analysis of the data have constituted only a first attempt of investigation, certainly they do not have the claim to be a complete and concluded work but a cue to continue the investigation with other samples of students, possibly more congruent between them, and resources. Different skills and subjects such as acoustics, audio signal processing techniques, optimization algorithms, psychology, sociology and statistics skills have been involved in the research and in the method definition. Finally, possible application scenarios and key aspects to be addressed in a future research work are described in the thesis.

Abstract. The study carried out an analysis of the urban traffic noise parameters on Sundays and Saturdays. The results of noise simulations according to the Cnossos-EU model were compared with the sound level calculated by a permanent automatic sound and traffic volume monitoring station. The variations in results were evaluated. Analyzes carried out showed that the traffic of passenger vehicles is the main source of road noise. A very good agreement of the noise values determined according to the Cnossos-EU model and the measured ones was obtained. The maximum noise values on Sundays are only slightly smaller than on Saturdays. The shape of the noise diagram and the noise values at individual hours of the day on Saturdays are different than on Sundays. An experimental model of noise variability at weekends has been proposed. The equations describing the variability of the equivalent sound level were validated. Fit factor R2 of the proposed equations to the experimental data ranges from 0.85 to 0.94.

Road traffic noise, as a form of environmental pollution, is an important element causing discomfort among inhabitants and leading to the emergence of noise nuisance influencing the shaping of urban space. The basic tool in combating noise is a Strategic Noise Map (SNM), which, understood as a system, constitutes an element of a city’s information layer. The system, illustrating the noise situation within a city, is prepared by means of a calculationmeasurement method using specialized computer programs. The assessment of road traffic noise begins by defining the amount of noise emissions coming from acoustically-homogenous sections (emission map), and ends with determining the extent of noise propagation in urban space (immission map). The above process is based on the analysis of actual input data describing, in a detailed manner, the analyzed road infrastructure in terms of the characteristics of the road section, information on the volume and type of traffic, and data on the organization of traffic. Under such extensive analysis of the condition of the environment, it is appropriate to apply GIS data as a methodological basis for creating SNMs. GIS data make it possible to unify the rules for collecting and archiving values characterizing the condition of the environment, as well as parameters influencing the level of noise. The aim of work is create a theoretical road traffic noise model with the help of GIS. The scope of information in attribute tables of acoustically-homogenous road sections comprising a GIS thematic layer was described in detail. The above information are the basis for generating digital road traffic noise emission maps as well as being the starting point for assessing road traffic noise in the area of a city in the form of immission maps. The article additionally analyzes the results of data derived from the first phase of noise mapping in Europe, as well as familiarizing the reader with the procedure of modelling road traffic noise emission in accordance with the CNOSSOS-EU which will become binding as of 31 December 2018 throughout the European Union, and which was introduced by the provisions of the new noise directive – Directive 2015/996 of 19 May 2015.