Key Benefits:
Scheme of the State Secretary for Infrastructure and the Environment, 12 June 2012, No IENM/BSK-2012/37333, laying down rules for the calculation and measurement of noise and sound production under the Noise Nuisances Act and the Act on Environmental Protection (Noise and Measurement Regulation 2012)
The State Secretary for Infrastructure and the Environment,
Having regard to the Articles 110d, first paragraph , 110e , 110g and 110h of the Noise Nuisance Act , the Articles 11.8, 1st paragraph , 11.22, 5th Member , 11.33, seventh paragraph, parts a and b , 11.46, 1st Member , and 11.56, 5th paragraph, of the Environmental Protection Act and Article XI, Ninth Member, of the Noise Production Fund Import law ;
Decision:
The following definitions shall apply:
sound ceiling card: sound ceiling card as intended in the Articles 11.17 and 11.18 of the Environmental Protection Act ;
sound register: sound register referred to in Article 11.25 of the Environmental Management Act ;
facade: facade as intended in Article 1 of the Noise Nuisance Act and Article 1 of the Decision on sound management ;
Minister: Minister for Infrastructure and the Environment;
a. Light motor vehicles (lv): three-or more-wheel motor vehicles, with the exception of the motor vehicles in category mv and category sv;
b. medium-heavy motor vehicles (mv) means articulated and unarticulated buses and other motor vehicles which are unarticulated and fitted with a single rear axle with four tyres fitted;
c. Heavy motor vehicles (ZV): articled motor vehicles and motor vehicles equipped with a double rear axle, with the exception of motor vehicles;
Ceiling correction value: number by which the sound mission is increased in relation to a specified part of a road or railway for the purpose of determining sound production or noise.
For the purpose of this chapter: noise:
a. Sound load and sound load Lnight as intended Article 11.1 of the Environment ,
b. noise load within a dwelling, noise load in dB (A) due to an industrial estate, noise load in dB (A) due to a road, noise load in dB and noise load Lnight as intended in Article 1 of the Noise Nuisance Act , and
c. Noise tax in dB (A) due to a railway as intended Article 1.1 of the Decision .
The results of an acoustic examination shall be recorded in accordance with Chapter 1 of this Annex. Annex I acoustical report established in this arrangement.
1 The value of the noise load determined by calculation or measurement shall be rounded to the nearest integer where half a unit shall be rounded to the same number.
2 By way of derogation from the first paragraph, application of the Chapter V , VI and VII of the Noise Nuisance Act In determining a difference between two noise loads, the rounding is applied only to the result of the calculation of the difference.
The effect of the combination of the different sound sources specified in Article 110f (1st paragraph) of the Noise Nuisance Act and 11.33, seventh paragraph, section c, of the Environmental Environment Act , shall be determined in accordance with the provisions of Chapter 2 of Annex I the calculation method described in this scheme.
If the noise load is determined on the spot of a façade, only the incident noise shall be taken into account.
Calculation methods and methods of calculation referred to in this Arrangement shall be treated as calculation methods and methods of measurement established in another Member State of the European Union or in a State other than a Member State of the European Union, which shall be: The Party shall be a party to a Convention that binds the Netherlands or, to that effect, which binds the Netherlands, and offers an accuracy at least equivalent to the level pursued by the methods of measurement provided for in this Arrangement.
For the purposes of this Chapter:
sound source: sound emitting device, apparatus, building or activity, or any combination thereof, within an establishment or industrial site;
immission point: the location on which the equivalent noise level is determined;
Immissive elevant source strength: sound power level of an imaginary source, located in the centre of the actual sound source, which, in the direction of the immission point, causes the same sound pressure levels as the actual sound source;
representative business situation: where the conditions relevant to the sound production of the establishment are characteristic of a complete capacity management in the part of the etting to be considered.
(1) If the noise pollution is determined in dB (A) due to an industrial site for the purpose of establishing or altering a noise zone around that ground, the immission point shall be at a height of five metres above the Mower field.
2 If the noise pollution is determined in dB (A) due to an industrial site for the purpose of determining the noise pollution of the façade of dwellings, or other sound-sensitive buildings, the immission point shall be on the basis of: the point of the façade, where the highest sound load occurs.
1 The determination of the equivalent noise level due to an industrial site is determined by one of the methods of the Manual and the industrial scale of 1999, under the conditions laid down in the abovementioned manual.
2 At the level of the equivalent noise equivalent to the first paragraph due to an industrial site, the competent authority may apply a deduction as referred to in Article 3 (2). Annex II in this arrangement, subject to the conditions set out in that Annex, and in so far as applying the deduction does not conflict with the desired optimal acoustic and spatial classification on and around the industrial site, as may be shown, inter alia, from:
a. Zone Management Plan as referred to in Article 164 of the Noise Nuisance Act ;
b. Municipal note of industrial noise as referred to in the Industry Sewing and Licensing Award for the Administration;
c. Municipal environmental policy plan as referred to in Article 4.16 of the Environmental Protection Act ;
d. Provincial environmental policy plan as referred to in Article 4.9 of the Environmental Protection Act ;
e. draft zoning plan already made available to inspection;
f. Design decision for an environment permit applying to Article 2.12, first paragraph, point (a), (3), of the General Provisions Act a derogation from the zoning plan which has already been made available;
g. draft decision for an environment permit on the basis of Article 2.1, first paragraph, introductory wording and point (e) of the General Provisions Act which has already been made available for inspection.
3 If more governing bodies have the power to establish a higher value relating to noise charges due to an industrial estate on the basis of Article 110a of the Noise Nuisances Act or to the granting of an environmental permit on the basis of Article 2.1, first paragraph, introductory wording and point (e) of the General Provisions Act in the case of establishments situated in that industrial area, the deduction referred to in paragraph 2 may be applied only after consultation with such administrative bodies.
4 Direct or as soon as possible after the publication of a decision which, when determining the noise equivalent due to an industrial estate or to part thereof, has been deducted from the second paragraph, the decision shall be taken from that decision Communication to the governing bodies referred to in the third paragraph.
From the Article 2.3, first paragraph The methods referred to may be derogated from, in whole or in part, where it is reasonable to assume that the alternative method of operation:
a. constitutes an important time saving or cost reduction and is almost as accurate as any of the methods referred to, in the situation concerned,
(b) be more precise than one of the methods referred to in the relevant situation; or
(c) is sufficiently precise and none of the methods referred to in the situation in question results in a sufficiently representative sound equivalent level.
This Chapter shall apply to the determination of the equivalent sound levels and the noise load at:
a. The construction and reconstruction of roads which are not indicated on the sound ceiling map;
b. The remediation of the land-based Article 88, first paragraph, of the Noise Nuisance Act As stated before 1 January 2007, existing housing, other sound-sensitive buildings and sound sensitive areas reported to Our Minister, as far as they have been reported due to the noise pollution of roads which have not been declared on the premises of the sound ceiling map;
c. The projection of dwellings, other sound-sensitive buildings and sound sensitive areas within the zones of roads, intended for Article 74 of the Noise Nuisance Act .
1 The equivalent noise level shall be determined in accordance with the requirements of Chapter 2 of Annex III Standard method of default described in this scheme 2.
2 By way of derogation from paragraph 1, the equivalent noise level may be determined in accordance with the requirements of Chapter 1 of this Directive. Annex III Standard practice method 1 described in this arrangement, if the relevant situation falls within the scope of that Standard Test Method 1.
3 By way of derogation from the first and second paragraphs, the equivalent noise level may also be determined by the Standard method of measurement referred to in Chapter 3 of this Regulation. Annex III where the situation in question falls within the scope of that Standard measurement method.
If a railway is part of a road:
a. may be used for the determination of the equivalent noise level due to this railway Chapter 4 , from the emissions numbers for trams from Annex III , or measurement-based emission numbers, and
b. is the equivalent sound level because of the road equal to the sum of the noise level defined in a given equivalent, and the equivalent sound level to be applied under this Chapter as a result of road traffic on that road.
1 The following Article 110g of the Noise Nuisances Act deductions to be made on noise charges due to road, façade of housing or other sound-sensitive buildings or on the border of sound-sensitive areas until 1 July 2018:
a. 3 dB for road vehicles for which the representative speed of light motor vehicles is 70 km/h or more and noise pollution by road without the application of Article 110g of the Noise Nuisances Act 56 dB is;
b. 4 dB for road vehicles for which the representative speed of light motor vehicles is 70 km/h or more and noise pollution by road without the application of Article 110g of the Noise Nuisances Act 57 dB is;
c. 2 dB for roads in respect of which the representative speed of light motor vehicles is 70 km/h or more and the noise load deviates from the values set out in points (a) and (b);
d. 5 dB for other roads;
e. 0 dB for the application of the Articles 3.2 and 3.3 of the 2012 Construction Decision and application of the Articles 111b, second and third members , 112 and 113 of the Noise Act .
2 The following: Article 110g of the Noise Nuisances Act deductions to be made on the noise load due to road, façade of housing or other sound-sensitive buildings or to the border of sound sensitive areas shall be as from 1 July 2018:
a. 2 dB for weighing, for which the representative speed of light motor vehicles is 70 km/h or more;
b. 5 dB for other roads;
c. 0 dB for the application of the Articles 3.2 and 3.3 of the 2012 Construction Decision and application of the Articles 111b, second and third members , 112 and 113 of the Noise Act .
3 By way of derogation from paragraph 1, the determination of a difference between two noise taxes shall be based on:
a. The value used in the value established for the deduction to be applied to Article 110g of the Noise Nuisances Act where one of the noise charges relates to an established maximum permissible value for which the value specified in paragraph 1 (a) or (b) is used and the calculation of the other noise charges relates to a value of the same type of noise. Situation with representative speed for light motor vehicles of 70 km/h or more,
(b) the values set out in paragraph 2 for the deductions to be applied under Article 110g of the Noise Nuisances Act in other cases.
1 For the calculation of the equivalent noise level due to a road for which the representative speed of light motor vehicles is 70 kilometres per hour or more, 2 dB shall be deducted from the road cover correction. in accordance with Annex III This arrangement, or road surface, consists of a closed asphalt concrete, by way of derogation from paragraph 1.5 and 2.4.2 of Annex III, shall be charged to 2 dB.
2 By way of derogation from paragraph 1, 1 dB shall be deducted in respect of roads for which the representative speed of light motor vehicles is 70 kilometres per hour or more, and the road surface consists of either an element hardening or one of the following: following road cover types:
a. Very Open Asphalt Concrete;
b. two-day Very Open Asphalt Concrete, with the exception of two-day Very Open Asphalt Concrete fine;
c. Brushed concrete;
d. Optimized expanded concrete;
e. surface operation.
By way of derogation from Article 1.3 for the calculation of the acoustical effect of a change to or on a road:
a. If a higher value for the maximum permissible sound load has been fixed in dB, with the rounded number of the higher value as determined;
b. if a higher value for the maximum permissible sound load is set in dB (A), calculated with reference to the Article 3.7 certain unrounded value in dB;
c. for the prevailing value of the noise load included with the unrounded number, with execution given to the Articles 3.4 and 3.5 ;
d. for the sound load in the future year of measure with the unrounded figure, with execution given to the Articles 3.4 and 3.5 .
If a maximum permissible noise load is determined by way of a road in dB (A), that value is converted to the value of the sound load in dB by reducing the number value of the fixed value with the unrounded Difference between the unrounded prevailing noise load in dB (A) and the unrounded prevailing noise load in dB.
1 The noise load of dwellings, other sound-sensitive buildings and sound sensitive areas, because of a road, a road section or a combination of road sections, indicated on the sound ceiling map, is the noise tax because of all the available on that card declared parts of roads to the extent that they are managed by the same operator.
2 The equivalent sound levels for the calculation of the noise load referred to in paragraph 1 shall be determined on the basis of the source data recorded in the sound register, adding the ceiling correction value to the Emissions Number (E), calculated according to formula 1.3 from section 1.5 of Annex III This arrangement, or the emissions period (LE), calculated according to formula 2.3 of Section 2.4 of Annex III to this Arrangement.
3 When determining the equivalent sound levels for the calculation of the noise load referred to in paragraph 1, in addition to the second paragraph, all other characteristics of the source and the environment shall also be included, where relevant. for the calculation of the noise load.
This Chapter shall apply to the determination of the equivalent sound levels and the noise load at:
a. The construction and modification of railways indicated on the map, intended to do so; Article 106 of the Noise Act ;
(b) remediation of residential buildings, other sound-sensitive buildings and noise-sensitive areas, as specified in the Decision, due to the noise pollution experienced by railways identified on the map referred to in subparagraph (a);
c. The projection of dwellings, other sound-sensitive buildings and sound-sensitive areas within the railway zones identified on the map, referred to in subparagraph (a) or on the sound ceiling map.
1 In this chapter, the following definitions shall apply:
Emission number: Number indicating the strength of the emitted noise as a result of the joint rail vehicle traffic on a given rail section, specified as necessary by oktline band and per different source height;
Emission range: part of a railway on which the sound mission can be assumed to be constant;
Vehicle category: Collection of rail vehicle types having the same noise emission characteristics;
Vehicle type: Collection of railway vehicles which have the same technical and appearance characteristics.
2 Any track-vehicle making use of a given route of the railway shall be assigned to a vehicle type and category of vehicle as referred to in Chapter 1 of this Regulation for the purposes of this Regulation. Annex IV This scheme.
The operator of a railway as referred to in Article 4.1 (a) , provide for the composition and management of an allowance register, in which the data, mentioned in Chapter 7 of this Annex, is Annex IV shall be laid down in this scheme.
1 The calculation of the emission number of a given emission pathway shall be carried out in accordance with the requirements of Chapters 2 and 3 of this Annex. Annex IV method described in this scheme.
2 In cases where the method referred to in paragraph 1 results in an emission number which is not sufficiently representative of the situation in question, the emission number shall be determined in accordance with the provisions of Chapter 6 of this Annex. Annex IV method described in this scheme.
1 For the determination of the equivalent noise level due to a railway, as intended Article 4.1, part a , account shall be taken of the emission data as recorded in the emission register referred to in Article 4.3 , or, if it is a calculation for the future year of measure, with the emission numbers of the relevant emission targets determined in accordance with Article 4.4 .
2 The Minister may, after consultation with the bodies managing the railway infrastructure and its use at the location in question, grant derogation from the first paragraph if the information referred to therein is sufficiently representative.
1 The equivalent sound level shall be calculated in accordance with the requirements of Chapter 5 of Annex IV Standard method of default described in this scheme 2.
2 By way of derogation from the first paragraph, the equivalent noise level may be determined in accordance with the requirements of Chapter 4 of this Annex. Annex IV Standard practice method 1 described in this arrangement, if the relevant situation falls within the scope of Standard Application Method 1.
3 By way of derogation from the first and second paragraphs, the equivalent noise level may also be determined by the Standard method of measurement referred to in Chapter 6 of this Regulation. Annex IV where the situation in question falls within the scope of that Standard measurement method.
1 An average emission as specified in Article 1.1, second paragraph, part a, of the Decisionsnoise is calculated according to:
Egem = 10 log ≤ 10 Ei/10
On average, emissions Ei (for i = 1 to n), aggregate is the sum of i = 1 to i = n and Egem is the average emission.
2 By way of derogation from Article 1.3, second paragraph , it will be Article 1.1, second paragraph, part a, of the Decisionsnoise the difference shall be rounded to one decimal place.
If a maximum permissible noise load is determined for a railway in dB (A), that value shall be converted to the value for the sound load in dB by reducing the number value by 2.
1 The noise load of dwellings, other sound-sensitive buildings and sound sensitive areas, because of a railway, a section of a railway or a combination of railways, indicated on the sound ceiling map, is the noise tax due to any parts of railways declared on that card, to the extent that they are managed by the same operator.
2 The equivalent sound levels for the calculation of the noise load referred to in paragraph 1 shall be determined on the basis of the source data recorded in the sound register, adding the ceiling correction value to the Emissions Number (E), calculated according to formula 2.1 from section 2.1.1 of Annex IV This arrangement, or the emissions numbers (LE), calculated according to the formulae 3.1a to 3.1e of Section 3.4 of Annex IV to this Arrangement.
3 When determining the equivalent sound levels for the calculation of the noise load referred to in paragraph 1, in addition to the second paragraph, all other characteristics of the source and the environment shall also be included, where relevant. for the calculation of the noise load.
This chapter applies to the determination of sound production of, the equivalent sound levels and noise pollution due to roads and railways indicated on the sound ceiling map, for the purpose of fixing, alteration and noise. Compliance with the sound production ceilings and the establishment of restructuring plans.
For the purposes of this Chapter:
Display-end object: in order to improve the quality of the environment directly along a road or railway of walls and screens;
source registry line: line that relates to a section of a road or railway and which is used as a driving line within the sense of Annex III to this arrangement or source line within the meaning of Annex IV This arrangement shall be used to determine the noise equivalent of sound production in accordance with the rules laid down in Annex V to this Arrangement;
equivalent noise level: average noise level over the long term for the calculation of Lday, Levening and Lnight as referred to in Annex I of Directive No 2002 /49/EC from the European Parliament and the Council of the European Union of 25 June 2002 on the evaluation and control of environmental noise (PbEG L 189);
reference point: reference point referred to in Article 11.19 of the Environmental Management Act ;
Rehabilitation plan: Reorganisation plan as referred to in Article 11.56 of the Environment .
1 The equivalent sound levels for the calculation of sound production shall be calculated according to Standard method 2, referred to in Chapter 2 of this Regulation. Annex III of this arrangement and in Chapter 5 of Annex IV where and to the extent applicable, they shall also be subject to Chapter 1 of the Agreement, where appropriate, Annex V shall be applied in respect of the following:
a. if it is a road: all parts of roads declared on the noise ceiling map will be included in the calculation, if they are in management with the same administrator;
b. if a railway is concerned: all parts of railway declared on the noise ceiling map are included in the calculation, if they are in management with the same operator.
2 Without prejudice to the first paragraph, the calculation of the equivalent noise levels for the calculation of sound production shall be: 11.45, first and second paragraph, of the Environmental Protection Act , if and to the extent applicable, also Chapter 2 of Annex V applies to this scheme.
3 Without prejudice to the first paragraph, the calculation of the equivalent noise levels for the calculation of sound production shall be: Article 11.22, fourth paragraph, of the Environment , if and where applicable, also Chapter 3 of Annex V applies to this scheme.
4 In calculating the equivalent noise levels for the calculation of sound production for the adoption or modification of noise production ceilings, the ceiling adjustment value shall be added to:
a. if it is a road: the Emissions Number (E), calculated according to formula 1.3 from Section 1.5 of Annex III This arrangement, or the emission limits (LE) determined in accordance with formula 2.3 of Section 2.4 of Annex III to this Arrangement;
b. as a railway: the Emissions Number (E), calculated according to formula 2.1 of Section 2.1.1 of Annex IV the emission numbers (LE), determined according to the formulae 3.1a to 3.1e of Section 3.4 of Annex IV to this Arrangement.
5 The value of the sound production shall be rounded off to one decimal place.
6 The sound production shall relate to a calendar year.
The noise load of a sound sensitive object due to the road or railway involved is the sound load of the highest loaded facade of that object, the highest noise load at 1.5 meters above local mower on the boundary of a position position as Intended in Article 1, part j, of the Rent Surcharge Act or the highest sound load on the boundary of a berth in the water, intended to be taken by a houseboat, at a height of 1 metre above local mower directly adjacent to the berth.
In case of a request for amendment of a noise production ceiling on the basis of Article 11.63 of the Environment The level of the noise production ceiling shall be calculated on the basis of:
a. the source data of the applicable sound production ceiling or, where applicable, the changed source data referred to in Section 1.4 of this Regulation; Annex VI , and
b. The reorganisation measures included in the restructuring plan.
1 The equivalent sound levels for the calculation of sound production for the establishment of a noise production ceiling as referred to in Article 3 Article XI, third and fourth paragraph, of the Import Law Sound Production Fund shall be determined by corresponding application of Article 5.3 , where the source data is derived from the relevant decision.
2 The equivalent sound levels for the calculation of sound production for the reduction of a noise production ceiling as referred to in Article XI, fifth paragraph, of the Import Law Sound Production Fund shall be determined by corresponding application of Article 5.5 .
1 The noise load of sound-sensitive objects because of road, road section or combination of road sections is the noise load because of all the parts of roads declared on the sound ceiling map, as long as they are in management at the same time. admin.
2 The equivalent sound levels for the calculation of the noise load referred to in paragraph 1 shall be determined:
a. by corresponding application of Article 3.2 ;
b. Based on the source data recorded in the sound register, adding the ceiling correction value to the Emissions Number (E) calculated according to formula 1.3 from Section 1.5 of this Annex. Annex III This arrangement, or the emission limits (LE), determined in accordance with formula 2.3 of Section 2.4 of Annex III to this Arrangement.
3 Where the second paragraph is applied in the context of Article 11.30, first and second paragraphs , 11.42 or 11.63 of the Environmental Protection Act The source data shall also be included in an application for the adoption or modification of the sound production fund or of a proposed ex officio decision establishing or amending the production of sound production funds.
4 If the second paragraph is applied for the purpose of drawing up restructuring plans, it is also Annex VI applies to this scheme.
5 In addition to the second paragraph, when determining the equivalent sound levels for the calculation of the noise load referred to in paragraph 1, all other characteristics of the source and the environment shall be considered to be relevant where relevant. for the calculation of the noise load.
1 The noise load of sound-sensitive objects because of a railway, a section of a railway or a combination of railways, is the noise tax because of all the parts of railways declared on the sound ceiling map to the extent that they are be managed by the same administrator.
2 The equivalent sound levels for the calculation of the noise load referred to in paragraph 1 shall be determined:
a. by corresponding application of Article 4.6 ;
b. Based on the source data recorded in the sound register, adding the ceiling correction value to the Emissions Number (E) calculated according to formula 2.1 of Section 2.1.1 of this Annex. Annex IV , or with the emissions numbers (LE), calculated according to the formulae 3.1a to 3.1e of Section 3.4 of Annex IV to this Arrangement.
3 Where the second paragraph is applied in the context of Article 11.30, first and second paragraphs , 11.42 or 11.63 of the Environmental Protection Act The source data shall also be included in an application for the adoption or modification of the sound production fund or of a proposed ex officio decision establishing or amending the production of sound production funds.
4 If the second paragraph is applied for the purpose of drawing up restructuring plans, it is also Annex VI applies to this scheme.
5 In addition to the second paragraph, when determining the equivalent sound levels for the calculation of the noise load referred to in paragraph 1, all other characteristics of the source and the environment shall be considered to be relevant where relevant. for the calculation of the noise load.
1 The Article 5.7, with the exception of the first paragraph , and 5.8, with the exception of the first paragraph , shall apply mutatis mutandis in determining the highest congested façade or the position of the highest tax at the frontier of the place of employment as referred to in Article 3 (1). Article 1, part j, of the Rent Surcharge Act or berth in the water, for the purpose of being taken by a houseship.
2 If the procedures for the construction of an object use are made of Article 1b, fifth paragraph, of the Noise Act As it was before the entry into force of the Noise production fund import law In applying the first paragraph of Article 1b, paragraph 4, of the Noise Nuisances Act, only the facades of the object which are the subject of such proceedings shall be taken into account in the case of the object. Noise-noise law have been treated.
3 In case of application of paragraph 1, account shall not be taken of a structural construction as referred to in Article 1b, fourth paragraph, of the Noise Act which is laid down in the usage rules or building rules of a zoning plan.
1 The acoustic examination provided for in Article 11.33 of the Environmental Management Act , it shall cover at least the following reference points:
a. The reference points which are entered in the register, or whose position changes by the road or railway to be submitted or to be altered;
(b) the reference points on which the sound production, calculated on the basis of the source data of the sound production fund, which would apply after the adoption or amendment of the sound production ceiling, excluding the effect of the noise reduction measures which are not part of the source data in force are higher than the applicable noise production ceilings in the relevant reference points, and
(c) the reference points on which the sound production, calculated on the basis of the source data of the sound production fund, which would apply after the adoption or change of the sound production ceiling, deviate from the applicable rules on noise production; sound production ceilings in the relevant reference points where they are not covered by item (b).
2 The acoustic examination for the adoption or modification of a noise production ceiling shall cover all the sound-sensitive objects lying within the area:
a. in which the relevant reference point is situated; and
b. which is bounded by the land borders, the axis of the road or railway, and two lines perpendicular to the axis of the road or railway and at half distance to the adjacent reference points in the longitudinal direction of the road or railway.
3 By way of derogation from paragraph 2 (b), in the case of road or railway of the operator concerned, there shall be only a reference point of reference and the acoustic examination shall be carried out on the other side until all sound-sensitive areas are considered. objects.
4 By way of derogation from the second and third paragraphs, the acoustic examination shall not cover sound-sensitive objects which are reasonably expected to apply to the full use of the noise production ceiling as it would determine or change. the noise production ceiling, in the situation where noise reduction measures would not have been taken, would be subject to a noise tax lower than the value of the preferred noise.
5 The second paragraph shall not apply to the reference points mentioned in paragraph 1 (c).
1 For the calculation of sound production and noise due to a road for which the representative speed of light motor vehicles is 70 kilometres per hour or more, 2 dB shall be deducted from the road correction determined according to Annex III This arrangement, or road surface, consists of a closed asphalt concrete, by way of derogation from paragraph 1.5 and 2.4.2 of Annex III, shall be charged to 2 dB.
2 By way of derogation from paragraph 1, 1 dB shall be deducted in respect of roads for which the representative speed of light motor vehicles is 70 kilometres per hour or more, and the road surface consists of either an element hardening or one of the following: following road cover types:
a. Very Open Asphalt Concrete;
b. two-day Very Open Asphalt Concrete, with the exception of two-day Very Open Asphalt Concrete fine;
c. Brushed concrete;
d. Optimized expanded concrete;
e. surface operation.
By way of derogation from Article 1.1 'in this chapter' is 'façade': external separation structure as referred to in Article 1.1 of the Construction Decision 2012 .
1 The equivalent noise level within a building for the purpose of setting the sound load on the spot is determined by the equivalent noise level outside the building, determined according to the Chapter 2 , 3 , 4 or 5 , to reduce with the soundproofing of the facade.
2 The soundproofing of a facade can be determined by means of measurement or calculation.
1 The measurement of the soundproofing of a façade is carried out in accordance with the measurement method as described in paragraph 4 of paragraph 5077:2006.
2 The calculation of the soundproofing of a facade is carried out according to the calculation method described in NEN-EN 12354-3, including the informative annex from that standard, applied to the wise, described in NPR 5272:2003.
3 In the calculation of the soundproofing of the façade, the situation as it would apply for a determination by measurements of the acoustic blinds in EN-5077:2006 shall be taken into account.
1 In determining the soundproofing of the façade, account shall be taken of the following:
a. The noise spectrum associated with the equivalent sound level outside the building;
b. the structure of the facade;
c. The differences in the equivalent noise level outside the building by the position of the sound source, the corresponding shielding by the façal surfaces and associated reflections through the areas;
d. the sound-proofing quality and the dimensions of the elements from which the facade is constructed, distinguishing in any case: materials, germination, seams and air-reversing facilities;
e. the sound absorption of the exit.
2 The soundproofing of a facade where ventilation can take place other than by opening windows, is determined with closed and sealed ventilation openings.
3 When applying the second paragraph, an opening in the façade of which the acoustic performance is: an element-genormed level difference of Dn, e = 40-10 lg qv.dB in each octave band considered, where the air quantity qv in dm 3 /s is half the amount of the Articles 3.28 and 3.29 of the Building Decision 2012 for new residential buildings demanded quantity.
4 By way of derogation from the second paragraph, the soundproofing of a facade in which ventilation devices are fitted with a higher acoustic performance than those referred to in the third paragraph shall be determined with open ventilation facilities which are opened or considered open.
1 For the purpose of determining the soundproofing of the façade, the sound spectrum shall be based on the sound equivalent level outside the building, based on the noise spectra given by road traffic and rail traffic The re-entry values Ki in Table 6.5, unless otherwise stated and justified.
Spectrum
Ki [ dB] for mid-frequency octave tyres [ Hz]
125
i = 1250
i = 2500
i = 31000
i = 42000
i = 5| railway traffic noise |
-27 |
-17 |
9 |
4 |
4 |
| road traffic noise |
-14 |
-10 |
-7 |
4 |
-6 |
2 By way of derogation from the first paragraph, in the case of railway traffic noise, the spectrum for road traffic noise in the first paragraph shall be applied if more than 30% of the rail vehicles are in the same year on a railway line. Vehicle categories 4, 5 or 11, referred to in Chapter 1 of this Regulation. Annex IV This scheme.
This chapter applies to the drawing up of sound tax cards.
For the purposes of this Chapter, the average noise level over the long term for the calculation of Lday, Levening and Lnight as referred to in Annex I to this Regulation shall be: Directive No 2002 /49/EC of the European Parliament and of the Council of the European Union of 25 June 2002 on the evaluation and control of environmental noise (PbEG L 189).
1 The equivalent noise level for the calculation of sound load or noise load Lnight of sound-sensitive objects because of a road or a railway that is not indicated on the sound ceiling map, is determined according to the Annex III and IV to this arrangement, where applicable, if and where applicable, Annex VII apply and where for a road the Article 3.3 and 3.5 apply mutatis mutandis.
2 The equivalent noise level for the calculation of sound load or noise load Lnight of sound-sensitive objects because of a road or railway declared on the sound ceiling map is determined according to the Annex III and IV to this arrangement, where applicable, if and where applicable, the Standard Method Method 1 or 2, intended to be used in Annex VII in this arrangement, applies to a road where Article 3.3 and 3.5 apply mutatis mutandis and do not take into account the effects on the sound mission resulting from gradients in the road section, speed mitigation measures and of traffic lights controlled by traffic lights; roads.
1 For the purpose of determining the noise tax because of an establishment or collection of devices, the noise tax shall be treated in the same way as the noise tax due to an industrial site in which it is designed or to be collected. located.
2 For the determination of the noise load Lnight because of an establishment or collection of devices, Lnight shall be treated as the noise tax because of that establishment or collection of devices minus 10 dB.
The following arrangements shall be repealed:
This arrangement shall enter into force at the time of its entry into force. Law of 24 November 2011 amending the Environmental Management Act in connection with the introduction of sound production ceilings and the transfer of Chapter IX of the Noise Act to the Environmental Management Act (modernisation of instruments sound policy, sound production ceilings) enters into force.
This arrangement is cited as: Noise and measurement requirement 2012.
This arrangement will be set out in the Official Journal of the European Union and in the annexes and the explanatory notes.
TheState Secretary
of Infrastructure and the Environment,J.J. Atsma
The acoustical report shall contain information concerning all aspects relevant to the research outcome. The report shall in each case include the following information:
1.1. Name of the sponsor of the acoustical examination.
1.2. Name of the body that carried out the investigation.
1.3. Date of the investigation.
1.4. Reason and purpose of the investigation, indicating the articles of the Noise-noise law or the Environmental Environment Act on the basis of which the acoustical examination is required.
2.1. The acoustic report shall show that the situation in question falls within the scope of application of the method used.
2.2. If a method other than the one provided for in this arrangement or in the Article 2.3, first paragraph The method described has been applied, the need for that method is indicated and the method described and accounted for.
2.3. If a calculation method has been applied, the report shall indicate all data entered in the calculation and if the emission register or the sound register was consulted, the date on which this was taken or the version number of the calculation method used. file.
3.1. One or more maps and/or drawings on such a scale as to give a clear picture of existing and/or projected (rail) parts, industrial sites and dwellings, buildings, other or non-sound, and sound-sensitive areas or sound-sensitive objects, on which the acoustical examination applies.
3.2. The observation points.
3.3. The situering, acoustically relevant dimensions and the nature of the sound-off-screen measures, both on original mapping material and in the form of computerized computer input.
3.4. The situering, acoustically relevant dimensions and the nature of the other sound-reflective and-shielding objects or constructions.
3.5. The dividing line (s) between acoustically hard and soft bottom surfaces, indicating the nature of the soil.
3.6. In acoustically complicated situations, a graphical representation of the geometric input data used in computer calculations shall be part of the reporting process.
The acoustical report on road traffic noise:
4.1. For the road (sections): the road, the type of road and the presence of acoustically relevant slopes of the road and of traffic-related crossings of roads or speed-limiting measures. And where appropriate, clear information in the form of a drawing and/or a kilometre indication of proposals for noise reduction measures.
4.2. The traffic rates used at each hour, the annual average traffic levels per hour in the three periods of time, and the traffic rates of the motor vehicle categories mentioned in section 1.1 of this Regulation. Annex III of the Noise and Measurement Requip 2012 , on the relevant road (sections).
4.3. An underpinnings of the data referred to in 4.2, possibly by reference to publications and reports, if they are generally accessible.
4.4. The date of the estimation or determination of the traffic status and the year to which it relates.
4.5. The type of road, the corresponding road cover correction and any substantiation thereof, where applicable, by reference to a publicly available source.
4.6. The manner in which an acoustical study of Chapter 3 of the Reaching and Measurement Regulation Noise 2012 Article 3.4 of that chapter applies.
4.7. On execution of Chapter 11 of the Environmental Protection Act : the method and results of the application of the criterion referred to in Article 11.29, fourth paragraph, of the Environment .
The acoustic report on railway noise shall state:
5.1. For the respective railway (sections): the type of railway, the type of track construction, and the presence of works of art such as bridges and tunnels. And where appropriate, clear information in the form of a drawing and/or a kilometre indication of proposals for noise reduction measures.
5.2. The traffic speeds and traffic rates of the rail vehicle types and the vehicle categories mentioned in Annex IV of this arrangement, on the relevant railway (parts).
5.3. A substantiation of the data referred to in section 5.2, possibly by reference to publications and reports, if they are generally accessible.
5.4. The date of the estimation or determination of the traffic status and the year to which it relates.
5.5. The type of superstructure, and the corresponding superstructure correction term and any underpinning thereof, where applicable, by reference to a publicly available source.
5.6. If a different track noise is included, the measurement data as underpinnings of the track safety of the track.
5.7. On execution of Chapter 11 of the Environmental Protection Act : the method and results of the application of the criterion referred to in Article 11.29, fourth paragraph, of the Environment .
Reporting in the case of industrial noise acoustics is reported:
6.1. What input data have been used and how the results have been obtained.
6.2. All the necessary data as described in the Manual measuring and calculating industrial aww 1999.
In the case of the acoustic examination of the façade sound-proofing, the report shall state:
7.1. The reference spectrum;
7.2. The input data for calculation;
7.3. The source reference of the input data;
7.4. The manner in which ventilated can be achieved while the noise protection requirements are met.
7.5. A clear picture of the location of the buildings in relation to the industrial estate, road or railway and the composition of the facades covered by the report.
8.1. Dates, periods of observation and measurement times.
8.2. The measuring equipment used, microphone preparation, method of calibration and information about the signal-to-jamming ratio during the measurements.
8.3. Method of processing and preparation of measurement results.
8.4. The meteorological data.
8.5. Specified count data by engine-or rail vehicle category.
8.6. The measurement of the soundproofing of the façade also shows the addresses and rooms in which it is measured and the situation found, if it is different from the drawings and the causes if the soundproofing does not comply with the conditions of the noise. -
This calculation method is applied when there is exposure to more than one sound source. It is first established whether there is a relevant exposure to different noise sources. This is the case only if the so-called preference value is exceeded. In this case, the method calculates the accumulated noise load taking into account the differences in dose-effectrelations of the different sound sources. For the purpose of this calculation method, the sound load shall be known to each of the sources, calculated in accordance with the requirement applicable to that source species.
The different sound sources are listed below as LRL, LLL, LIL, LVL where the indices are respectively for railway, aviation, industry, and (road) traffic respectively. The following Article 110g of the Noise Nuisances Act For the calculation of the calculation of LVL, this calculation method shall not apply to the road traffic noise. All these quantities must be expressed in Lden, with the exception of industrial aww where noise is determined in accordance with the applicable legal definition.
L* RL is the noise tax because of road traffic that causes as much nuisance as a sound load LRL because of rail traffic. L* RL is calculated as follows:
L* RL = 0.95 LRL -1.40
The above applies, mutatis mutandis, to the sources of aviation (index LL), industry (index IL) and road traffic (index VL). The accounting rules are as follows:
L* LL = 0.98 LLL + 7,03
L* IL = 1,00 LIL + 1,00
L* VL = 1,00 LVL + 0,00
If all the sources concerned have been converted into L* values in this way, the cumulated value can be calculated using the so-called energetic summation. The accounting rule is as follows:
which is sommed down across all N involved sources and the index n can stand for RL, LL, IL and VL.
LCUM may be converted into the source species for which a legal assessment is carried out as follows:
LRL, CUM = 1.05 LCUM + 1.47
LLL, CUM = 1.02 LCUM-7.17
LIL, CUM = 1,00 LCUM-1,00
LVL, CUM = 1,00 LCUM + 0,00
In order to obtain an initial impression of the acceptability of the total sound situation, a cumulative load as described above can be compared to the standards applicable to that source species. However, it must be borne in mind that the standards have been set for a separate review of a source, so that the literal application of the standards in the assessment of cumulation is not the point of order. When the investigation is carried out on the basis of the Noise-noise law in the case of the source of the source of the road, it must also be considered that the contribution (s) of the road source (s) to the cumulative level does not take into account the deduction on the basis of the Article 110g of the Noise Nuisances Act . In the case of an investigation of a road traffic source under the Noise Nuisances Act, comparison with the noise reduction in the Noise Act, which relates to the noise tax on which the deduction has been applied, is, therefore, to be less for the hand.
In assessing the acceptability of the cumulative level, it is also good to pay attention to the number of sound sensitive destinations facing high cumulative noise levels, the question of whether or not it is possible. more facades are highly charged (whether or not by different sources), and the ability to reduce the cumulative noise load by lowering the noise load due to the source for which the study is set (further). When the investigation is carried out on the basis of the Environmental Environment Act it may also be desirable to consult with the administrator (s) of the other source (s) about the possibility of reducing the cumulative noise load.
The deduction, for the purpose of Article 2.3, second paragraph , as far as the industrial estate is concerned at all. The deduction applies to the noise tax because of an industrial estate; its value is rounded off by definition in whole values. For the purposes of determining the deduction for an industrial estate, the maximum deduction shall be fixed at the points of assessment in the following table. The assessment points shall lie with the noise-sensitive destinations, namely dwellings, sound-sensitive buildings and sound-sensitive areas. If there are no noise-sensitive destinations in the zone, the points of assessment shall be on the zone border. The value of the deduction is dependent on the determining holdings on the relevant parts of the industrial estate and can therefore vary per assessment point. The assessment point with the lowest deduction is a measure of the whole industrial estate.
Industrial site in which the noise load is determined on one or more assessment points 1 By
Maximum deduction in dB in case the noise tax is determined on one or more rating points 2 By
companies with an annual average continuous sound output
Both holdings with annual average continuous noise exposure as well as holdings with annual average non-continuous sound output
companies with an annual average of non-continuous sound radiation
| 1 holding (solitary device) |
0 |
n/a |
2 |
| More than 1 but less than 10 companies |
0 |
1 |
2 |
| 10 or more holdings |
1 |
2 |
3 |
1 The most important factors are the companies, with the greatest contributions to the noise tax, which, together, create a noise tax in order to reduce noise because of the industrial estate as a whole reduced by 1 dB.
2 Companies have an annual average continuous sound output when sound output is, on average, not more than 2 dB lower than the sound output in the representative business situation.
Determining the value that the effect of reasonable summation can take is the number of enterprises that determine the noise load on the assessment points and the continuity of the noise exposure of those determining companies.
A concrete criterion is given for the term 'determining factor'. The determining factor is those companies that provide the largest share contributions at the relevant assessment point. The other companies do not determine the effect of the reasonable sum of information.
A concrete criterion is also given for the character of the noise radiation. The continuity of the sound output shall be determined by the difference between the sound output in the representative business situation and the average noise emission assessed over the one year period.
If there are more than one of the situations listed in the table in the zone, the lowest value shall apply as the maximum deduction for the whole zone. For example, if there are dwellings in the area which are determined by fewer than 10 companies with an annual average real continuous sound radiation, the maximum deduction for the whole zone is always equal to 0 dB. The dwellings in question may not be subject to higher noise levels than the limit values laid down for those dwellings.
1. STANDARD METHOD 1
1.1 Concepts
1.2 Geometric definition situation
1.3 Method Scope Method
1.4 Chart of Accounts
1.5 Emission Number
1.6 Traction correction Coptrek
1.7 Reflectieterm
1.8 Spacer
1.9 Air damping, soil effect, meteo effect
2. STANDARD METHOD 2
2.1 Concepts
2.2 The main formula
2.3 Reflections
2.4 The emission meter LE
2.5 Deduction allowance ΔLOP
2.6 The geometric extension strength ΔLGU
2.7 The air attenuation ΔLL
2.8 The soil damping ΔLB
2.9 The meteocorrectimeter CM
2.10 The screen operation ΔLSW
2.11 The level reduction ΔLR due to absorption in the case of reflections
2.12 The octave band spectrum of the equivalent sound level
3. STANDARD MEASUREMENT METHOD
3.1 The method of measurement for the determination of the LAeq
3.2 Equipment
3.3 Meteorological conditions
3.4 The measurement site
3.5 The measurement procedure
4. ROAD correction
4.1 Measurements
4.2 Determine the average noise level per vehicle category and per measurement location
4.3 Determining the initial road correction from averaging over different locations
4.4 Determination of the ageing correction ( Ctime )
4.5 Determining the removal of the road cover from the initial road cover correction and Ctime
5. DISPLAY TOP ARITHMETIC RULE
5.1 Definition
5.2 Arithmetic rule
6. MIDDLE BIRDSCREEN CALCULATOR RULE
6.1 Definition
6.2 Current account
7. EXPLANATORY
7.1 Concepts
7.2 Standard method of method 1
7.3 Standard Test Method 2
7.4 Method of measurement
7.5 Method provision removal correction
7.6 Middle Bermscreen Calculator Rule
7.7 List of Definitions
1. in this chapter, the following definitions shall apply:
distance to driving line: least distance between the observation point and a row line (symbol R );
Boundary lines: delimit of the most determining environment of the observation point for the noise-emission test (see Figure 1.1);
Window-period: part of an etting which is the equivalent of the noise equivalent;
Observer height: height of the observer in relation to the mower field (symbol hw );
the height of the road: height of the ground relative to the mower field (symbol hweg );
horizontal distance to row line: shortest horizontal distance between a (perceive) point and a row line (symbol Ed , where applicable, with indices;
standard traffic intensity: Traffic intensity, like the one, in the year for the noise load, averaged over a representative period of time, occurs;
row: line in the middle of a lane on 0.75 m above the road deck, which represents the location of the sound radiation of the motor vehicles;
Traffic intensity: Number of motor vehicles of a category of motor vehicles as referred to in the second paragraph, which passes each hour per hour on average over an intermediate period;
Traffic speed: to consider the average speed per category of motor vehicle as referred to in paragraph 2 for the respective road section;
Observation point: point for which the equivalent sound level in dB (A), LAeq, is to be determined; if this provision is to determine the sound load of a façade, this point shall lie in the area in question.
2. For the purposes of this Chapter, the following categories of motor vehicles shall be distinguished:
a. category lv (light motor vehicles): motor vehicles on three or more wheels, with the exception of the motor vehicles in category mv and category of motor vehicles;
b. Category mv (medium-vehicle motor vehicles): articulated and unarticulated buses, and other motor vehicles which are unarticulated and fitted with a single rear axle with four tyres fitted;
c. Category Zv (heavy motor vehicles): articulated motor vehicles and motor vehicles equipped with a double rear axle, with the exception of buses.
3. If use is made of automatic counting equipment with one of the second paragraph different category classification, these counts are applicable if these automatic counting devices have been shown to be calculated, on the decimal point of deciphes. The rounded equivalent sound level does not deviate by more than 0,5 dB for the respective road type representative traffic composition.
For the purposes of the calculation, the geometric situation shall be telematic as follows.
Figure 1.1 Horizontal projection of the focus area defined for the purposes of the review to meet the application conditions. The interrupted lines I 1 and I 2 form the boundaries of the focus area.
From the observer W is the shortest connection line to the axis of the road drawn (the length of WS is Ed ). At distances 2 Ed From W are parallel to WS the delimiter L 1 and L 2. The Line By S perpendicular WS , represents the axis of the imaginary road (which is the model of the actual road).
The Standard Method 1 is based on a simplification of the situation, which makes the following conditions applicable to the scope of the method for the focus area between boundary lines. L 1 and L 2:
a. the axis of the actual road shall not cut through the gridded areas specified in Figure 1.1;
b. The road does not contain any height differences of more than three metres in relation to the mean take-off height;
c. The visibility from the observer on the road shall not be impeded over an angle of more than 30 °;
d. The road deck is of the same type;
e. the traffic variables do not show any significant variations.
The equivalent noise level of LAeq in dB (A) due to road traffic is found from:
with:
E : emission number (measure of the source strength and depending on the type of traffic, the speeds and the road type);
Coptrek : correction term in relation to any road crossings, if any, of road traffic, or in relation to road obstacles which reduce the average speed;
Reflection : correction term in relation to any reflections against conversions or other vertical planes;
Dafstand : term which charges the weakening as a result of the distance;
Dair : term which charges the attenuation as a result of air attenuation;
Dsoil : term which accounts for the weakening as a result of the soil effect;
Dmeteo : term which accounts for the difference between the meteorological average sound transmission and the reference wind situation taken as a reference.
The result of Formula 1.1 shall apply only to one row of row. In the case of roads consisting of two or more lanes, the individual lines shall be combined into representative lines of traffic where all traffic of the lines to be added together is concentrated. The lines of alignment to be merged shall comply with the following conditions:
-the distance between the outer lines to be added is less than 0,7 times the distance between the representative line and the observation point;
-the road is clearly not asymmetrical in relation to the representative line of traffic, both in terms of traffic and road.
In cases where the road cannot be replaced over the full width by a single representative line, the total LAeq is obtained by way of the road by energetic summation of the results of the calculations for all the lines of the row:
with:
LAeq, i : LAeq because of the I -the driving line,
N : number of driving lines.
For each row, the emission number follows: E from the energetic summation of the emission numbers per engine vehicle category:
with:
Elv , Emv and Ezv the emission numbers of the light (index) respectively lv ), medium-heavy (index) mv ) and the heavy (index) zv ) motor vehicles.
If there are acoustic relevant categories other than those mentioned above, the sum of the sum may be extended by using the emission figures for those categories.
The calculation of the different emission numbers shall take into account the sound power of the motor vehicles, with the measuring intensity, traffic speed and reference speed (s). Q in numbers/h, V in km/h and V0 in km/h), by line between the boundaries and with a road-cover correction, according to the manner in which formulae 1.4 to 1.6 are applied. The reference speed V0 for light motor vehicles is 80 km/h and 70 km/h for medium and heavy motor vehicles.
Where the entry into account of mopeds, motorcycles or trams is considered necessary, the emission numbers for the additional vehicle category or vehicle categories concerned shall be added to formula 1.3. The emission numbers for those categories shall be calculated using the following emission limits:
for mopeds:
for motorcycles:
for trams on a rail on sleepers in a ballast bed, or on rails:
for trams on a rail mounted in (asphalt) concrete:
The road cover correction is the difference between the emission number (based on motor vehicles on a dense asphalt concrete) and the emission number determined for the different road type. The road-cover correction is generally dependent on the traffic composition and speed and is described by the following relationship:
with:
m : category of vehicle;
V0 : 80 km/h for light motor vehicles (lv) and 70 km/h for medium-heavy and heavy motor vehicles (mv and zv);
σ m : difference in dB (A) at the reference speed V0 ;
Τm : speed index in dB (A) per 10-day speed increase.
The coefficients σ m and τ m shall be determined in accordance with the method set out in Chapter 4.
The starting correction Coptrek is a correction term as a result of the braking and movement of traffic due to the presence of a crossing point or a situation significantly limiting the average speed of traffic. The correction term gives a surcharge in relation to traffic that runs at a constant speed of 50 km/h. The starting correction is the maximum of two correction terms, according to:
with:
Cintersection : the correction due to a crossing point;
Cobstacle : the correction due to a situation that severely limits the average speed.
The Cross-point correction Cintersection When traffic lights are subject to regular crossings of roads up to 150 metres from the intersection if the traffic intensity is greater than 1/5 of the road intensity on the crossing road (relative to the road considered), the road traffic intensity is greater than the road intensity of the road (the road). At least 500 motor vehicles per day of day. This correction, which is determined separately for each row, shall be calculated as follows:
with:
P : the sum of the percentage of medium-and heavy motor vehicles [%];
A : the distance from the observation point to the middle of the junction [ m].
If multiple crossings were to be charged, only the nearest crossing is considered.
The correction for the presence of a situation that greatly limits the speed Cobstacle is applied up to 100 meters from the cause of the speed limitation. This correction shall be applied as a result of the obstacle at least halving the average speed of traffic and the obstacle is deflected from the obstacle and retracting. The correction, determined for each row of row, is calculated in the following way:
with:
P : the sum of the percentage of medium-and heavy motor vehicles [%];
A : the distance from the observation point to the centre of the obstacle [ m].
If several obstacles that reduce the speed of the reduction could be taken into account, only the closest obstacle shall be considered.
The reflectimeter Reflection shall be charged for surfaces that are at the side of the road at the end of the track, if these planes are:
a. These acoustically hard and flat are;
b. This vertical and approximately parallel to the road;
c. These are higher than the height of the observer hw ;
d. The horizontal distance Dr. from which the line nearest to the observation point is less than 100 metres and is also less than four times the horizontal distance Dw from the point of observation to the nearest driving line.
Reflection is equal to one and a half times the object fraction fobj , which is understood as the part of the distance 4 ( dr + dw ) On the side of the road, symmetrically in relation to the observation point, over which the sound-reflective planes stretch. For each row of road, the reflectimeter has the same value.
The distance-meter Dafstand is calculated according to:
with:
R the shortest distance between the point of observation and the respective driving line [ m].
If the calculation is performed for a representative row R This line is included in this line.
These terms shall be calculated in the following way:
with R the smallest distance between observation point and row line [ m]
with B the soil factor, defined as the part of the bottom plane, bounded by the wegas and the imaginary lines from the point of observation to the intersections of the wegas delimiting lines, which is not reflective.
1. in this chapter, the following definitions shall apply:
source point: Intersection of a sector plane with a row line segment;
Window-period: part of an etting which is the equivalent of the noise equivalent;
Opening angle of a sector: the angle between the boundaries of a sector in the horizontal plane;
row: line in the middle of a lane, at 0,75 m above the ground height, representing the location of the sound radiation;
row segment: Straight link between the intersection points of a row with the boundary planes of a sector;
Sector: space bounded by two vertical half-planes, the boundary lines of which coincide with the vertical plane passing through the observation point;
sector level: 'bissectricevlak' of the two border areas of a sector;
Total opening angle: sum of the opening angles of all sectors of interest for determining the equivalent sound level in dB (A);
Traffic intensity: Number of motor vehicles of a category of motor vehicles as referred to in the second paragraph, which passes each hour per hour on average over an intermediate period;
Traffic speed: to consider the average speed per category of motor vehicle as referred to in paragraph 2 for the respective road section;
Observation point: point for which the equivalent sound level in dB (A), LAeq, is to be determined; if this provision is to determine the noise load of a façade, this point shall lie in the area concerned;
court angle: corner including an object (facade, screen, road section, etc.) in horizontal projection is seen from the observation point.
2. For the purposes of this Chapter, the following categories of motor vehicles shall be distinguished:
a. category lv (light motor vehicles): motor vehicles on three or more wheels, with the exception of the motor vehicles in category mv and category of motor vehicles;
b. Category mv (medium-vehicle motor vehicles): articulated and unarticulated buses, and other motor vehicles which are unarticulated and fitted with a single rear axle with four tyres fitted;
c. Category Zv (heavy motor vehicles): articulated motor vehicles and motor vehicles equipped with a double rear axle, with the exception of buses.
3. If use is made of automatic counting equipment with one of the second paragraph different category classification, these counts are applicable if these automatic counting devices have been shown to be calculated, on the decimal point of deciphes. The rounded equivalent sound level does not deviate by more than 0,5 dB for the respective road type representative traffic composition.
Figure 2.1 Illustration of the conceptual provisions. 
Figure 2.2 Illustration of the concept of the row-line segment. The equivalent sound level in dB (A), the LAeq, is calculated as follows:
where: Leq, i, j, n, m the contribution is at LAeq in one octave (index) I ), from one sector (index) J ), from one source point (index) n- ) and of one vehicle category (index) m ).
Leq, i, j, n, m is calculated according to:
with:
| LE : the emission meter |
§ 2.4 |
| ΔLOP : the cost of the action 1 |
§ 2.5 |
| ΔLGU : the geometric extension strength |
§ 2.6 |
| ΔLL : air damping |
§ 2.7 |
| ΔLB : the bottom damping |
§ 2.8 |
| CM : the meteocorrectimeter |
§ 2.9 |
| ΔLSW : screen operation 1 |
§ 2.10 |
| ΔLR : the level reduction due to reflections 1 |
§ 2.11 |
1 If applicable.
The octave bands with the indices are sommed I = 1 to I = 8 and middle frequencies, respectively, 63, 125, 250, 500, 1000, 2000, 4000 and 8000 Hz.
The sector classification is such that the geometry and traffic situation in a sector are described well with the geometry and traffic situation in the sector plane. This may be assumed to be a fixed or variable opening angle. The opening angle at fixed sector angles is 2 °, with the use of variable sector angles the maximum opening angle is 5 °. The minimum sector angle shall be 0,5 °.
The number of source points N within one sector, the number of times the sector level cuts a line of driving (segment).
The sommation indicated by the index m takes place over the three in Article 3.2, second paragraph The following categories of vehicle are distinct from this scheme: light ( m = lv), medium-heavy ( m = mv) and heavy ( m = Zv) Motor vehicles. If there are a number of categories of acoustical relevance to the categories mentioned above, then the information may be extended to include these categories.
If within a sector there are objects with a vertical, hard surface, which meet the conditions set forth below, the LAeq is partly determined by the sound that reaches the point of observation via reflections. The contribution of these reflections to the LAeq is charged by replacing the sector part that is, seen from the observation point behind that reflective surface, by its mirror image relative to the reflecting surface. surface.
For the expression 'reflective surface':
-the area has a angle of vision of 2 ° or more;
-cross the surface of the area at least two metres above the surface of the area.
Further investigation into the influence of reflections on the LAeq is required if:
-the reflecting surface makes a greater angle to the vertical than 5 degrees;
-the reflecting surface contains imperfections, the dimensions of which are of the same order of magnitude as the distance from the plane to the observation point or the distance from the plane to the source point;
-the reflecting object is a sound-shielding device which is equipped with an absorbent surface on the road;
-the reflecting object is a sound-shielding device and is also on the other side of the road a sound-shielding device.
By default, the calculations are based on one reflection. In case of multi-reflection calculations, the mirroring is repeated.
For the determination of the emission meter LE Use shall be made of the classification in vehicle categories as referred to in Article 2.1 of this Annex. For the calculation of LE The following information is required:
Q : average intensity of the relevant vehicle category [ h -1 ];
Vm : the average speed of the vehicle category [ km/h];
V0 : the reference speed of the vehicle category in question, which is for lv 80 km/h and for mv and zv 70 km/h [ km/h];
Croad : the road cover correction [ dB (A)];
CH : sloping correction [ dB (A)].
The calculation shall be as follows:
where:
is the A-weighted equivalent source power level of the relevant vehicle category, and Croad the emission correction for different road cover types.
The values of emission speeds α and Β are given in Table 2.1 and Table 2.2 as the function of the octave band. I and the vehicle category m . The numbers apply to horizontal road sections with a road hardening of dense asphalt concrete.
IOctave band index ( I )
αm = lv
m = mv
m = zv
| 1 |
72.1 |
79.9 |
84.1 |
| 2 |
81.7 |
91.1 |
91.4 |
| 3 |
86.8 |
97.1 |
97.7 |
| 4 |
94.5 |
100.5 |
104.8 |
| 5 |
103.0 |
103.3 |
106.5 |
| 6 |
99.2 |
100.4 |
102.4 |
| 7 |
92.3 |
93.9 |
95.6 |
| 8 |
80.9 |
85.6 |
87.0 |
Octave band index ( I )
Βm = lv
m = mv
m = zv
| 1 |
10.0 |
-0.2 |
9.8 |
| 2 |
25.5 |
+16.6 |
11.4 |
| 3 |
27.7 |
2.5 2.5 |
2.6 |
| 4 |
24.3 |
26.6 |
23.2 |
| 5 |
30.9 |
22.3 |
20.8 |
| 6 |
29.7 |
16.6 |
15.0 |
| 7 |
29.3 |
+16.2 |
+12.4 |
| 8 |
26.9 |
-1.9 |
-3.1 |
If the placing on the account of motorcycles, mopeds or trams is deemed necessary, this can be done by introducing additional vehicle categories into the formula 2.1. The emission speeds α and Β For motorcycles, mopeds and trams are given in Table 2.2a and can be used in Formula 2.3. The reference speed V0 for motorcycles 80 km/h, for the other categories the reference speed (fictitious) is 1 km/h.
For trams a choice is possible from two superstructure structures, namely:
1. rail on sleepers in ballast or stanchline rail;
2. rail in (asphalt) concrete.
Octave band I
Motorcycles
Mopeds
Trams on ballast bed
Trams in (asphalt) concrete
α Β α Β α Β α Β| 1 2 3 4 5 6 7 8 |
82 90 97 99 96 96 93 87 |
29 29 29 29 29 29 29 29 |
60 75 86 93 97 96 94 91 |
0 0 0 0 0 0 0 0 |
29 39 46 53 55 54 48 36 |
30 30 30 30 30 30 30 30 |
32 47 54 59 61 58 50 38 |
30 30 30 30 30 30 30 30 |
A correction to the A-weighted equivalent source power shall be charged for a road-type deviating type from densely asphalted concrete. The road cover correction Croad is the difference between the emission number based on densely asphaltic concrete and the emission number determined for the different road type. The road-cover correction is generally dependent on the traffic composition and speed and is described by the following relationship:
with:
V0 : is the speed in km/h: 80 km/h for light motor vehicles (m = lv) and 70 km/h for medium-heavy and heavy motor vehicles (m = mv, or m = zv);
σm, i : difference in dB (A) at the reference speed v0;
Τm : speed index in dB (A) per 10-day speed increase.
The coefficients σm, i and 'τm' shall be determined in accordance with the method set out in Chapter 4.
If the rising part of the traffic has to overcome an inclination of at least 3% over a height difference of at least 6 metres, the following slope correction shall be made: CH charged:
m
CH
| lv |  |
| mv |  |
| zv |
where:
Ph is the percentage of the road sector in question.
The starting correction ΔLOP is a correction term as a result of the braking and movement of traffic due to the presence of a crossing point or a situation significantly limiting the average speed of traffic. The action correction resulting from these rate-limiting measures may be applied only if, as a result of these obstacles, the average speed of the vehicles is at least halved. The correction term gives a surcharge in relation to traffic that runs at a constant speed of 50 km/h. The starting correction is the maximum of two correction terms, according to:
with:
ΔLintersection, m : the surcharge because of a crossing point;
ΔLobstacle, m : the surcharge due to a situation that greatly limits the average speed.
In the case of 'modelling speeds' which deviate from 50 km/h, further examination shall be carried out according to the height of the starting correction.
When calculating the crosspoint surcharge ΔLintersection A distinction is made between different types of crossing points.
The type of a junction is determined by using the following three criteria:
1. the order of the crossroads:
a. A crossing point is of the first order as at least three of the road sections at the junction have a total intensity of 2500 motor vehicles per day;
b. A crossing point is of the second order as two of the road sections at the junction have a total intensity of 2500 motor vehicles per day;
2. the traffic control at the intersection. His traffic lights are absent or not in operation, then they speak of an unsettled intersection. In all other cases of a regular intersection;
3. the intensity ratio of the cross traffic flows. If this ratio is between 1/3 and 3, there is an equivalent intersection, in all other cases of an incomparable junction. In all cases, a pre-ranking cross-reference is not equivalent.
For the calculation of the crosspoint surcharge ΔLintersection The following information is required:
a: the distance from the point of observation to the point of intersection of the line in question with the extension of the nearest road section of the crossing road part [ m];
q: the type of intersection (i.e. the order, the traffic control and the intensity ratio).
No crosspoint surcharge shall be charged for unscheduled points of reference.
The calculation for scheduled cross points shall be done in the following manner.
For light motor vehicles (lv):
For medium-heavy (mv) and heavy vehicles (zv):
where: q depends on the type of intersection. The value of q is as follows from Table 2.4.
For all vehicle categories:
If the observation point is in the sphere of influence of multiple intersections, only the highest crosspoint surcharge is charged.
Order of the intersection
Equivalent intersection
Incomparable intersection
| First |
1 |
2/3 (1/2 1 ) |
| Second |
1 (2/3 1 ) |
1/2 2 |
1 In the case of a green wave.
2 They also include traffic lights secured pedestrian crossing points.
The surcharge for the presence of a situation that greatly limits the speed ΔLobstacle is applied up to 100 meters from the cause of the speed limitation. This correction shall be applied as a result of the obstacle at least halving the average speed of traffic and the obstacle is deflected from the obstacle and retracting. This supplement is calculated in the following way:
For light motor vehicles (lv):
For medium-heavy (mv) and heavy vehicles (zv):
with: A = the distance from the observation point to the middle of the obstacle [ m].
For all vehicle categories:
If multiple speed limits could be charged, only the nearest speed limit is considered.
For the calculation of the geometric extension strength, the following information is required:
Ro : the distance between the source and the point of observation, measured along the shortest link line [ m].
Θ: the angle that makes the sector plane with the carriage segment (in degrees).
Φ: the opening angle of the sector (in degrees).
The calculation of ΔLGU is as follows:
If the angle passes through a value smaller than the opening angle of the sector concerned, further examination is required for the purposes of determining the term ΔLGU .
For the calculation of ΔLL the following entry is required:
Ro : the distance between the source and the point of observation, measured along the shortest link line [ m].
The calculation shall be as follows:
where: δAIR is the air damping coefficient. The value of δAIR is given in Table 2.5.
IOctave band index
δAIR [ dB/m]
| 1 |
0 |
| 2 |
0 |
| 3 |
0.001 |
| 4 |
0.002 |
| 5 |
0.004 |
| 6 |
0.010 |
| 7 |
0.023 |
| 8 |
0.058 |
In the determination of the bottom damping ΔLB The distance measured horizontally between the source and the observation point (symbol) shall be measured R ) Divided into three separate parts:
• a source area,
• an observation area;
• and a middle area.
The source and the observation area each have a length of 70 meters. The remaining part of the distance R between source and observation point is the middle area. If the distance R is less than 140 metres, then the length of the middle area is zero. If the distance R smaller than 70 meters, then the lengths of source and observation area are both equal to the distance R .
For each of the three areas, the mean (bottom) absorption fraction is determined. The average absorption fraction in an area is calculated by averaging the absorption fractions of the sub-areas, applying a weighting based on the quotient of the length of the sub-area and the length of the total. Area. If the length of the middle area is zero, then the mean absorption fraction of the middle area is set to one.
For acoustically hard area (water, asphalted surfaces and the like), the absorption fraction is equal to zero. For acoustically soft area such as grassland, cropland and forest-and duingaround, the absorption fraction is equal to 1,0. In the case of a road-deck type that has significant absorbent properties (such as ZOAB and (Fine) two-tier ZOAB), an absorption fraction of 0,5 is maintained.
In the situation where the source point is above a road surface with significant absorber properties, the following rules shall apply for the determination of the average absorption fraction of the source area:
-For the first Y meter from the source point, an absorption fraction shall be applied equal to zero. The value of Y is given by the following formula:
with:
Θ: the angle that makes the sector plane with the rowliner segment (in degrees)
X : 5 m
-The value of Y is bounded by the length of the source area.
-For the remainder of the source area, the absorption fraction is used that are modeled for the source area.
For the calculation of soil damping, the following data is needed:
R : the distance measured horizontally between the source and the observation point [ m]
Hb : the height of the source point above the mean mower field height in the source area [ m]
hw : the height of the observation point above the mean mower field height in the observation area [ m]
Bb : the absorption fraction of the source area [-]
Bm : the absorption fraction of the middle area [-]
Bw : the absorption fraction of the observation area [-]
Sw : effectiveness of the soil attenuation in the observation area [-]
Sb : effectiveness of soil damping in the source area [-]
To clarify the definition of Hb and hw In Figure 2.3, the location of the mean mower field height in the source area is indicated for an increased road in a random sector plane.
Figure 2.3 The source and observation height in relation to the mean local mower field. Due to the increased location of the road, the mean mower field in the source area is slightly above the mowing field next to the road tallow.
As Hb and/or hw is less than zero, for Hb Respectively hw Zero-value retention. If no shield is taken into account in the sector concerned, Sw and Sb Both assume the value one. In case of shielding Sw and Sb calculated according to formula 2.20 in § 2.10.
The calculation of the soil damping is carried out according to the formulae given in Table 2.6.
IOctave band I
Bottom damping ΔLB [ dB]
| 1 |
-3 γo (hb + Hw, R) |
-6 |
||
| 2 |
[ Sbγ1] (hb, R) + 1) Bb |
-3 [ 1-Bm] γo (hb + Hw, R) |
+ [ Swγ1 (hw, R) + 1) Bw |
2 |
| 3 |
[ Sbγ2] (hb, R) + 1) Bb |
-3 [ 1-Bm] γo (hb + Hw, R) |
+ [ Swγ2 (hw, R) + 1) Bw |
2 |
| 4 |
[ Sbγ3] (hb, R) + 1) Bb |
-3 [ 1-Bm] γo (hb + Hw, R) |
+ [ Swγ3 (hw, R) + 1) Bw |
2 |
| 5 |
[ Sbγ4] (hb, R) + 1) Bb |
-3 [ 1-Bm] γo (hb + Hw, R) |
+ [ Swγ4 (hw, R) + 1) Bw |
2 |
| 6 |
Bb |
-3 [ 1-Bm] γo (hb + Hw, R) |
+ Bw |
2 |
| 7 |
Bb |
-3 [ 1-Bm] γo (hb + Hw, R) |
+ Bw |
2 |
| 8 |
Bb |
-3 [ 1-Bm] γo (hb + Hw, R) |
+ Bw |
2 |
The γ function is defined as follows:
For the variables x and y, the values of the values of the values which, in brackets, are placed in curves behind the corresponding functions γ from the formulae given in Table 2.6 are substituted.
For the calculation of the meteocorrectimeter CM The following information is required:
R : the distance measured horizontally between the source and the observation point [ m];
Hb : the height of the source point above the mean mower field height in the source area [ m];
hw : the height of the observation point above the mean mower field height in the observation area [ m].
As Hb and/or hw is less than zero, for Hb Respectively hw Zero-value retention. The calculation shall be as follows:
If there are objects within a sector of which the angle of observation is at least coinclocated with the opening angle of the sector concerned and which is also reasonably expected to impede the transfer of sound, the screen operation ΔLSW together with reduced soil damping (included in the terms Sw and Sb (see Table 2.6 of § 2.8).
For the determination of total screen operation, a distinction is made between objects that meet the definition of a mid-mountain display as referred to in Chapter 6 and all other shielding objects.
The total screen operation ΔLSW is calculated as follows:
where:
ΔLSWN = the screen operation of an off-screen object, other than a mid-screen display;
Cmbs = mid-bermcorrection.
The value of the correction term for a midrange display Cmbs is described in the method described in Chapter 6.
The calculation formula of the screen operation ΔLSW of a randomly formed object (other than a mid-mountain display) contains three terms, see formula 2.18.
1. The first term describes the shielding of an equivalent ideal screen (a thin, vertical plane). The height of the equivalent display is equal to the largest height of the obstacle. The top edge of the equivalent display coincates with the top edge of the object. If, based on this, multiple locations of the equivalent display are possible, that location will be chosen that will result in maximum screen operation.
2. The second and third term are only of importance if the profile, i.e. the cross section in the sector plane, deviates from the screen-off object from the ideal screen.
a. The additional shielding effect of a screen top-provided it meets the requirements specified in Chapter 5-can be charged with a correction meter. CT because of a screen top;
b. The effect of all other of the ideal screen deviant profiles is charged by applying a profile dependent correction meter. cp .
If multiple shielding objects are present in a sector, only the object will be charged that, in the absence of the other objects, would give the largest foreclosure.
The screen operation ΔLSWN is calculated as follows:
where:
H the effectiveness of the screen;
F (Nf) a function with argument Nf (the fresnel number);
CT The correction term due to a display top;
cp The profile-dependent correction term.
If the screen operation ΔLSWN has become negative as a result of Formula 2.18, the value is ΔLSW = 0 pending.
Definitions
For the calculation of the shielding effects, the following information is needed:
zB : the height of the source in relation to the reference level (= horizontal plane where z = 0) [ m].
zW : the height of the observation point relative to the reference level [ m].
zt : the height of the tip of the shielding compared to the reference level [ m].
Hb : the height of the source point above the mean mower field height in the source area [ m].
hw : the height of the observation point above the mean mower field height in the observation area [ m].
hT : the height of the top of the shield with respect to the local mooring field. The local mower field on a screen is the mean mower field height in a width of 5 m on both sides of the screen. If the mesh field height is different on both sides of the screen, the largest value of the screen is hT taken, see Figure 2.4 [ m].
Ro : The distance between the source and the point of observation shall be measured along the shortest link line [ m].
Rw : The horizontal measured distance between observation point and screen [ m].
R : the distance measured horizontally between the point of value and source [ m].
-: The profile of the shielding object.
Figure 2.4 The screen height hT at a screen on a raised road talud. In this example, the situation on the right is a determining factor for hT.
Figure 2.5 A sector plane with an ideal screen, on which points K, T and L are indicated. The broken line BLW is a schematization of a curved sound beam that runs under cowind conditions from source to observation point.
For the calculation, three points are defined on the screen (see Figure 2.5).
K : The intersection of the screen with the vision line (= the straight between the source and the observation point)
L : The intersection of the screen with a curved sound beam that runs under the wind conditions of the source-to the observation point
T : the top of the screen.
These three points are located at the respective heights zK , zL and zt above the reference level. For the distance between points K and L shall apply:
Furthermore,
RL is the sum of the lengths of the line pieces BL and LW
RT is the sum of the lengths of the line pieces BT and TW .
R0 is the sum of the lengths of the line pieces BK and Bw .
Calculation reduced soil damping
The factors Sw and Sb from formulae as given in Table 2.6 (§ 2.8), are calculated as follows:
where: T The effective screen height is defined as:
Calculation screen operation of ideal screen
The screen performance of an ideal screen is equal to H F (Nf) .
H shall be determined as follows:
I is the octave band index. The minimum height of the top of the screen relative to the local mower field hT If counted, 0,5 m shall be used. The maximum value of H is 1.
Nf shall be determined as follows:
Ε the 'acoustic detour', defined as:
The definition of function F is given in the formulae 2.25a to f from Table 2.7.
Valid in the interval of Nf
Definition F (Nf) )
Of
to
| -∞ |
-0,314 |
0 |
| -0,314 |
-0,0016 |
-3,682-9,288 lg | Nf | -4,482 lg 2 | Nf | 1,170 lg 3 | Nf |-0,128 lg 4 |
| -0,0016 |
+ 0,0016 |
| Nf | |
| + 0,0016 |
+ 1 |
5 |
| + 1 |
+ |
+ 12,909 + 7,495 lg Nf + 2,612 lg 2 Nf + 0,073 lg 3 Nf -0,184 lg 4 Nf - |
| 16,1845 |
16,1845 |
0,032 lg 5 Nf |
| + |
12,909 + 10 lg Nf |
|
| 25 |
Calculation of correction terms for different screen profiles
Screen Top
The value of the correction term for a screen top CT is described in the method described in Chapter 5.
Other profiles
The values of the profile-dependent correction term cp follow from Table 2.8.
cp
object
| 0 dB |
-All buildings -thin walls, of which the angle is vertically ≤ 20 ° -Ground bodies of 0 ° ≤ T ≤ 70 ° -all ground bodies with a thin wall on them, if the total construction height is less than twice the height of that wall, or if the wall is higher than 3,5 m -when applying a screen top, the effect of which will be charged with the correction term CT |
| 2 dB |
-edges of road bodies in coughing -edges of roads on a viaduct -all ground bodies with a thin wall mounted on it, if the total construction height is more than twice the height of the wall and the wall is not more than 3,5 m -Ground bodies of 70 ° < T ≤ 165 ° |
In the cases where the profile of the shielding object does not correspond to one of the profiles listed in Table 2.8, a further investigation into the screen operation of that object shall be carried out.
If the insulation value of the shielding is less than 10 dB larger than the calculated screen operation ΔLSW Further examination shall be required for the total noise reduction operation of the shielding.
For the calculation of the level reduction due to absorption in the case of reflections, the following information is required:
Nrefl the number of reflections (see also § 2.3) between source and observation point [-].
The calculation shall be as follows:
where: δrefl is the level reduction as a result of one reflection. For buildings and reflecting sound screens, all octave tyres δrefl = 1 dB. All other objects are δrefl = 0 dB for all octave tyres, unless the object is demonstrably sound absorber. In that case, per octave band δrefl = -10 lg (1- α ), in which: α The sound absorption coefficient of the object is in the corresponding octave band.
The A-weighted equivalent sound level in octave bands I , Symbol Leq, i , it is given by:
in which the significance of the quantity and its effects are analogated to that of Formula 2.1.
The calculation of the equivalent noise level of LAeq for the purpose of establishing the sound load of the façade shall be based on the following formula:
where:
L' Aeq : equivalent noise level measured in accordance with the following paragraphs [ dB (A)]
ΔE : the difference in the noise emission between the measuring traffic situation and the traffic situation occurring during the measurement. This term shall be defined as follows:
with:
Measure : the emission number calculated in accordance with Section 1.5 of Chapter 1 based on the measurement and speed-making of the traffic;
Emeting : the emission number calculated according to section 1.5 of Chapter 1 based on the traffic levels and speeds occurring during the measurement period;
CM : the meteorite rectimeter determined by the following formula:
with:
Hb : the source height [ m], which is the average height of the ground surface above the mower field plus 0,75 m, as the source height thus found Hb is less than zero, then Hb = 0 m;
hw : the height of the observation point relative to the mower field [ m];
R : the shortest, horizontally measured distance between the observation point and the centre of the nearest lane [ m].
For a measurement of the equivalent sound level LAeq shall have the following:
a. A round-sensitive microphone equipped with a windball;
b. A means by which the A weighting can be performed (A filter);
c. An instrument which gives a direct reading of the sound level in dB (A);
d. An instrument that processes the microphone signal to an equivalent sound level in dB (A) over a tunable measurement period;
e. An acoustic calibration source adapted to the type of microphone used;
f. a wind-measuring meter;
g. A wind speed indicator;
h. A device by which the speed of the passing vehicles can be recorded.
Any combination of the elements listed under a t/m e may be combined into a single device.
The requirements of the equipment must be:
a t/m d. the relevant characteristics satisfy at least the requirements for the instrument class 1, referred to in Publication number 61672-1 of the International Electrotechnical Commission;
e. an acoustic calibration source shall be calibrated in a laboratory equipped for that purpose every two years;
g. has the wind speed meter, including contact sensitivity, at least an accuracy of 0,5 m/s in the range of 0 to 3 m/s and an accuracy of 1 m/s at higher wind speeds;
h. The vehicle speed meter shall have a maximum accuracy of 3 per cent of the vehicle speed to be measured.
Not measured shall be:
a. In the case of dense fog (sight < 200 m);
b. during precipitation;
c. In the case of hard winds (where the wind noise is less than 10 dB (A) below the sound level to be measured);
d. If the acoustic properties of the road and the ground between the road and the observation point are different from the normal situation due to certain weather conditions.
e. if weather conditions do not comply with the weather condition as given in Table 3.1. Only for relatively small distances ( R < 10 ( Hb + hw )), the meteoraam does not apply unless there is foreclosure.
This means the situation where the visibility of the road from the point of observation is obstructed for more than 30 ° from the point of view. In this case, only those objects that are within the opening corner of the wind directions allowed in the weather window should be used.
Table 3.1 The meteorological name in which:
meteorological day = the period between 1 hour after sunrise and 1 hour before sunset;
meteorological night = the period between 1 hour before sunset and 1 hour after sunrise.
Meteor
permitted wind speeds
allowed wind directions
| meteorological day |
October t/m May V > 1 m/s |
|
| June t/m September V > 2 m/s |
-80 ° < Φ < 80 ° |
|
| Meteorological night |
V > 1 m/s |
V = mean wind speed during noise measurement, at 10 m in the open field near the measurement site; the accuracy with which v is to be determined is 1 m/s for v > 2 m/s and 0,5 m/s for smaller v,
Φ = the mean angle between the mean wind direction during the measurement and the shortest connection line between the point of observation and the road.
Figure 3.1 Definition of Φ.
If the measurement of L' Aeq the microphone shall be placed in the intended surface in order to determine the sound load on the façade of a building (still) in existence.
If the measurement of L' Aeq In order to determine the sound load on the facade of an existing building, the microphone shall be placed 2 metres in front of that facade. In this case, the measured equivalent sound level shall be reduced by 3 dB.
The direct environment of the microphone and the area between the road and the microphone must be in normal condition. There are no non-persistent objects, which affect the measurement result.
The driving behaviour and the distribution of the different motor vehicle categories across the different lanes is normal for the section in question.
The microphone shall be fitted with a structure such that no movement is possible during the measurement. The construction does not influence the measurement result.
The microphone is orientated with its most sensitive direction.
During the measurement period, traffic shall be counted on the road in question. A distinction is made in the following vehicle categories: light, medium and heavy motor vehicles. The measurement period is so long that at least 100 motor vehicles have been passed, the distribution of these vehicles over the vehicle categories is representative of the distribution in the measuring period. The measurement period is not less than 10 minutes.
Noises other than road traffic on the relevant road surface do not affect the result of the measuring result in such a way that a variation of 0,5 dB or greater occurs.
The measurement equipment shall be calibrated before and after the measurement with the calibration source. The difference between the two calibration measurements shall not be greater than 1 dB.
The number of measurements required in a given situation is given in:
Table 3.2. Where, according to Table 3.2, more than one measurement has been prescribed, each measurement shall be carried out on a different day. The final result in case of multiple measurements is given by:
where: LAeq, i The equivalent sound level calculated according to formula 3.1 for measurement i shall be.
N The number of measurements required in the situation in question is the number of measurements required.
distance
minimum number of measurements N
Without a shield
With shield
| R ≤ 10 ( Hb + hw ) |
1 |
1 |
|
| 10 ( Hb + hw ) < |
R ≤ 20 ( Hb + hw ) |
1 |
2 |
| 20 ( Hb + hw ) < |
R | 2 |
3 |
4.1.1
In order to determine the road cover adjustment for a given product, measurements are carried out on at least five different, geographically separated works 1 ) with the same product according to the Statistical Pass-By method (SPB method), described in NEN-EN-ISO 11819-1:2001. According to the SPB method, noise levels are measured from individual vehicle passages. The measuring point is located at 7.5 meters from the heart of the lane on which the vehicles to be measured pass. In addition to the sound level, the vehicle speed shall also be measured.
4.1.2
A distinction is made between the three vehicle categories which are Article 3.2 of the scheme are: light motor vehicles, medium and heavy motor vehicles. For the determination of the road-cover correction, only the measured noise levels LAmax of passages of light and heavy motor vehicles of interest. The road cover correction for medium-vehicle motor vehicles shall be treated as the road cover correction for heavy motor vehicles. In the case of the light vehicles, the vehicles specified in category 1b in Annex B of the NEN EN ISO 11819-1:2001 shall not be taken into account.
4.1.3
By way of derogation from NEN-EN-ISO 11819-1:2001:
-The height of the lift is 3.0 meter. When older measurement results of the road surface are available at 5,0 meters in height, which are used in addition to new measurements for the adjustment of the road cover, the new measurements shall be taken at both 3,0 and 5,0 metres. height.
-The requirements of the acoustic properties of the soil area at the measuring site in the EN-ISO 11819-1:2001 need not be strictly followed, it is recommended to take account of these requirements in the selection of measuring sites. hold.
-As a directive, at least one hundred light and fifty heavy motor vehicles should be available at any location. But it may prevent these numbers from being met at a location, for example, because there are not enough trucks passing. The result of that location may then be included in the further analysis for determining the road cover correction. Ultimately, the size of the 95% confidence interval of the average across all measurement locations or the end result is reliable enough.
4.1.4
At the time of publication of the road-cover correction, the underlying measurement data shall not be over 10 years.
4.1.5
The air temperature is 1.2 m above the road surface during the measurements at between 5 °C and 30 °C. A temperature correction is added to the measured noise levels, which normalizes all measurement results to a reference temperature of 20 °C. Temperature corrections Ctemp, m for m = 1 (light motor vehicles) and m = 3 (heavy motor vehicles) are determined from the air temperature as follows: Tair (in degrees Celcius at 1,2 metres in height above the ground):
4.2.1
By measuring location, linear regression lines for light and heavy motor vehicles are determined from the A-weighted measured noise level (after temperature correction) as a function of lg ( Vm ), in which: Vm is the speed of vehicle category m. A distinction is made between light motor vehicles (m = 1) and heavy motor vehicles (m = 3).
4.2.2
SPB measurement for light or heavy motor vehicles is not suitable for determining the road cover if at the average speed of the measured light or heavy motor vehicles, half of the 95% confidence interval of the motor vehicle is measured. regression line, after rounding up to one decimal, is greater than
and
Here is N1 the number of light motor vehicles measured and N3 the number of heavy motor vehicles measured at the respective measurement site. If, for a vehicle category after the exclusion of one or more locations on the basis of this requirement, less than five locations remain, no road correction (or aging correction, see 4.4.2) may be determined for that vehicle category.
4.2.3
It follows from the regression line for discrete values of the speed of 30, 40, .... 130 km/h (in steps of 10 km/h, for heavy motor vehicles up to 100 km/h), the average A-weighted sound level and the 95% confidence interval of that average.
4.2.4
On N1 light and light N3 Heavy motor vehicles shall be rated at an average A-weighted sound level of 4.2.3 as 'reliable' if half of the 95% confidence interval, having been rounded to one decimal place, is less than or equal to:
or
4.3.1
With the average noise level per vehicle category and per measurement location determined in accordance with Section 4.2, there are at every discrete value of the speed Vm (in steps of 10 km/h) per vehicle category m at least five mean values from different locations k (k = 1, 2, ....) measured total A-weighted sound levels L k, m ( Vm ) of vehicle passages. Of the available values at each speed, a part is qualified as 'reliable' according to the limits to the 95% confidence interval in 4.2.4. The maximum spread between the different locations is less than 2,0 dB (A) for each speed checked, or if reliably qualified values are the maximum spread between the different locations. If the spread is greater, then the location with the value that deviates most from the average of the reliably qualified values for the relevant vehicle category is disregarded. If necessary, this process shall be repeated until the spread is less than 2,0 dB (A). If there are fewer than five locations for a vehicle category, no road cover correction may be determined for that vehicle category.
4.3.2
Per vehicle category m of the (at least five) average noise levels L k, m ( Vm ) from the individual measurement locations at speed Vm (in 10 km/h) a weighted average Lgem, m (vm) calculated based on the 95 %confidence interval size, according to:
In this, Δ95% cik, m one half of the 95% confidence interval for location k and vehicle category m. In the mean, all values are L k, m ( Vm ) carried, so not only the values that are qualified as reliable on the basis of 4.2.4.
4.3.3
In average values of the locations at speed Vm , Lgem, m (vm) , Δ95 %cigem, m (vm) , half the size of the associated confidence interval, determined according to:
4.3.4
From the average values across all locations Lgem, m (vm) in the case of discrete values of the speed Vm (in steps of 10 km/h), per vehicle category m The relationship is derived between the total A-weighted sound level and the logarithm of the speed, with linear regression according to am + bm lg ( Vm / v0 ,m ). The linear regression is based on the mean values at speed Vm which comply with the following requirements:
-light motor vehicles (m = 1): speed range 30-130 km/h and Δ95%cigem, 1 (vm) (after rounding up to one decimal) ≤ 0,3
-Heavy motor vehicles (m = 3): speed range 30-100 km/h and Δ95%cigem, 3 (vm) (after rounding at one decimal place) ≤ 0,8.
The reference speed v0 ,m is equal to 80 km/h for light motor vehicles (m = 1) and 70 km/h for heavy motor vehicles (m = 3).
4.3.5
From the difference between the values am and bm out of the regression according to 4.3.4 and the values of aref, m and bref, m from the reference surface the values are ΔLm and Τm determined according to:
with:
aref, 1 = 77,2 and bref, 1 = 30.6 for light motor vehicles (m = 1) for measurements at 3,0 m height,
aref, 3 = 84,4 and bref, 3 = 27,0 for heavy motor vehicles (m = 3) for measurements at 3,0 m height,
aref, 1 = 75,9 and bref, 1 = 30.4 for light motor vehicles (m = 1) for measurements at 5,0 m height,
aref, 3 = 83.2 and bref, 3 = 25,1 for heavy motor vehicles (m = 3) for measurements at 5,0 m height.
4.3.6
By measuring location and vehicle category, the (linear or arithmetic) average frequency spectrum is calculated in eight octave bands (at mid-frequency frequencies of 63 to 8000 Hz) across all measured frequency spectra of individual vehicle passages on the vehicle. time to the maximum sound level during the passage. Then, by octave band, the average is averaged over the locations, without weighing on the basis of reliability. If a location under 4.2.2 or 4.3.1 has not been taken into account, the frequency spectrum of that location shall also not be taken into account in the averaging of the octave band values. From the octave band values of this across the measuring locations mean spectrum, the energy sum is determined. Then the energetic sum of all octave band values is subtracted, after which the energetic sum over the octave bands of the 'genormed' spectrum is equal to 0 dB (A).
4.3.7
From the genormed octave band values from 4.3.6, the octave band values anref, i, m from the genormed spectrum of the reference surface shall be subtracted from table 4.1. For each octave band value of the difference, the value is then ΔLm to be added out of 4.3.5. This delivers the octave band values of the speed-independent term of the initial road-cover correction ΔLi, m , where i is the number of the octave band (i = 1, 2 ... 8, for the octave tyres of 63 Hz to 8000 Hz).
Part height
Vehicle category
Mid-frequency octave band [ Hz]
63
125
250
500
1000
2000
4000
8000
| 3 m |
Light motor vehicles (m = 1) |
-33.2 |
-27.3 |
-20.3 |
-11.7 |
-2.5 |
-5.1 |
-13.6 |
-24.3 |
| Heavy motor vehicles (m = 3) |
-32.2 |
-25.5 |
-17.2 |
-5.7 |
-3.0 |
-7.6 |
-15,5 |
-24.9 |
|
| 5 m |
Light motor vehicles (m = 1) |
-33.0 |
-27.6 |
-20.5 |
-11.3 |
-2.6 |
-4.9 |
-14.3 |
-25.1 |
| Heavy motor vehicles (m = 3) |
-32.1 |
-25.6 |
-17.2 |
-6.1 |
-2.8 |
-7.5 |
-16.0 |
-25.4 |
4.3.8
The values ΔLi, m and Τm , submit the initial road cover correction Cinitial, i, m In octave tyres, in accordance with:
The initial road cover correction is only valid for those speeds where Δ95% cigem, m (vm) , having been rounded off to one decimal place, is less than or equal to 0,1 for light motor vehicles (m = 1) and less than or equal to 0,4 dB (A) for heavy motor vehicles (m = 3). The valid speed range for the road cover correction will generally be different for light and heavy motor vehicles.
4.4.1
When the initial road cover correction of a specific product is determined according to the preceding paragraphs 4.1 to 4.3 and this product belongs to one of the standard road surface types, it is not necessary to make the ageing correction Ctime to be determined according to the method described below. In that case, the values of Ctime, i, m shall be taken from the standard road-deck type to which the road deck belongs.
4.4.2
The aging correction Ctime, i, m of a specific product follows by octave band I and vehicle category m from the difference between the mean result of SPB measurements in locations with a new road surface ( SPBnew, i, m ) and the average result of SPB measurements in locations where the same road type or product is in use more than 75% of the expected lifetime ( SPB> 75 %lifetime, i, m ):
where:
with the values a ref, m and B ref, m from 4.3.5 a Nref, i, m according to Table 4.1 and Cinitial, i, m as determined in 4.3.8. For determining the ageing correction, a fixed value of the speed is vx, m shall be in the speed range applicable to the situations in which the road surface is intended.
For road decks in urban situations vx, m = 50 km/h and for road cover intended for motorways and motorways vx, m equal to 80 km/h or 110 km/h.
The values SPB> 75 %lifetime, i, m shall be determined from the results of SPB measurements in at least five different locations where the road deck is older than 75% of the expected lifespan. Measurements at the locations with older road decks shall ensure that the speed range of passing motor vehicles corresponds as far as possible to the speed range of the measurements on the new road decks. After temperature correction according to 4.1.5, the regression lines per measurement location and per vehicle category are determined according to 4.2.1 and the 4.2.2 key is performed at speed vx, m (instead of at the average speed). After any exclusion from measurement sites under this key, at least five sites per vehicle category will be available to determine the ageing correction. Of those locations:
a. the average A-weighted sound level Lgem, m ( vx, m ) determined by the values of the regression lines at speed vx, m Arithmetic means and
b. the average frequency spectrum calculated on the measured individual vehicle passages (per vehicle category separately) and genormed according to 4.3.6, such that the energy sum over the octaneous spectrum octave bands is equal to 0 dB (A).
Somealation of Lgem, m ( vx, m ) and the octave band values of the genormed spectrum delivers SPB> 75 %lifetime, i, m .
4.4.3
If no road decks are available yet longer in use than 75% of the expected average life span, there is the ability to SPB> 75 %lifetime, i, m through extrapolation, from the results of SPB measurements on the (at least) five locations with new road decks and on (at least) five locations with road decks that have been in use for a minimum of four years. In so doing, each location with a minimum of four years old road surface shall be known how long the road deck is already in use at that location. From the locations (after temperature correction according to Section 4.1.5) per vehicle category the regression lines are determined according to 4.2.1 and the test is carried out according to 4.2.2 at speed vx, m (instead of at the average speed). After possible exclusion of measurement sites under this test, at least five sites per vehicle category shall be available. From these locations SPB> 4year, m determined by the (at least five) values of the regression lines at speed vx, m Arithmetic means. The gradient between SPBnew, m and SPB> 4year, m is extrapolated from the average length of use Tggd of the measurement sites with at least four-year-old road decks to 80% of the expected average life span T80% Of the relevant road surface:
The values SPB> 75 %lifetime, i, m For each octave band I equal to SPB> 75 %lifetime, m and used in equation 4.12 to make the ageing correction Ctime, i, m to determine.
4.5.1
The road cover correction for octave band i, vehicle category m and speed Vm follows from ΔLi, m , Τm and Ctime, i, m according to:
with
The reference speed v0 ,m is equal to 80 km/h for light motor vehicles (m = 1) and 70 km/h for medium-heavy and heavy motor vehicles (m = 2 or m = 3).
4.5.2
Standard reference method 1 makes use of a road cover correction in dB (A), for which:
The value σm follows σ i, m and the octave band values of the standardised standard spectrum for the sound of road traffic, Lweg, i, m , from Table 4.2:
i =
1
2
3
4
5
6
7
8
| Mid-frequency octave band [ Hz] |
63 |
125 |
250 |
500 |
1000 |
2000 |
4000 |
8000 |
| L Road, i, 1 (light motor vehicles) |
-24 |
-23 |
-21 |
-13 |
-2.5 |
-5 |
-13 |
-27 |
| L Road, i, 3 (heavy motor vehicles) |
-17 |
-17 |
-15 |
-8 |
-3 |
-6.5 |
-14 |
-27 |
4.5.3
In the case of medium-heavy vehicles (m = 2), the road cover correction shall be adjusted to the road cover correction for heavy vehicles.
This chapter describes the calculation rule for determining the value of the correction term of a screen top (2). CT ), as referred to in paragraph 2.10 of Chapter 2 of this Annex.
The calculation rule set out in this chapter is applicable only to a so-called 'T-top', which meets the following geometric conditions (see Figure 5.1):
• point A is at the side of the screen or from the source side of the screen. The distance (horizontal) between point A and point B shall be at least 1,0 metres. Point A shall be at least equal to the height of point B with a tolerance of ± 0,1 metre;
• When the T-top is connected to the vertical screen at the point O, cleats up to a maximum of 10 mm are permissible;
• point C is on the receiver side of the screen. The distance (horizontal) between point B and point C shall be at least 1,0 metres. Point C shall be at least equal to the point B ± 0,1 metre.
Figure 5.1 Schematic representation of the T-top.
In addition, the following requirements for sound isolation and absorption shall apply:
• T-top Sound Insulation: Between points A and B and between points B and C, sound insulating material is present, whose sound insulation ( DAA ) At least 20 dB (A) shall be determined according to EN 1793-2 for the standard road traffic noise spectrum. For closed (not porous) panels, the surface weight in the lightest place is satisfied at least 15 kg/m 2 a.
• Noise absorption of the T-top: The sound absorbing material is present over the whole width between points A and C above the sound insulating panels. The sound absorbing material is not located below the imaginary line between points A and C. The initial sound absorption of a new T-top is such that the level reduction by absorption DLα As determined according to EN 1793-1 at least 9 dB (A) is for road traffic noise.
The value of the correction term CT is independent of the frequency and is calculated separately for each source point observation point. The calculation is done in two steps.
1. The first step determines a curve C in the vertical plane through a source point and an observation point. The curve starts for each sector plane in the point on the edge of the screen top on the source side. The curve is described by formula 5.1.
with:
zC (rTW) : the height of the curve C of the source at the site of the observation point;
z0 (rTW) : the height of the visibility line of the source on site of the observation point;
rTW : the horizontal distance between the edge of the screen top (on the source side) and the receiver;
C1 and C2 : constants.
The parameters are graphically shown in Figure 5.2 and Figure 5.3.
Figure 5.2 Cross section of the calculation of the vertical distance dC between the curve C and the receiver. 
Figure 5.3 The upper view of the calculation of the distance rTW between the screen and the receiver. The vertical distance dC between the curve C and the observation point shall be calculated according to:
The following shall be:
zW : the height of the observation point relative to the reference level (horizontal plane in which z= 0) [ m];
zC : the height of the curve C Relative to the reference level on site of the observation point [ m].
The term dC is negative when the observation point is lower than the curve C .
2. In the second step, the value of CT determined according to the procedure shown in Figure 5.4.
In addition to the parameters already mentioned dC and rTW , the following information is required:
RB : the horizontal distance measured between the source and the sound screen along a particular source observpoint-path [ m];
Rw : The horizontal measured distance between observation point and screen along a particular source observpoint-path [ m];
RBL : the distance between the source and the soundscreen measured along the shortest link line [ m];
RWL : The distance between the sound screen and the point of observation measured along the shortest link line [ m];
zt : the height of the top of the shielding compared to the reference level [ m];
zW : the height of the observation point relative to the reference level [ m].
These parameters are also graphically shown in Figure 5.2 or Figure 5.3.
Figure 5.4 Procedure for the determination of the value of CT. The basic calculation of CT is proceeding according to the following formula:
with:
C3 and A : constants.
The values of the constants for the T-top described in Section 5.1 are shown in the table below. The constant C0 has the width of the edge of the T-top on the road side relative to the center of the screen.
Constant
C0 C C C A| T-top value |
1.0 |
8.3 |
150 |
0.13 |
5.0 |
This chapter describes the calculation rule for the determination of the value of the correction term for a centre-panel display, as referred to in paragraph 2.10 of this Annex.
The calculation rule set out in this chapter is applicable only to a so-called mid-bermscreen that meets the following conditions.
The mid-bermcorrection, Cmbs , applies to those shielding objects consisting of thin walls and where in the corresponding path between the source and the point of observation, except for the named shielding object, a second off object is located at a distance of, Measured perpendicular, not more than 50 metres, the height of which shall be at least equal to the source height. In addition, at least one row line is located between each of the shielding objects. If these conditions are not met, the screening operation of the 'centre bermscreen' is determined in the same way as any other shielding objects as described in section 2.10 of this annex.
Figure 6.1 Schematic representation of the situations where the effect of a mid-bermscreen is determined in accordance with the central bermscreen computation rule.
If the second shielding is a building, that building shall also be located at a distance from the centre bermscreen not exceeding 50 metres. This distance is measured perpendicular to the centre bermscreen and is the distance between the two diffracting bands determining for the shielding. See Figure 6.1.
The effect of a wall between the two lanes in tunnel bins, a kind of mid-mountain display, is not determined in this way because this situation is additional complex and has not yet been verified as to whether the effects are properly described. A road is considered to be in a tunnel box if there is a concrete brick construction where the level of the road surface is at least 2 metres below the mower field. Further investigation into application possibilities for tunnel bins is still being carried out.
The correction term for a midpoint display, Cmbs , it is decided in two steps:
1. There are three distinct areas where the observation point may be located;
2. By area, the question of how to determine the mid-point correction is to be determined.
The centre-bermcorrection for an observation point is equal to the mid bermcorrection as determined for the area in which the observation point is located.
Step 1: the areas to be distinguished
A distinction is made in three areas as shown in Figure 6.2. The lines are respectively the line of the source point over the closest shielding object bent according to the radius with a curvature as indicated in paragraph 2.10 and the curved line over the farthest distant shielding object with Same curvature.
Figure 6.2 Classification of the areas to determine impact of centre bermscreen.
Area A: the area above both lines;
Area B: the area between the two lines;
Area C: the area under both lines.
The observation point is above the curved line through the top of the centre bermscreen if:
The observation point is above the curved line through the top of the side screen if:
where:
Zw : the height of the observation point relative to the reference level;
Zb : the height of the source in relation to the reference level;
zmbs : the height of the centre bermscreen relative to the reference level;
Zzs : the height of the side display in relation to the reference level;
Rmbs : the horizontal distance between the source and the centre-bermscreen;
Rzs : the horizontal distance between the source and the side-bermscreen;
R : The horizontal distance between observation point and source point.
Within areas B and C, Cmbs calculated on the basis of the angle between the two lines separating area B between the two lines. For receivers within area B, the angle ψ between the curved line from the source to the receiver and the curved line of the source shall also be determined by the top of the side display, see Figure 6.3.
Figure 6.3 Illustration of the angles between ks and coins.
The : the angle between the tangent lines in the source point at the curved lines of the source over the measuring diffraction point of both shielding objects;
Ψ : The angle between the tangent lines in the source point at the curved lines of the source over the measuring diffraction point of the side-bermscreen and the curved line between the source point and the observation point.
The corners The and Ψ shall be calculated as follows:
Step 2: Calculation of Cmbs
The value of Cmbs shall be determined as follows:
Cmbs = Cmbs (A) if the observation point is located in area A;
Cmbs = Cmbs (B) if the observation point is located in area B;
Cmbs = Cmbs (C) if the observation point is located in Area C.
Determination Cmbs (A)
For observation points in area A, Cmbs (A) determined according to the method as described in paragraph 2.10:
where:
H the effectiveness of the screen,
F (Nf) a function with argument Nf (the fresnel number);
Determination Cmbs (C)
For observation points in area C, a fixed value calculated from angle (degrees) of (degrees) between the two lines shall be defined by area B. Corner of the document is determined on the spot from the source. The correction is given by:
where: I The octave band index is.
Determination Cmbs (B)
For observation points in area B, the correction depends on the location of the observation point. This is expressed in the angle ψ (in degrees) between the curved line from the source to the receiver, and the curved line from the source to the side display. Cmbs (B) shall be determined according to the following formulae:
where: I The octave band index is.
The correction in area B is applied only if the line through the top of the centre bermscreen is higher than the one by the top of the side display. The angle will then have a positive value. In situations where the angle of the angle is given in a relatively low central pitch (in the case of a relatively low centre of the centre), observation points within area B shall be treated as in area C.
The terms 'year' and 'a representative period of time' shall be used in the definition of the measuring intensity of the noise. The acoustic research focuses, for roads that are not on the sound ceiling map, on the measuring (i.e. the noise-tax-determining) year and (in that year) on a period of time in acoustic terms, for the whole year. representative. For such a period of time (the representative period) the so-called long-term equivalent noise level shall be determined. If the one day in respect of traffic and traffic composition does not differ significantly from another day, the representative period shall not be longer than one day. Where periodic phenomena occur with regard to the traffic image, longer periods should be considered. The variable intensities occurring during the period of the year for the noise load shall be arithmetic on average to a representative volume of traffic: the measuring intensity.
In cases where special circumstances do not occur, the year of measure may be used for the tenth year after the opening or reconstruction of the road or, in existing situations, the 10th year following the acoustic examination. Of course, this does not apply to the determination of 'the present value' as defined in the provisions of the reconstruction ( Article 100, second paragraph, point (a) of the Act ). In this case, the (annual average) traffic rates shall be based on the time of commencement of the reconstruction.
For roads that are on the sound-ceiling map, acoustic research is not focused on the year of the year, but on the applicable sound production ceiling. That is regulated by Article 3.9. All the necessary data for the recording of the source in the acoustic examination can be found in the public noise register.
In the definition of speed of traffic, the term 'representative speed' shall be included. If the representative level of traffic can in principle be maintained the maximum legal speed can be used. However, if it is shown that this legal speed does not correspond to the average speed on the road, the reasons may be deviated from the justification.
In the second paragraph categories of motor vehicles are distinguished. It has been shown that motorcycles are only a small part of the total traffic flow, that they generally do not have a significant impact on the equivalent sound level. They are therefore not included in the categories of motor vehicles which are to be considered. Moreover, there is no ruling on the nuisance of motorcycles. Due to certain driving behaviour and the state of maintenance, motorcycles can sometimes be experienced as particularly aregous.
In cases where vehicle types such as mopeds and trams make a relevant contribution to the equivalent noise level, further examination may be necessary. The explanatory notes to the annexes provide an appropriate hand-held basis. In such cases, a description and justification of the chosen method shall be necessary.
The classification given in this Article is chosen in order to permit visual traffic. Automatic counting equipment is often based on a different category of categorisation (e.g. the distinguishing criterion of the length of the vehicles). The category format of the automatic counts can usually not be 'translated back' into the category classification of this article. The differences in the equivalent noise level that will occur are usually small, so that the use of the automated counting figures does not need to meet any objections. However, a justification must be provided showing that the difference in the method used is low on the road type (less than half a decibel). This responsibility does not need to be carried out for each individual acoustical examination. It shall be sufficient to provide a justification for each counting method, broken down if necessary according to the different traffic compositions that can occur on the roads on which the automatic count is carried out.
The emission numbers for light motor vehicles have been adjusted with respect to the emission numbers in the Noise and Measurement Regulation of Noise 2006. The update has been done on the basis of emission measurements in 2009 and 2010.
With regard to traffic rates, it is noted that relations 1.4 to 1.6 are based on average speeds lying in the following intervals: 30 ≤ vlv ≤160 km/h, 30 ≤ vmv ≤ 110 km/h, 30 ≤ vzv ≤ 110 km/h.
The starting correction Coptrek Takes into account the effect of inhibiton and starting-up traffic near crossings of roads and the effect of speed limiting obstacles such as mini roundabouts, traffic thresholds, etc.
The obstacle correction (due to the desired simplicity) is presented in standard method 1 using one formula in which the different behaviour of the vehicle categories is processed. The results to be determined on the basis of this formula approach the corrections as described for the standard method 2. The adjustment is determined by row.
The surcharges to be calculated with the given formulae shall display the surcharge on the sound level in relation to a situation where the traffic is at a constant speed of 50 km/h.
If near a cross the LAeq because of the total traffic on the crossing roads should be determined, it is first LAeq For each road, calculated separately. In cases where there is limited access to the side road from the point of observation, the method of calculation does not have more than one indicative value by the fact that the LAeq Because of the side road, it's overrated.
The scope of the standard reference method 2 is wider than that of the standard method of method 1 and the standard measurement method as given in or Chapters 1 and 3.
As it is impossible to provide a method applicable in all possible cases in this scheme, it is stated, for each part of the method of calculation, under which conditions further investigation of that part is necessary.
The given formulae 2.1 and 2.2 are derived from the definition of the equivalent sound level LAeq which according to NEN-ISO 1996-1:2003 reads:
where: t1 and t2 are the start and end times, respectively, of a specified time interval in seconds, PA (t) Instantaneous A-weighted sound pressure (in Pa) and po is the reference sound pressure of 20 μPa.
The total opening angle of the observation point can have two values, namely:
a. 180 ° if LAeq For the purpose of establishing the sound load of a façade, or
b. 360 ° if the LAeq shall, for the purpose of establishing the noise load on an area belonging to a noise-sensitive object as specified in Article 1.2 of the Decision .
In case of ineffable surfaces of the reflective surface, it is necessary to think of balconies, galleries, staircases and the like in case of facades. If the source or observation point is at a short distance, the scattering effect of the ineffable units can lead to sound levels that do not correspond to the results of this calculation method. A further study, such as practice or scale model measurements, may result in an outcome. If the observation point is on the facade (this is the case when the sound load of the façade is to be fixed), the above obviously does not apply to the observation point.
In fact, the surface of an object by sector is approached by a flat plane. If this approach is not a good description of the real situation, then in many cases, the division of the surface across multiple sectors with a smaller opening angle may be the solution. If this is not the case then further examination is required, for example in the form of practice or scale model measurements.
The emission numbers for light motor vehicles have been adjusted to the emission numbers in the Noise and measurement of noise control 2006 . The actualisation has been done on the basis of emission measurements in 2009 and 2010.
A logarithmic link has been assumed between the source power and the speed, which is suband extrapolable up to 30 km/h and up to 110 km/h in the case of medium and heavy motor vehicles and up to 160 km/h in case of light motor vehicles.
That in the vicinity of intersections and other points where braking and subtraction is found to be a different noise load than free flow is mainly due to increasing noise emission in the acceleration of the noise emission of the vehicle. the individual vehicles. On this basis, a sector-by-sector basis would actually be a starting bonus for the emission period. LE (§ 2.4) are to be added up. However, a good calculation model for the purpose of this higher-up supplement requires so many-often non-existent-input data, which has been chosen here for a highly-modulated model.
By following the calculation method chosen in Formula 2.2, an action fee must be charged in each sector and in each octave band. The starting correction is dependent on the vehicle category.
The starting correction ΔLOP Takes into account the effect of inhibiton and starting-up traffic near crossings of roads and the effect of speed limiting obstacles such as mini roundabouts, traffic thresholds, etc.
The surcharges to be calculated with the given formulae shall display the surcharge on the sound level in relation to a situation where the traffic is at a constant speed of 50 km/h.
In Figure 6.2, an example explains how the distance a is determined in the case of a crossing point. For the calculation, only the distance A from the observation point to the edge of the intersection and the type of crossing of interest.
Figure 6.2. Two examples of the determination of the distance (a). In the points W, the LAeq is calculated because of the lines outlined.
The absorbent effect of noise-absorbing road surface types on the transfer is included in the calculations. This is relevant for broad road hares, such as multi-scatter cars (fast) roads. Because the method of determination of the road cover correction (also) takes into account the absorbing properties of the road surface, the road section is modelled as acoustically hard under the line.
For the determination of absorption in the source area, the method is adjusted relative to the Noise and measurement of noise control 2006 ., a solution is chosen independently of the location of hard/soft transitions or the boundary of soil surfaces. A solid strip of hard ground area is defined below the row line, making the first part of the sound transmission always over a reflecting bottom. The length of this section is different for each sector. The length X is made proportionally over length Y, via the formulation X/sin (θ).
The chosen approach (with a fixed distance of 5 metres perpendicular to the line with acoustically solid ground) is used only if there is a significant absorbent road-type for a source point (ZOAB, (Fine) two-day ZOAB). For the remaining situations, the method of determining the average absorption fraction shall not change. The plane below the source point (which is modelled based on the actual boundaries of the road surface) has an absorption fraction of 0.
Section 2.10 allows for the possibility to take into account the (positive) effect of a so-called screen top on screen operation. This effect has been described by a separate term in the screen operation formula. Because there is a strict overlap between this correction term ( CT ) and the profile-dependent correction term ( CP ) Table 2.8 provides that the last term is 0 as used of the correction for a screen top.
The calculation rule to determine the value of this correction term is set out in Chapter 5 of this Annex. This calculation rule is applicable to all common screen types where, in the case of reflective screens, it is used with a mirror source.
From Table 2.8 different sections include transfers, whole or partial transfer, weighing in ingradings with a top angle of 165 ° to 180 °.
When a road on both sides is provided with a (high) reflective sound screen, reflection and interference in the enclosed space creates a very complex sound field, giving the shielding model calculated sound levels. In particular at observation points located near the visibility of the screen, cannot always be sufficiently reliable. This also applies to specific screen constructions, such as awnings and overkappings. If the situation gives rise to this, more than one reflection can be expected. In such cases, further research with more advanced models may be necessary.
On reflection on a sound absorbing screen, the frequency-dependent absorption term α (in paragraph 2.11) may be derived from an absorption spectrum to be provided by the manufacturer of the construction in question. The determination of such absorption spectrum shall have taken place in an independent specialised laboratory and according to a specified verifiable method.
A measurement of the equivalent noise level of road traffic can only rarely occur in the measurement of the measurement of the measurement of traffic. A noise measurement should therefore always be accompanied by a count of traffic, which belongs to the vehicle categories referred to in Article 1.1 (2) of this Annex. If, in addition to these categories, the placing on the account of mopeds, motorcycles or trams is considered necessary, these categories shall also be counted. Using the term ΔE Then the measured equivalent noise level shall be taken to the equivalent sound level at the measurement traffic levels.
Since it is technically better to measure in the case of co-wind conditions, a meteocorrection (the term Cm ) necessary to reach the equivalent sound level LAeq for meteorological average conditions.
The specified minimum number of vehicles to pass during a measurement is required in order to be able to speak of a statistically valid sample from the relevant vehicle category. For this minimum number of vehicles it must be thought that the distribution among the different vehicle categories is such that the standard is used. ΔE be statistically sufficiently reliable. This means, in general, that the minimum number of measured (waist) heavy motor vehicles must be at least equal to 100 x the fraction of the (medium) heavy motor vehicles in the measuring period.
The meteorological conditions do not indicate a value for the maximum wind speed, but it is determined that the wind noise level should be less than 10 dB (A) below the sound level to be measured. Compliance with the general requirement that interfering noises should not affect the measurement result in such a way that a variation of 0.5 dB (A) or greater occurs.
The road cover correction is the increase in noise emission in dB (A) or in dB (A) per octave band compared to densely asphalted concrete. In this updated rule, the method for determining the road-cover correction has been substantially altered. The background to this is the insight that has been gained over the past decade, that the sound properties of most disposable types during the period of use are developing significantly differently from those of dense asphalt concrete (the reference). With the introduction of an aging correction ( Ctime ) The effects of road surface types on the equivalent sound level can be carefully included in the calculations. The disposable cover described in this regulation can be seen as the best estimate of the average sound properties of a road type over the entire use period. In addition, the method processes the effect of recent emission measurements on the reference, allowing both the emission and the road cover correction to be based on the results of the same measurement campaign.
This approach to taking the influence of the road surface implies that as well as this is the case for traffic intensity, traffic composition and traffic speed, also the road-cover correction by and under the responsibility of the road manager shall be delivered to the body designated for the acoustic examination. The reason for this explicit emphasis on the role of the road manager is the following. The acoustic quality of a road surface is determined entirely by the design, its implementation and its maintenance. For these civil engineering aspects, the administrator shall be fully responsible so that he can fully control the contribution to the road surface in the noise emission (the road cover correction). The ongoing developments in noise-reducing road deckhardings are also contributing to the modified approach.
Chapter 4 describes the method of determining the road cover correction. Concrete road-correction factors are not included in this regulation. Data on standard road cover types, such as ZOAB and two-tier ZOAB, and the road-stud-correction factors of standard road-types and producers ' products can be found on the website www.stillerverkeer.nl. On this website are also the values of the The ageing correction of the standard disposable types available.
General
The method of Chapter 2 of this annex is always intended to determine the effect of a screen. If there are multiple diffracting teeth, the effect of the most decisive diffracting force will be taken into account. The effect of a double diffraction is not discounted in this way. Using methods from HARMONOISE, the effects of dual diffracting teeth have been determined and then verified with BEM-PE computational models. The results proved to be well-matched.
Because the effect is no longer applicable in the Meakawa formulas, it is chosen to account for the effect of a mid-bermscreen in the following manner. The effect of the screen is determined from the screen in the side berm or another off-screen object next to the road. For the driving lines that are situated between a sound screen in the centre berm and the and the shielding object next to the road, the reflection against the centre bermscreen is also charged. An octave-band-dependent correction is applied to the driving lines that are behind the centre-bermscreen, seen from the shielding object adjacent to the road. Cmbs on the screen operation of the object next to the road.
Cmbs shall be determined for each source, by sector and per octave tyre. The checking whether an off-screen object in the centre-berm meets the conditions as described in Chapter 6 is also carried out by the source observation path.
Separate areas
There are three areas to be distinguished. The screen operation of the centre-bermscreen in area A is calculated using the existing formulae of chapter 2, with the exception of the correction for a screen top and the profile-dependent correction. For Area B, the screen operation depends on the angle between the lines across both screens and the situation from the line from source to observer. For Area C, a constant value which is partly dependent on the angle between the lines on both screens shall be applied.
symbol
unit
Description
Paragraph
| α | - |
sound absorption coefficient of the object in the corresponding octave band |
2.11 |
| α | dB (A) |
emission speed |
2.4 |
| Β | dB (A) |
emission speed |
2.4 |
| δAIR | dB/m |
the air-damping coefficient |
2.7 |
| δrefl | dB (A) |
the level reduction as a result of one reflection |
2.11 |
| Ε ε | m |
Acoustic detour |
2.10 |
| σ m |
dB (A) |
reference rate difference V0 |
1.5; 4.5 |
| σ m, i |
dB (A) |
Difference for oktaafband at reference speed V0 |
2.4; 4.5 |
| Φ | ° |
the opening angle of the sector |
2.6 |
| Φ | ° |
the mean angle between the mean wind direction during the measurement and the shortest connection line between the observation point and the road |
3.3 |
| Θ | ° |
the angle that makes the sector flat with the row segment |
2.6 |
| Γ | - |
features used to calculate the soil damping |
2.8 |
| A | m |
the distance from the observation point to the middle of the obstacle |
1.6; 2.5 |
| B | - |
the soil factor |
1.9 |
| Bb | - |
the absorption fraction of the source area |
2.8 |
| Bm | - |
the absorption fraction of the middle area |
2.8 |
| Bw | - |
the absorption fraction of the observation area |
2.8 |
| bm | dB (A) |
speed index per 10-day speed increase |
1.5; 2.4; 5.1 |
| CH | dB (A) |
the hellation correction |
2.4 |
| Cintersection | dB (A) |
the correction due to a crossing point |
1.6 |
| CM | dB (A) |
the meteocorrectimeter |
2.2; 2.9; 3.1 |
| Cobstacle | dB (A) |
the correction due to a situation that is significantly limiting the average speed |
1.6 |
| Coptrek | dB (A) |
correction term in relation to any traffic-controlled crossings of roads, or in connection with road obstacles that reduce the average speed |
1.4, 1.6 |
| cp | dB (A) |
the profile-dependent correction term |
2.10 |
| Reflection | dB (A) |
correction term in connection with any reflections against conversions or other vertical planes |
1.4, 1.7 |
| CT | dB (A) |
correction term due to a screen top |
2.10; 6.1; 6.2 |
| Ctemp, light | dB (A) |
Temperature correction for light motor vehicles |
5.4 |
| Ctemp, heavy | dB (A) |
temperature correction for (medium) heavy motor vehicles |
5.4 |
| Croad | dB (A) |
the road cover correction |
1.5; 2.4; 5.1; 5.3 |
| 95 %c.i. | dB (A) |
95 %-confidence interval of SPB measurement |
5.4 |
| Dafstand | dB (A) |
term that will account for the weakening due to the distance |
1.4, 1.8 |
| Dsoil | dB (A) |
term that accounts for the weakening as a result of the soil effect |
1.4, 1.9 |
| Dair | dB (A) |
term that will account for the weakening due to air damping |
1.4, 1.9 |
| DAA | dB (A) |
Noise level reduction through sound insulation |
6.1 |
| DLα | dB (A) |
Noise level reduction by noise absorption |
6.1 |
| Dmeteo | dB (A) |
term that accounts for the difference between the meteorological average sound transmission and the reference wind situation |
1.4 |
| Ed | m |
horizontal distance between observation point and row line |
1.1 |
| dC | m |
vertical distance between the curve C and the receiver |
6.2 |
| Dr. | m |
horizontal distance from reflection plane to the line closest to the observation point |
1.7 |
| Dw | m |
horizontal distance to the nearest line |
1.7 |
| E | Emission number |
1.4, 1.5 |
|
| ΔE | dB (A) |
Difference in the noise emission between the measuring traffic situation and the traffic situation occurring during the measurement |
3.1 |
| Elv | dB (A) |
Emission number of light motor vehicles |
1.5 |
| Measure | dB (A) |
The emission number based on the measurement of the measurements and speeds |
3.1 |
| Emeting | dB (A) |
The emission number starting from the traffic levels and speeds occurring during the measurement period |
3.1 |
| Emv | dB (A) |
Emission number of medium-vehicle motor vehicles |
1.5 |
| Ezv | dB (A) |
Emission number of heavy motor vehicles |
1.5 |
| fobj | - |
Object fraction |
1.7 |
| H | - |
the effectiveness of the screen |
2.10 |
| Hb | m |
the height of the source point above the mean mower field altitude in the source area |
2.8; 2.9; 2.10; 3.1; 3.3; 3.5 |
| T | m |
the effective screen height |
2.10 |
| hT | m |
the height of the top of the shielding to the local mower. |
2.10 |
| hw | m |
the height of the observation points above the mean mower field height in the observing area |
1.1; 1.9; 2.8; 2.9; 2.10; 3.1; 3.3; 3.5 |
| hweg | m |
height of the road surface to the mower field |
1.1, 1.9 |
| I | - |
Octave band index |
2.4; 2.10; 2.12 |
| J | - |
Indication of sector |
2.2; 2.12 |
| K | - |
the intersection of the screen with the visibility line |
2.10 |
| L | - |
The intersection of the screen with a curved sound beam that runs under the wind conditions of the source-to the observation point |
2.10 |
| lv | - |
category light motor vehicles |
Art. 3.1 |
| LAeq | dB (A) |
the equivalent sound level |
1.1; 1.4; 2.2; 2.3; 3.1; 3.2 |
| L' Aeq | dB (A) |
the measured equivalent sound level |
3.1. |
| LAeq, i | dB (A) |
LAeq due to the I -the row line |
1.4, 3.5 |
| LA, max | dB (A) |
Maximum A-weighted sound level |
5.4 |
| ΔLB | dB (A) |
bottom damping |
2.2; 2.8 |
| LE | dB (A) |
the emission meter |
2.2; 2.4 |
| Leq, i | dB (A) |
the A-weighted equivalent sound level in octave band i |
2.12 |
| Leq, i, j, n, m | dB (A) |
contribution to the LAeq in 1 octave, 1 sector, 1 source point and 1 vehicle category |
2.2 |
| ΔLGU | dB (A) |
the geometric extension strength |
2.2. |
| ΔLintersection, m | dB (A) |
the surcharge due to a junction |
2.5 |
| ΔLL | dB (A) |
Air damping |
2.2; 2.7 |
| ΔLobstacle, m | dB (A) |
the surcharge due to a situation that greatly limits the average speed |
2.5 |
| ΔLOP | dB (A) |
the starting supplement |
2.2; 2.5 |
| ΔLSW | dB (A) |
The screen operation |
2.2; 2.10 |
| ΔLR | dB (A) |
The level reduction from reflections |
2.2, 2.11 |
| l1 and l2 | - |
Boundary lines |
1.1 |
| m | - |
vehicle category |
1.5; 2.2; 2.4 |
| mv | - |
Medium-heavy motor vehicles |
Art. 3.1 |
| N | - |
the number of lines |
1.4 |
| N | - |
the number of measurements required in a given situation |
3.5 |
| N | - |
the number of source points |
2.2 |
| Nf | - |
the fresnel number |
2.10 |
| Nrefl | - |
the number of reflections between source and observation point |
2.11 |
| n- | - |
source point |
2.2; 2.12 |
| n- | - |
number of vehicles measured |
5.4 |
| P | % |
the sum of the percentage mz and zv |
1.6 |
| Ph | % |
the percentage of the slope of the road |
2.4 |
| Q | H -1 |
is the average intensity of the vehicle category concerned |
1.5; 2.4 |
| q | - |
the type of crossing |
2.5 |
| R0 | m |
the distance between the source and the point of observation, measured along the shortest connection line |
2.6; 2.7; 2.10 |
| R | m |
the distance measured horizontally between the source and the observation point |
2.8; 2.9; 2.10; 3.1; 3.3 |
| RB | m |
The distance between the source and the sound screen measured horizontally |
6.2 |
| RL | m |
the sum of the lengths of the line pieces BL and LW |
2.10 |
| RT | m |
the sum of the lengths of the line pieces BT and TW |
2.10 |
| Rw | m |
The distance measured horizontally between the observation point and the screen |
2.10, 6.2 |
| RBL | m |
the distance between the source and the sound screen measured along the shortest connection line |
6.2 |
| RWL | m |
the distance between the sound screen and the point of observation measured along the shortest connection line |
6.2 |
| R | m |
the shortest distance between observing point and the respective row |
1.1, 1.8, 1.9 |
| rTW | m |
the horizontal distance between the edge of the screen top (on the source side) and the receiver |
6.2 |
| Sb | - |
the effectiveness of the soil damping in the source area |
2.8; 2.10 |
| Sw | - |
the effectiveness of the soil damping in the observing area |
2.8; 2.10 |
| T | ° |
the top corner of the screen |
2.10 |
| V | Km/h |
the average speed of the relevant vehicle category |
1.5; 2.4; 3.3; 5.1 |
| Vo | Km/h |
the reference speed of the relevant vehicle category |
1.5; 2.4; 5.1 |
| W | - |
observation point/observer |
1.1; 2.10 |
| Y | m |
part of the road surface which is always regarded as acoustically hard in the source area when determining absorption fraction |
2.8 |
| zv | - |
category heavy motor vehicles |
Art. 3.1 |
| z0 | m |
the height of the visibility line of the source at the spot of the observation point |
6.2 |
| zB | m |
the height of the source from the reference level |
2.10 |
| zC | m |
The height of the curve C relative to the reference level on site of the observation point |
6.2 |
| zK | m |
the height of point K (intersection screen and vision line) relative to the reference level |
2.10 |
| zL | m |
the height of point L (point of intersection and curved sound) to the reference level |
2.10 |
| zt | m |
the height of the top of the shielding to the reference level |
2.10, 6.2 |
| zW | m |
the height of the observation point to the reference level |
2.10, 6.2 |
1. GENERAL
1.1 Concepts
1.2 Railway vehicle categories and railway structures
1.2.1 Existing railway vehicle categories and railway structures
1.2.2 New railway vehicle categories and railway structures
2. THE DB EMISSION NUMBER
2.1 The emission number in dB of an emission pathway
2.1.1 Main Formula
2.1.2 Data
2.2 Speeds
3. THE EMISSION NUMBERS PER OCTAVE BAND
3.1 Source altitudes
3.2 Superstructure
3.3 Data
3.4 Method of calculation
3.5 Emissions of concrete and steel works of art
3.5.1 Concrete works of art
3.5.2 Steel works of art
3.6 Speeds
4. STANDARD METHOD 1 (SRM1)
4.1 Concepts
4.2 Geometric definition situation
4.3 Scope of application method
4.4 Calculation model
4.5 Modelling of the situation
4.5.1 Source line
4.5.2 Reflections
4.5.3 Observing points
4.6 Reflectimeter
4.7 Distance sterm
4.8 Air absorption
4.9 Soil Effects
4.10 Meteocorrectieterm
5. STANDARD METHOD 2 (SRM2)
5.1 Concepts
5.2 The main formula
5.3 Modelling of the situation
5.3.1 Source lines
5.3.2 Soil Conditions
5.3.3 Height Differences in soil
5.3.4 Standard talud
5.3.5 Consider
5.3.6 Tunneling bins
5.3.7 Noise screens and shielding objects
5.3.8 Perrons
5.3.9 Works of art
5.3.10 Noise-absorbing performance
5.3.11 Reflections
5.3.12 Houses and observation points
5.4 The geometric extension strength ΔLgu
5.5 Transfer attenuation ΔLod
5.5.1 The air damping DONE
5.5.2 Soil damping DB
5.5.3 The meteocorrectimeter CM
5.6 The screen operation ΔLsw
5.7 Determination of track-specific absorption
5.8 Determination of rail-specific noise
5.9 The level reduction due to reflections LR
5.10 The octave band spectrum of the equivalent sound level
6. MEASUREMENT METHODS
6.1 Disposition of transfer weakening
6.2 Method of measurement and modelling of steel works of art
6.2.1 Introduction
6.2.2 Sound mission allowance
6.2.3 Rolled noise increase and artificial noise
6.2.4 Measuring the noise emission allowance
6.2.5 Modeling in SRM2
6.2.6 Scales of source emissions
6.3 Method in special circumstances
6.4 Equipment
6.5 Meteorological conditions
6.6 The measuring site
7. EMISSION REGISTER
8. EXPLANATORY NOTES ANNEX IV
8.1 General
8.2 Railway vehicle categories
8.3 Emissions Numbers (Chapters 2 and 3)
8.3.1 Effect of track safety management
8.3.2 Surcharge for works of art
8.4 Standard method of method 1 (Chapter 4)
8.5 Standard Test Method 2 (chapter 5)
8.6 Measuring Method (chapter 6)
8.7 Use emission register (Chapter 7)
For the purposes of this Annex:
Window-period: part of an etcheting, on which the equivalent noise level is determined;
unit of account: locomotive, train train, coach or wagon, if it is part of the vehicle type of vehicle,
Speed: the speed to be considered as representative of the vehicle for the respective emission range by the vehicle type by vehicle type;
Traffic intensity: the number of units of account of a vehicle type of vehicle passing per hour per hour, on average over an etmeal period, to a given emission journey.
All rail vehicle types are classified in a vehicle category.
The rail vehicle types that run on the Dutch railway infrastructure are classified in the 11 Railway vehicle categories set out in the table below. The classification is mainly based on differences in type of drive and wheel braking system.
The emission used in this Annex is linked to a unit of account of a vehicle category. The table below shows the number of units of account of a given composition of a rail vehicle. In general, a unit of account is accompanied by a locomotive or railway carriage. That is not the case for different rail vehicles. In the case of high-speed rolling stock, a total train shall be regarded as one unit of account.
Cat
Type
Drawing (by scale)
Units of account shown
Display length
| 1 | Category 1 railway category: block-inhibits passenger equipment: -Electric------------------------------------------ - |
||||
| Mat ' 64 |
 |
2 |
52 m |
||
| 2 | Railway category 2: disc + brakes braked passenger equipment -electrically powered vehicles with mainly disc brakes and added cast-iron cubes: the ICM III, ICR and DDM-1 intercitymaterial. |
||||
| ICM III |
 Has 3 units of account per train set. |
2 |
54 m |
||
| ICR |
 The category of classification depends on the braking system. If the added block brake is switched off, the category 8, if this brake has been carried out with alternate (LL) blocks is the category 3 and if this brake has been carried out with cast iron blocks, the category 2 is the category 2. |
2 |
53 m |
||
| ICR (BNL) |
 The category of classification depends on the braking system. If the added block brake is switched off, the category 8, if this brake has been carried out with alternate (LL) blocks is the category 3 and if this brake has been carried out with cast iron blocks, the category 2 is the category 2. |
2 |
53 m |
||
| DDM-1 |
 Has added block brake. At the latest, almost identical to the DDM-2/3 that is classified in category 8. Always with a locomotive. |
2 |
52 m |
||
| 3 | Category 3: Disc + Braked electrical equipment: -electric travel equipment with only disc brakes and with engine noise: the urban district (SGM-II/III); -electric locomotives, such as the series 1600, 1700 and 1800; -electrically powered passenger equipment with mainly disc brakes and added alternative (LL) block reference: e.g. ICR intercitymaterial; -the Utrechtse express tram (SUNIJ). |
||||
| SGM |
 |
2 |
52 m |
||
| EWE |
 There are 2 edits per unit of account. |
1 |
29 m |
||
| 4 | Vehicle category 4: cast iron block goods: -all types of goods material with cast-iron blood block muses. |
||||
| Goods |
 The category of freight wagons depends on the braking system. Wagons with cast iron blocks fall into category 4. Wagons with alternative (K- or LL-) block brake or disc brakes are in category 11. Some freight cars, like Hiirs and Laeks, have gelled. Articled freight wagons look like separate cars, but drive under only one vehicle number and count as 1 unit of account. |
1 1 1 1 1 |
Variable Fleet average cira 15 m |
||
| 5 | Railway category 5: block-inhibits diesel equipment: -diesel-electric passenger equipment with only the use of cubes and the associated locomotives: DE-I/II/III; type trainsets; -diesel-electric locomotives, except the DE-6400. |
||||
| 6 | Railway category 6: disc-braked diesel equipment: -diesel-hydraulic passenger equipment with only disc brakes and with engine noise: the Wadector (DH), the Buffel (DM ' 90) -the diesel-electric locomotive DE-6400 |
||||
| DM ' 90 Buffel |
 |
2 |
52 m |
||
| 7 | Railway category 7: disc-braked metro and fast-track equipment: -Metro and express tramway equipment of the CFP and the RET Hinged geledings with 3 bogies are 1 unit. |
||||
| 8 | Railway category 8: disc-braked passenger equipment: -electric travel equipment with only disc brakes: the types of ICM IV, vIRM-IV/VI, DDM-2/3, ICK, SLT, Protos, GTW-EMU; -electrically powered passenger vehicles (adjusted ICR); -diesel-electric light equipment: The Lint, Talent, GTW-DMU; -RSG3 and SG3 equipment (Randstadrail). |
||||
| ICM-IV |
 Has 4 units of account per train set |
2 |
54 m |
||
| IRM |
 |
2 |
54 m |
||
| DDM-2/3 |
 At the latest almost equal to the DDM-1 that is classified in category 2. Usually drives mDDM with engine in place of locomotive. |
2 |
52 m |
||
| SLT-S100 |
 Shown is half a train body. A whole treinstel consists of 6 units of account. |
3 |
50 m |
||
| SLT-S70 |
 Shown is half a train body. A whole treinstel consists of 4 units of account. |
2 |
35 m |
||
| Protos |
 |
2 |
53 m |
||
| GTW2/8 |
 Number of units of account ≠ number of gelling. |
3 |
56 m |
||
| GTW2/6 |
 Number of units of account ≠ number of gelling. |
2 |
41 m |
||
| Ribbon |
 |
2 |
42 m |
||
| RSG3 |
 |
3 |
43 m |
||
| 9 | Rail vehicle category 9: disk + block brakes limited to high-speed equipment: -electrically operated high-speed equipment with mainly disc brakes and added block moulding on the motor vehicles: the train sets of the Thalys type; -electrical high-speed equipment of type ICE-3. |
||||
| V250 |
 A V250 (Albatross) consists of 8 sections and counts as one unit of account (201 m). Shown are the first 2 sections. |
0.25 |
52 m |
||
| ICE |
 An ICE consists of 8 sections, and counts as one unit of account (201 m). Shown are the first 2 sections. |
0.25 |
51 m |
||
| Thalys |
 A Thalys consists of 10 sections, and counts as one unit of account (200 m). Shown are the first three sections. |
0.30 |
63 m |
||
| 10 | Rail vehicle category 10: lightrailstock: -type A32 lightraililequipment and the Citadis Region; -other types of disc and/or magnetic brake equipment with the following characteristics: axle load less than 10 tonnes, swept wheels having a diameter of less than 700 mm, shielding of wheels and rails by a low floor and similar axle density as A32 materiel. |
||||
| A32 |
 Note: number of units of units ≠ number of gelling |
2 |
30 m |
||
| Citadis Region |
 |
3 |
38 m |
||
| 11 | Railway category 11: freight equipment with alternative block (K- or LL-blocks): -all types of freight equipment with alternative (K- or LL-) blood-block mms. For figures: see category 4. |
||||
From the railway vehicle types mentioned in paragraph 1.2.1 in particular in Categories 1 to 11, emission characteristics have been established in the past. This classification is based on the type of drive and braking system.
The emission characteristics of a new rail vehicle type or of a new railway construction shall be determined by means of a measurement.
Changes made to these vehicle types or to the availability of new rail vehicle types shall be subject to the following rules:
1. If there is a modification of an existing railway vehicle type (with different type number etc.) where the drive type and the type of braking system do not change: this vehicle type shall be classified in the same vehicle category as in which it is used was placed before the modification.
2. If there is a modification of an existing railway vehicle type (with different type number etc.) where the drive and/or braking system has been modified: using procedure A from the Technical System Emission Methods Railtraffic 2006 is tested or the vehicle type of vehicle can be classified into an existing category.
3. For the application of procedure A from the Technical Scheme Emission-eating methods Railtraffic 2006 does not result in a classification in an existing category: with procedure B from the Technical Rules Emission-eating methods Railtraffic 2006, new Emission speeds for the vehicle type of vehicle.
In determining the correction term of a new type of superstructure construction, procedure C shall be used from the Technical System Emission-eating methods Railtraffic 2006.
A measuring method other than that included in the Technical Regulations Emission-eating methods Railtraffic 2006 shall be permitted if it is assumed that the other method of measurement is at least equivalent to the one in the Technical Code in the relevant situation. Rail Transport Emission Methods Scheme 2006 methods described.
The calculation shall be as follows:
where:
E No, c = emission for non-inhibitory vehicles from vehicle category C ,
E r, c = emission for inhibitory vehicles from vehicle category C ,
C = category
The emission limits per rail vehicle category shall be determined from:
The values of the emission speeds ac, bc, ar, c and br, c are given in Table 2.1.
The calculation of the emission number will require the following data:
Qc : the average number of units of account per hour of non-inhibitory rail vehicles of the relevant category of railway vehicles [ h -1 ];
Qr, c : the average number of units per hour of inhibitory rail vehicles of the relevant vehicle category [ h -1 ];
Vc : the average speed of the rail vehicles [ km h -1 ];
B : the type of superstructure [-].
Rail vehicles shall be regarded as being braking if the braking system is switched on.
For the determination of the emission number E Classification in railway categories given in paragraph 1.2 shall be used, distinguishing between braking and non-inhibitory vehicles. For material types which are not included therein, the emission speeds are determined on the basis of measurement results according to TR (procedure A) or TR procedure (procedure B).
The following types of superstructure are also distinguished:
-runway on concrete mono-or duoblok sleepers in ballast bed (index) B = 1);
-track on wooden or zigzag concrete transverse liggers in ballastbed (index) B = 2);
-ballast-bed with non-welded rail bars or suspended by a maximum of two non-jointed switches within 50 m (index) B = 3);
-job with block track (index) B = 4);
-job with block rail and ballast bed (index) B = 5);
-track with adjustable rail attachment (index) B = 6);
-track with adjustable rail attachment and ball bed (index) B = 7);
-track with rail-bar (index) B = 8);
-track with direct rail mounting on an underheeded concrete slab for metro and fast-track equipment (index) B = 9);
-track with rail-dampers on concrete mono-or duoblok sleepers in ballast bed (index) B = 10);
-runway with HSL-Rhedaspoor (index) B = 11);
-lane on the road.
Cb, c Specifies the difference between the emission of a rail vehicle running on a runway with concrete sleepers and a track vehicle on a different superstructure under the same conditions. Non-mentioned superstructure types are classified at b= 3, unless measurements on this superstructure have been carried out according to TR (procedure C).
The value of Cb, c from Table 2.2. Before consider follows the value of Cb, c By adding 2 dB to the value according to Table 2.2 for the type of superstructure before and after the transfer. If these are different, then the construction with the highest Cb, c .
Category
ac bc ar, c br, c| 1 |
14.9 |
23.6 |
16.4 |
25.3 |
| 2 |
18.8 |
22.3 |
19.6 |
23.9 |
| 3 |
20.5 |
19.6 |
20.5 |
19.6 |
| 4 |
24.3 |
20.0 |
23.8 |
22.4 |
| 5 |
46.0 |
10.0 |
47.0 |
10.0 |
| 6 |
20.5 |
19.6 |
20.5 |
19.6 |
| 7 |
18.0 |
22.0 |
18.0 |
22.0 |
| 8 |
25.7 |
16.1 |
25.7 |
16.1 |
| 9 ( V ≤100) |
50.6 |
7.6 |
50.6 |
7.6 |
| 9 (100 < V ≤180) |
23.5 |
21.0 |
23.5 |
21.0 |
| 9 (v> 180) |
5.5 |
29.0 |
5.5 |
29.0 |
| 10 |
17.1 |
19.4 |
21.2 |
17.3 |
| 11 |
20.5 |
19.6 |
20.5 |
19.6 |
C
b = 1
b = 2
b = 3
b = 4
b = 5
b= 6
b= 7
b= 8
b= 9
b=10
b=11
| 1 |
0 |
2 |
4 |
6 |
3 |
1 | 0 |
2 |
0 |
-3 |
- |
| 2 |
0 |
2 |
5 |
7 |
5 |
1 | 0 |
3 |
0 |
-3 |
- |
| 3 |
0 |
1 |
3 |
5 |
2 |
1 | 0 |
2 |
0 |
-3 |
3 |
| 4 |
0 |
2 |
5 |
7 |
4 |
1 | 0 |
2 |
0 |
-3 |
- |
| 5 |
0 |
1 |
2 |
4 |
4 |
1 | 0 |
2 |
0 |
-3 |
- |
| 6 |
0 |
1 |
3 |
5 |
2 |
1 | 0 |
2 |
0 |
-3 |
- |
| 7 |
0 |
1 |
1 | 1 | 1 | 1 | 1 | 1 | 7 |
-3 |
- |
| 8 |
0 |
2 |
4 |
6 |
3 |
1 | 0 |
2 |
0 |
-3 |
3 |
| 9 |
0 |
2 |
4 |
7 |
5 |
1 | 0 |
3 |
0 |
-3 |
3 |
| 10 |
0 |
2 |
4 |
7 |
5 |
1 | 0 |
3 |
0 |
-3 |
- |
| 11 |
0 |
2 |
3 |
5 |
2 |
1 | 0 |
2 |
0 |
-3 |
- |
1 Given not known; if necessary determine by method TR C.
artwork type
type of superstructure on the artwork
code b: numbers refer to Table 2.2
| TT-and Coker Bridge Bridge |
Uncontrollable |
4 |
| Plate and trogbridge |
Sleepers (cross-cutting) (resp concrete or wooden) |
1 or 2 |
| Uncontrollable |
4 |
|
| Adjustable anchorage with ballast |
7 |
|
| Plate bridge |
Block or block |
4 |
| dime rail filled with ballast |
5 |
|
| Gutters of rail |
8 |
The emission meter may be determined according to this chapter for speeds from 40 km/h and with a maximum speed per rail vehicle category as given in Table 2.4. For new equipment in accordance with TR, the maximum speed shall be the maximum that is taken into account during the measurements.
Category
1
2
3
4
5
6
7
8
9
10
11
| maximum calculating rate [ km/h] |
140 |
160 |
160 |
100 |
140 |
120 |
100 |
160 |
300 |
100 |
100 |
For rail vehicles which are not listed in any of the categories specified in Section 1.2, the maximum applicable to the rail vehicle concerned shall apply in accordance with the specifications of the manufacturer.
The determination of the emission numbers per octave band takes place at 5 different source heights, namely:
-at the height of the top of the track (the emission number
);
-a height of 0,5 m above the top of the track (the emission number)
);
-a height of 2,0 m above the top of the track (the emission number
);
-a height of 4,0 m above the top of the track (the emission number
);
-a height of 5,0 m above the top of the track (the emission number)
).
Superstructures
The emission path is characterised as the superstructure and track-line structure as follows:
-runway on concrete mono-or duoblok sleepers in ballast bed (index) Bb = 1);
-job on wooden or zigzag concrete sleepers in ballast bed (index) Bb = 2);
-ballast-bed with non-welded rail, rail interruption or erasaras (index) Bb = 3);
-job with block track (index) Bb = 4);
-job with block rail and ballast bed (index) Bb = 5);
-track with adjustable rail attachment (index) Bb = 6);
-track with adjustable rail attachment and ball bed (index) Bb = 7);
-track with rail-bar (index) Bb = 8);
-track with direct rail mounting on an underheeded concrete slab for metro and fast-track equipment (index) Bb = 9);
-track with rail-dampers on concrete mono-or duoblok sleepers in ballast bed (index) Bb = 10);
-runway with HSL-Rhedaspoor (index) Bb = 11);
-lane on the road.
Track condition
The track condition of the track shall be taken into account through the term track condition. In this term, the effect of rail interruptions and track safety has been included.
Rail breaks and switches
When determining the emission numbers, a distinction shall be made to the degree of prevention of rail interruptions in the relevant emission path:
-Insert rail (rewelded) with or without the unmerted switches and crossings (index) m = 1);
-non-welded rail (= fly-rail) ( m = 2);
-switches ( m = 3).
Switches are modelled directly with the actual length. In the modelling of a change, it can be split into several parts. The upper-level correction is determined according to the type of change: 'add-ons'/'intern-jointed'/'non-add-ons':
-an insert-less swap gets the superstructure code associated with the type of sleeper;
-an internal joinder/non-jointed exchange gets top build code Bb = 3;
-for an internal and non-jointed switch, it shall be assumed to have an average of one on average;
-for a non-jointed exchange, it shall be assumed to have an average of three joints;
-the number of joints divided by the total length of the change provides the information to determine the impact noise correction (the factor fm for the application in formula 3.3c);
Rail frugality
Finally, it is possible to take into account situations which are structurally different than the national average which is the basis for the Standard Method 2 in this Annex. Specifically, this is intended to allow the ability to process the noise-reducing effects in the calculation of track maintenance in a condition with additional low track safety (e.g. by intensive maintenance or acoustical noise). Grinding).
For the calculation of the emission numbers per octave band, the following information is required:
Qp, c : the average number of units of account of rail vehicles with speed profile P of the relevant category of railway vehicle C Of which the braking system is not activated [ h -1 ];
Qp, r, c : average number of speed profile railway vehicles P of the relevant category of railway vehicle C of which the braking system is switched on [ h -1 ];
Vp, c : the average speed of the speed gauge rail vehicles P of the relevant category of railway vehicle C [ kmh -1 ];
P : speed profile: passing (d) and stop (s);
Bb : type of superstructure/track system [-];
m : indication of the degree of occurrence of rail interrupting accounts [-].
The calculation shall be as follows:
For category 1, 2, 3, 6, 7, 8
For category 4, 5 and 11
For category 9
For category 10
with
and for c = 3, 5, 6
and for c = 9
The values of the emission speeds ac and bc have been given in tables Table 3.1 and Table 3.2.
Category
kental
Octave band I with mid-frequency in [ Hz]
63
125
250
500
1k
2k
4k
8k Hz
1
2
3
4
5
6
7
8
| 1 |
A | 20 |
55 |
86 |
86 |
46 |
33 |
40 |
29 |
| B | 19 |
8 |
0 |
3 |
26 |
32 |
25 |
24 |
|
| 2 |
A | 51 |
76 |
91 |
84 |
46 |
15 |
24 |
36 |
| B | 5 |
0 |
0 |
7 |
26 |
41 |
33 |
20 |
|
| 3 |
A , V < 60 v≥60 |
54 36 |
50 15 |
66 66 |
86 68 |
68 51 |
68 51 |
45 27 |
39 21 |
| B , V < 60 V ≥ 60 |
0 10 |
10 30 |
10 10 |
0 10 |
10 20 |
10 20 |
20 30 |
20 30 |
|
| 3 Engine |
A , V < 60 V ≥ 60 |
72 72 |
88 35 |
85 50 |
51 68 |
62 9 |
54 71 |
25 7 |
15 -3 |
| B , v <60 v≥60 |
-10 -10 |
-10 20 |
0 20 |
20 10 |
10 40 |
20 10 |
30 40 |
30 40 |
|
| 4 |
A | 30 |
74 |
91 |
72 |
49 |
36 |
52 |
52 |
| B | 15 |
0 |
0 |
12 |
25 |
31 |
20 |
13 |
|
| 5 |
A , V < 60 V ≥ 60 |
41 41 |
90 72 |
89 89 |
76 94 |
59 76 |
58 58 |
51 51 |
40 40 |
| B , V < 60 V ≥ 60 |
10 10 |
-10 0 |
0 0 |
10 0 |
20 10 |
20 20 |
20 20 |
20 20 |
|
| 5 Engine |
A | 88 |
95 |
107 |
113 |
109 |
104 |
98 |
91 |
| B | -10 |
-10 |
-10 |
-10 |
-10 |
-10 |
-10 |
-10 |
|
| 6 |
A , V < 60 V ≥ 60 |
54 36 |
50 15 |
66 66 |
86 68 |
68 51 |
68 51 |
45 27 |
39 21 |
| B , V < 60 V ≥ 60 |
0 10 |
10 30 |
10 10 |
0 10 |
10 20 |
10 20 |
20 30 |
20 30 |
|
| 6 Engine |
A , V < 60 V ≥ 60 |
72 72 |
88 35 |
85 50 |
51 68 |
62 9 |
54 71 |
25 7 |
15 -3 |
| B , V < 60 V ≥ 60 |
-10 -10 |
-10 20 |
0 20 |
20 10 |
10 40 |
20 10 |
30 40 |
30 40 |
|
| 7 |
A | 56 |
62 |
53 |
57 |
37 |
36 |
41 |
38 |
| B | 2 |
7 |
18 |
18 |
31 |
30 |
25 |
23 |
|
| 8 |
A | 31 |
62 |
87 |
81 |
55 |
35 |
39 |
35 |
| B | 15 |
5 |
0 |
6 |
19 |
28 |
23 |
19 |
|
| 9 |
A , V < 120 V ≥ 120 |
56 38 |
78 69 |
100 92 |
106 87 |
75 62 |
73 43 |
88 48 |
58 46 |
| B , V < 120 V ≥ 120 |
5 15 |
1 5 |
4 0 |
4 6 |
13 19 |
13 28 |
3 23 |
16 19 |
|
| 9 Cooling |
A | 54 |
69 |
79 |
84 |
84 |
83 |
82 |
78 |
| B | 0 |
0 |
0 |
0 |
0 |
0 |
0 |
0 |
|
| 9 aero |
A | -45 |
-35 |
-27 |
-25 |
-26 |
-25 |
-25 |
-30 |
| B | 50 |
50 |
50 |
50 |
50 |
50 |
50 |
50 |
|
| 10-bs |
A | 7 |
50 |
62 |
69 |
42 |
43 |
30 |
14 |
| B | 20 |
10 |
9 |
8 |
24 |
23 |
25 |
28 |
|
| 10 axis |
A | 25 |
78 |
51 |
39 |
29 |
26 |
25 |
18 |
| B | 13 |
-8 |
9 |
20 |
25 |
29 |
31 |
28 |
|
| 11 |
A | 57 |
30 |
59 |
71 |
45 |
66 |
22 |
18 |
| B | 0 |
24 |
16 |
10 |
24 |
14 |
34 |
32 |
Crem, i, c shall be determined in accordance with Table 3.2.
Octave band I
Crem, i, cC = 1, 4, 5
C = 2
C = 7
C = 3, 6, 8, 9, 11
C = 10
| 1 |
20 |
20 |
-8 |
20 |
2 |
| 2 |
20 |
20 |
-7 |
20 |
-1 |
| 3 |
20 |
20 |
20 |
20 |
0 |
| 4 |
2 |
0 |
20 |
20 |
2 |
| 5 |
2 |
1 |
20 |
20 |
5 |
| 6 |
3 |
2 |
20 |
20 |
4 |
| 7 |
8 |
5 |
20 |
20 |
4 |
| 8 |
9 |
5 |
-5 |
20 |
3 |
The superstructure correction term
and
The effect of different orbital structures will be taken into account at two source heights. In this respect, a railway approach is the starting point, as is the case in the Netherlands on average. The overhead proofing areas are defined as follows:
The value for the superstructure correction term for different superstructure constructions is given in Table 3.3.
Octave band I
Cbb, iBb = 1
Bb = 2
Bb = 3
Bb = 4
Bb = 5
Bb = 6
Bb = 7
Bb = 8
Bb = 9
Bb = 10
Bb = 11
| 1 |
0 |
1 |
1 |
6 |
6 |
1 | 6 |
5 |
7 |
0 |
0 |
| 2 |
0 |
1 |
3 |
8 |
8 |
1 | 1 |
4 |
2 |
0 |
0 |
| 3 |
0 |
1 |
3 |
7 |
8 |
1 | 0 |
3 |
1 |
-1 |
0 |
| 4 |
0 |
5 |
7 |
10 |
9 |
1 | 0 |
6 |
4 |
2 |
7 |
| 5 |
0 |
2 |
4 |
8 |
2 |
1 | 0 |
2 |
7 |
4 |
7 |
| 6 |
0 |
1 |
2 |
5 |
1 |
1 | 0 |
1 |
9 |
-3 |
3 |
| 7 |
0 |
1 |
3 |
4 |
1 |
1 | 0 |
0 |
5 |
2 |
2 |
| 8 |
0 |
1 |
4 |
0 |
1 |
1 | 0 |
0 |
1 |
-1 |
0 |
1 Given not known; if necessary determine by method TR C.
The influence of the track condition on the sound mission is charged with the term.
. This describes the effect of any possible addition to the track or of a track safety which is significantly different from the Dutch average. For the determination of this term, formula (3.3b) or (3.3c) shall be used, depending on the degree of rail interruption:
or
For feeding and feeding leads, the values for fm and Ai included in the tables below. The length of the swap (in the table called 'swap length') is determined by the total length of the exchange (from the front read to the back-read) and not the length of the modded exchange part.
Description
m
fm
| Lead rail |
2 |
1/30 |
| Internal-jointing |
3 |
1/length of exchange |
| Non-jointing |
4 |
3/length of exchange |
Octave band I
Ai| 1 |
3 |
| 2 |
40 |
| 3 |
20 |
| 4 |
3 |
| 5, 6, 7, 8 |
0 |
The additional noise emission of crude rails or noise reduction by gladdere rail bars is processed by incorporating the difference in the energy sum of wheel and rail idwdness in the superstructure correction meter. This method applies only to non-jointed rail bars ( m = 1). For non-jointed rail bars, no track-step fruit adjustment may be applied.
The effect of the diverging roughness shall be charged to the coefficient
. This term depends on the speed ( V ) and the vehicle category ( C ). If it is chosen not to correct for any locus change of track, if any, it shall be
.
with:
Li, rtr, ref (v) : Reference ness (derived from the average rail rate in the Netherlands).
Li, rtr, de facto (v) : The local roughness of the rail rods where the calculations are carried out.
Li, rveh, c (v) : The wheel roughness of the various rail vehicle categories according to Table 3.7.
The symbol represents a state of energetic summation (x) y y = 10lg (10 x/10 + 10 y/10 )).
For the vehicle categories covered by this Regulation, the following link between braking system and vehicle category shall apply:
-Category 1, 4, 5: cast iron blush brake;
-category 2: disc brake + cast-added cast-iron block brake;
-Category 3 (excluding electric vehicles with mainly disc brakes and additional alternative (LL) block brakes), 6, 7, 8, 9 and 10: disc brake;
-Category 3 (only electric vehicles with mainly disc brakes and added alternative (LL) block): disc brake + alternative block brake;
-Category 11: Only alternative block brake.
For new rail vehicles which are measured according to TR procedure B, the average wheel roughness shall be taken from the measurements.
Wavelength [ mm]
630
500
400
315
250
200
160
125
100
80
63
50
40
31.5
25
| reference |
13 |
12 |
11 |
10 |
9 |
8 |
7 |
6 |
5 |
4 |
3 |
2 |
1 |
0 |
-1 |
| optimised for speeds < 200 km/h |
1 | 1 | 1 | 1 | 1 | 5.5 |
4.0 |
2.5 2.5 |
1.0 |
-0.5 |
-2.0 |
-3.5 |
-5.0 |
-6.5 |
-8.0 |
| optimised for speeds > 200 km/h |
13.0 |
12.0 |
5.0 |
4.0 |
3.0 |
2.0 |
1.0 |
0.0 |
-1.0 |
-1.5 |
-2.0 |
-2.5 |
-3.0 |
-3.5 |
-4.0 |
1 Data is not available, advised to perform for these wavelengths from the reference site.
Wavelength [ mm]
20
16
12.5
10
8
6.3
5
4
3.15
2.5 2.5
2
1.6 1.6
1.25
1
| Reference |
2 |
-3 |
4 |
-5 |
-6 |
-7 |
-8 |
9 |
-10 |
-11 |
-12 |
-13 |
-14 |
-15 |
|
| optimised for speeds < 200 km/h |
-9.5 |
-11.0 |
-11.3 |
-11.6 |
-11.9 |
-12.2 |
-12.5 |
-12.8 |
-13.1 |
1 | 1 | 1 | 1 | 1 | |
| optimised for speeds > 200 km/h |
-4.5 |
-5.0 |
-5.0 |
-5.0 |
-6.0 |
-7.0 |
-8.0 |
-9.0 |
-10.0 |
-11.0 |
-12.0 |
-13.0 |
1 | 1 | |
1 Data is not available, advised to perform for these wavelengths from the reference site.
Wavelength [ mm]
630
500
400
315
250
200
160
125
100
80
63
50
40
31.5
25
| disc brake + added cast-iron blush brake |
16 |
15 |
14 |
13 |
12 |
11 |
11 |
12 |
13 |
14 |
16 |
15 |
12 |
11 |
10 |
| disc brake + added alternative block brake |
2 |
1 |
0 |
-1 |
2 |
-3 |
4 |
-3 |
2 |
-1 |
2 |
-1 |
2 |
2 |
-3 |
| only cast-iron blush brake |
10 |
9 |
8 |
7 |
6 |
5 |
6 |
7 |
9 |
11 |
13 |
12 |
10 |
8 |
6 |
| only writing-only |
13 |
12 |
11 |
10 |
9 |
8 |
7 |
7 |
6 |
6 |
3 |
1 |
-1 |
2 |
-3 |
| Alternative block brake only |
1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 |
1 Data not known; if necessary, to determine the method of TR B.
Wavelength [ mm]
20
16
12.5
10
8
6.3
5
4
3.15
2.5 2.5
2
1.6 1.6
1.25
1
| disc brake + added cast-iron blush brake |
6 |
3 |
2 |
-5 |
-7 |
-8 |
9 |
-10 |
-11 |
-12 |
-13 |
-14 |
-15 |
-16 |
|
| disc brake + added alternative block brake |
-3 |
-3 |
4 |
-5 |
-7 |
-8 |
9 |
-10 |
-11 |
-12 |
-13 |
-14 |
-15 |
-16 |
|
| only cast-iron blush brake |
5 |
0 |
-1 |
-1 |
-3 |
4 |
-5 |
-6 |
-7 |
-8 |
9 |
-10 |
-11 |
-12 |
|
| only writing-only |
-3 |
4 |
4 |
-5 |
-7 |
-8 |
9 |
-10 |
-11 |
-12 |
-13 |
-14 |
-15 |
-16 |
|
| Alternative block brake only |
1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | |
1 Data not known; if necessary, to determine the method of TR B.
The rail frugality Lrtr from the measuring location, measured in 1/3 octaves according to the procedures described in NEN-EN-ISO 3095:2005. The track-step fruit is measured on representative sites and processed in the model. These measuring sites are distributed throughout the entire railway section included in the model. The measurement data is part of the reporting of the acoustic investigation.
Wheel and rail fruit plants shall be expressed in octave tyres. The following method is used to obtain the correction in noise-tape tyres for the calculation of the amount of crude oil.
1. Determine the ruwheid correction by wavelength range λ (from 1 to 630mm):
If the roughness does not deviate from the reference uwity then the roughness correction for a certain wavelength is:
.
2. Determine the ruwheid correction per actual noise frequency f:
.
With frequency f. in Hz, vehicle speed V In km/h and wavelength λ in mm. So ...
3. The actual sound frequency f generally does not correspond to the preferred tertsband centre frequencies (these are for this application) Fterts = 50, 63, 80, 100, 125, 160, 200, 250, 315, 400, 500, 630, 800, 1000, 1250, 1600, 2000, 2500, 3150, 4000, 5000, 6300, 8000, and 10000 Hz). That is why the values of
determined from linear interpolation of the values of
. Find the two actual sound frequencies for this purpose f_ and f + which are closest to the tertsmedian band frequency Fterts so that:
.
Then:
This determines the ruwheid adjustment per tertsband.
4. The ruwheid correction per tertsband is finally energetically an average to be a roughy correction per octave band I to be calculated. For this, the three tertsband middle frequencies are first searched, which fall within the octave band. This is summarised in the table below:
IOctave band
f.Tertsbands
f. Terts1, f. Terts1, f. terts3
| 1 |
63 |
50, 63, 80 |
| 2 |
125 |
100, 125, 160 |
| 3 |
250 |
200, 250, 315 |
| 4 |
500 |
400, 500, 630 |
| 5 |
1000 |
800, 1000, 1250 |
| 6 |
2000 |
1600, 2000, 2500 |
| 7 |
4000 |
3150, 4000, 5000 |
| 8 |
8000 |
6300, 8000, 10000 |
Subsequently, the ruwheid correction per octave band can be determined by the following formula:
In many situations where it is considered that an additional low track safety is envisaged and maintained, it is not possible at the time of the acoustic examination to determine the track safety rate by measuring, as it will not be used until the end of the day. After noise procedures have been completed. In such cases, it shall be demonstrated that the low level of rail transport which is considered to be present is in practice to be created and maintained.
To this end, the noise reduction calculated on the basis of the expected low-track noise reduction per rail vehicle, averaged over the time period between two grinding lines and over the relevant railway area, is also to be found in this category. reality occurs. In addition, local aberrations are avoided if those on average over the time period between two sharps resulted in a 1 dB lower noise reduction than had been calculated. The averaging over time and over the railway section are linear averaging.
If emission data according to TR procedure B are available including effective roughday and transfers of the rail section and rail vehicle to be calculated, the terms shall be the terms Cbb, i and Crailroad condition, i, c, m
not to be used.
In the case of concrete works of art and the superstructure applied to it, the emissions from the rolling noise and the sound radiance are accounted for by the work of art itself in the relevant superstructure correction (Table 2.2 and Table 3.3). The application of screens to the work of art will result in overestimating the impact of the screens at low frequencies. Therefore, this modelling is permissible only for screens with a maximum height of 2 m above the top of the track. Further acoustic examination is necessary for higher screens.
The superstructure corrections to be applied to different types of concrete works of art is given in Table 3.9.
artwork type
type of superstructure on the artwork
Code bb
| TT-and Coker Bridge Bridge |
Uncontrollable |
4 |
| Plate and trogbridge |
Sleepers (cross-ties) in ballastbed (respectively concrete or wooden concrete) |
1 or 2 |
| Uncontrollable |
4 |
|
| Adjustable anchorage with ballast |
7 |
|
| Plate bridge |
Block or block |
4 |
| dime rail filled with ballast |
5 |
|
| Gutters of rail |
8 |
In the case of steel works, the increase in emissions due to the influence of the work of art is charged with a sound emission allowance. The increase in emissions can be attributed to sound mission of the artwork itself and an increase in rolling noise on the artwork. The emission due to the sound appearance by the work of art itself is processed by adding a source line at 0 meter BS and the additional emission due to the increase in rolling noise is off-set as an increase in the emission on the Already modelled sources at 0 and 0.5 meter BS.
In the noise emission allowance, the effect of a potentially different superstructure construction and any additional shielding parts of the artwork is already processed. For this reason, the modelling of the superstructure bb= 1 is used in the modelling of steel works and the shielding parts of the work of art are not modelled.
The sound emission allowance for a steel work of art shall be measured according to the method described in Section 6.2.
The use of screens as a sound measure on the work of art requires further examination.
The emission can be determined according to this chapter for speeds of not less than 40 km/h and at a maximum speed per railway vehicle category as given in Table 2.4 (Section 2.2).
distance from source line: shortest distance between the observation point and the source line (symbol R );
Boundary lines: delimit of the most defining environment of the observant for the sound-idising mission Figure 4.1 );
source line: line located in the centre of the track at 0.25 m above the top of the rails, representing the position of the sound radiation of the rail vehicles;
height of the top of the track: height of the top of the track relative to the local mowing field (symbol hbs );
Observer height: Height of the observer in relation to the local mowing field (symbol hw );
horizontal distance to source line: shortest horizontal distance between a (perceive) point and the source line (symbol Ed , if applicable with indices
Observation point: point for which the equivalent noise level is in dB; LAeq , should be determined; if this provision is to determine the sound load of a façade, this point shall lie in the area concerned.
Figure 4.1 Horizontal projection of the focus area, which is defined for the purposes of the review to the application conditions.
From the observer W the shortest connection line is drawn to the axle of the track (the length of WS is Ed ). At distances 2 Ed From W, WS are parallel to the I1 and I2 boundary lines. The line through S perpendicular to WS, represents the axis of the imaginary track (which is the model of the actual railway).
The standard method of method 1 is based on a simplification of the situation, which makes the following conditions applicable to the scope of the method for the area of focus between the boundaries I1 and I2.
a. The axis of the actual railway shall not cut one of the shaded areas specified in Figure 4.1;
b. The visibility from the observer on the railway shall not be impeded over an angle of more than 30 °;
c. If the railway consists of more than one emission range, the emission numbers of those emission trajecsals do not differ by more than 10 dB;
d. the distance ( Ed ) from the observation point to the axis of the railway at least one and a half times the distance between the outermost rails of the railway;
e. within the area of focus there are no works of art in the railway and no differences of height of more than three metres in relation to the mean height are occurring.
No account shall be taken of shielding objects and conversions between the railway and the observation point.
The equivalent sound level LAeq in dB because of the rail traffic, it is found from:
with:
Reflection : correction term in relation to any reflections against conversions or other vertical planes;
Dafstand : Weakening term, depending on the distance;
Dair : weakening term as a result of air absorption;
Dsoil : Weakening term due to the soil effect;
Dmeteo : meteocorrectimeter;
Es : the composite emission number determined according to:
where:
Egg : the emission number of emission pathway i as determined in accordance with Chapter 2;
Фi : the angle under which the emission object i is seen from the point of observation (in degrees);
n- : the number of emission objects within the focus area.
When modelling geometrical data, the starting point for vertical sizes is the top of the rail bars (BS) and for horizontal measures the middle of the track. The line running on the middle of the track at a height of 0.25 meters above the top of the rail bars (BS) is in the modeling the source line.
The reflectimeter shall be charged for planes which are located on the side of the railway by reference to the point of observation, if, for these planes, the following shall be applied:
a. These acoustics are harsh;
b. These vertical and approximately parallel to the railway are located;
c. These are higher than the height of the observer hw ;
d. the horizontal distance ( Dr. ) of which up to the source line is less than 100 metres and also less than four times the horizontal distance ( Dw ) from the observation point to the source line.
Observation points for buildings shall be chosen at least at the height of the first floor (this is a height of 5 metres above local mower) and in residential buildings with three or more residential buildings at the top floor level (this is 1 metre). under the ridge of the building. In addition, for the ground floor, and for the assessment of the outdoor climate, an observation point can be chosen at 1.5 meters above local mower field.
The reflectimeter Reflection is calculated as follows:
where:
fobj : the Object Group. The object fraction is within a distance of 4 ( Dr. + Dw ), parallel to the railway and symmetrical in relation to the point of observation, the total length over which the sound reflecting surfaces on the other side of the railway extend from this distance of 4 ( Dr. + Dw ).
Dr. : the horizontal distance between the reflecting object and the source line;
Dw : The horizontal distance between the observation point and the source line.
The distance-meter Dafstand is calculated according to:
where:
R : the shortest distance between the observation point and the relevant source line.
The air absorbance meter Dair is calculated as follows:
where:
R : the shortest distance between the observation point and the relevant source line.
Dsoil is calculated as follows:
where:
B : the soil factor, the part of the bottom between the source and the observation point which is not hardened.
The soil factor is the part of the horizontal projection of the connection line between the observation point and the heart of the track that is above a non-paved bottom. Non-paved soils shall be: ballast bed, grassland, agricultural land with or without crop, sand plains and soil without vegetation.
The Meteocorrectimeter Dmeteo is calculated as follows:
If, under formula 4.7, a negative value for Dmeteo shall be determined for: Dmeteo Zero-value retention.
source line: Line located above the centre of the track at a certain height above the top of the track (BS), representing the location of the sound radiation; depending on the type of equipment, two to four source lines are distinguished;
source line segment: Straight link between the intersection points of a source line with the boundaries of a sector;
source point: Intersection of a sector plane with a source line segment;
Opening angle of a sector: the angle between the boundaries of a sector in the horizontal plane;
Sector: space bounded by two vertical half-planes, the boundary lines of which coincide with the vertical plane passing through the observation point;
sector level: 'bissectricevlak' of the two border areas of a sector;
Total opening angle: a sum of the opening angles of all sectors which are relevant for determining the equivalent sound level in dB;
Observation point: point for which the equivalent sound level in dB, LAeq , must be determined; if this provision is to determine the noise load of a façade, this point shall lie in the area concerned;
court angle: corner including an object (facade, screen, line branch etc.) in horizontal projection is seen from the observation point.
The equivalent sound level in dB, the LAeq The following shall be calculated as follows:
where: ΔLeq, i, j, n the contribution is to the LAeq in one octave band (index) I ), from one sector (index) J ) and from one source point (index) n- ).
ΔLeq, i, j, n is composed of the following terms:
where:
LE, .. : the emission numbers per source height and per octave band, determined in accordance with Chapter 3;
∆LGU : the geometric extension strength (section 5.4)
∆LOD : transfer attenuation (section 5.5)
∆LSW : screen operation, if applicable (Section 5.6)
LR LR : level reduction due to reflections, if applicable (paragraph 5.9)
The octave bands with nominal median frequencies are to be found 63, 125, 250, 500, 1000, 2000, 4000 and 8000 Hz.
The sector classification shall be such that the geometry and track data in a sector are well described with the geometry and track data in the sector plane. For the sake of a good description of the sound mission, only one emission object is present per sector. In the case of discontinuities in geometry (corners of buildings, ends of screens and the like) and in traffic data (in case of change of the emission number), a smaller sector angle is applied. The maximum opening angle of a sector shall be 5 °, the minimum opening angle shall be 0,5 °.
The sector classification may also be based on a fixed opening angle of 2 °.
The number of source points, N , within a sector, the number of times the sector level cuts a source line (segment).
When modelling geometrical data, the starting point for vertical sizes is the top of the track (BS) and for horizontal measures the heart is the track. The lines that run at the heart of the track with different heights above the top of the track (BS) are in the modeling the source lines. For most of the rail vehicle categories, there are two source lines at 0 cm and at 0.5 meters above the top of the track (BS). For vehicle category 9, there are five source lines at 0, 0,5 m, 2,0 metres, 4,0 metres and 5,0 metres above the top of the track (BS).
The railway is preferred to be built from emission pathways in steps not less than 100 metres. If this step is too great for bows, sound screens and other special situations to allow essential features of the geometry to be established, smaller steps may be chosen.
The soil condition is divided into two groups, acoustically hard and not harsh. Acoustically hard (B= 0) means vowels, asphalt, concrete, other soil harchings, water surfaces and the like. If acoustically not hard (B= 1) apply: ballast bed, grassland, farmland with or without crop, sandy plains, soil without vegetation etc.
The height of resources, objects, and observation points are defined in relation to the mean height of the local mower field. This mean height shall be determined from the cross section in the sector plane considered as an (area) average over a specified horizontal distance. For example, for the source, the mean mower field height in the source area and for a screen is the average mower field height within 5 m from the equivalent display. This is illustrated in Figure 5.1 and Figure 5.2.
Figure 5.1 High-to-average local mowing field. Due to the elevated orbit, the mean mower field in the source area is slightly above the mowing field next to the talud.
Figure 5.2 Screen on a raised track; the mean cutting field on the left is somewhat lower than the upper and the upper right, which is higher than in addition to the talud. The situation on the right is decisive for hτ.
Figure 5.3 Cross section of a standard talud.
Figure 5.3 shows a cross section of a part of a rail tallow in reality. In Figure 5.4, the modelling has been shown. The following rules apply when modeling:
-central to the modelling is the line of the row; for each track a line is modelled in the middle between the rail lines (the distance between the two rail rods is 1,42 meters);
-each driving line (A) shall be modelled on the actual top end of the track (BS);
-at 0,2 m straight below each row, a high line is attached and a round of punch is attached to it. cp = 2 dB (F) modelled (the absorbent ballast bed is 0,2 m below BS);
-the edge earthing position (KAB) is used as a high line with a blunt sound screen (B) at actual height relative to BS (b1) and mower field (b2) and 4.5 metres (b3) in addition to the adjacent row line; only if the actual distance between the heart of the track and the KAB more than 1 meter differs from the above mentioned 4.5 meters is modeled for b3 the this actual distance (usually, the deviation will be less than 1 meter and usually will the KAB are 0.5 m (0.5 m) below BS);
-a sound screen, if any, on the edge of the talud is modeled as a (sharp) screen ( D ) At actual altitude relative to BS ( Ed 1) and at actual distance from the heart of the track ( Ed 2); (soundscreens are usually placed at 4.5 or 4.75 m from the heart of the track);
-the toe of the talud is made up to the height of the actual mooring field (C) from the point of view of BS ( C 1) and on the actual distance from the heart of the track ( C 2) modeled;
-for the slope of the talud, choose a ratio of 1:1,5. The side earth orbit is the line where the flat part of the talud goes into a slope; it is by definition at 4.5 m from the adjacent source line;
-the lace earthen job is a blunt, absorbent screen ( cp = 2 dB);
-in the case of ballast beds, the bottom plane is absorbent for the whole horizontal part of the talud ( B = 1), unless the actual hard parts of this area are wider than 1 m.
Figure 5.4 Modelling of the cross section of a standard talud.
If the actual horizontal distances of the talud (other talc width, other slope) are more than 0,5 m from this standard talud, then use corresponding means to the actual distances.
Model the part of the railway in which there is a crossing with the relevant superstructure construction and a hard ground area.
Model leather the height of the walls of open tunnel bins, the local mowing field height and the distances according to the reality and the bottom of the tunnel box 0,2 m below the top of the track (BS). Model the walls as absorbent screens with a sharp top angle ( cp = 0 dB). The superstructure correction follows from the applied superstructure construction.
In the case of an open tunnel container with sound-absorbent walls (see paragraph 5.3.10), the source lines are at the prescribed altitudes relative to BS.
In the case of an open tunnel without sound-absorbent walls, the source lines below the top edge of the tunnel bin shall be modelled on that edge or as much lower as the height of the roof of the railway vehicle. This means, in practice, a maximum increase of 4.0 m.
No source lines are modelled on the tunnel itself.
To be marked as a shielding object, the object must:
-adequate sound insulation, i.e., that the insulation is 10 dB higher than the shielding function (a mass of 40 kg/m) 2 is sufficient in any case) and there are no large germs and openings in the object;
-shall have a centre of court at least equal to the angle of opening of the sector in question.
On the track side, sound absorbers are preferably sound absorbent on the track side. In paragraph 5.3.10, it is described when a screen may be considered as sound absorber.
For the calculation of the effects of sound screens, the modelling using the octave band calculation method shall always assume a 100% absorber screen. Reflecting or partly reflective sound screens near the track are also modeled as sound-absorbing screens with a further determined effective height. The effective height of the screen to model above the top of the track (BS) shall be determined as follows:
or:
In this case:
hs, eff : effective screen height over BS for modelling;
hs : actual height of the sound screen relative to BS;
A : fraction of the screen that is sound absorbent.
Formula 5.2 shall be applicable to:
-completely absorbent screens,
-(partly) reflective straight screens that are inclined towards the runway at a minimum angle of 15 degrees at the track on ballast bed. If the track has not been carried out on ballast bed, the same amount of sound absorption is achieved in the transfer area between the source and the screen if it occurs in the case of a ballast bed in the case of a track. The condition in this case is that no reflective screen is placed on the side of the track.
Formula 5.3 is applicable to:
-all other situations with all or part of the sound-reflective screens. This approach is conservative.
Actual screen operation is likely to be smaller than would be computed for screens higher than 4.0 metres in relation to BS. A further investigation shall be carried out for these screens.
For the calculation of the effects of sound screens at a distance of less than 2,5 metres from the centre of the track, the modelling is always a distance of 2,5 metres.
A screen is always modeled as if it is straight and vertical, even if in reality, for example, it is curved, or is placed crooked. The top of the sound screen in the model is placed at the position of the diffracer edge of the actual screen. You then apply the method described above for determining the effective screen height.
The platform height is 0.8 metres above top of the track (BS). Model leather platforms with two absorbing stompe panels on the ground of the edges of the platform, where the edge near the track is at 2,0 m distance from the centre of the track. The bottom line below the track (-0,2 m BS) shall be used as a local mowing field height for the screen near the track. The profile-dependent corrective term to be applied cp For each of the screens it is dependent on whether or not there is a sound absorber coating (see Table 5.4 and 5.3.10). Platforms that are open on both sides (i.e. no side walls on the rail side and outside) are not modeled as a screen. Platforms that are open only on the rail side may be regarded as sound absorbers.
Model teaching the heights and distances of works of art according to reality. Choose the type of superstructure according to paragraph 3.5.
In the absence of absorption on the artwork, the entire bridge deck is modeled as the hard ground area. In the case of ballast bed or a full-paid track with a minimum of 15 cm ballast, the entire bridge deck shall be modelled as an absorbent soil area, unless rigid sections of the bridge deck are wider than 1 meter. Then those parts are modeled as hard ground area. In the case of steel bridges, the bridge part is modelled as an absorbent soil area.
Model leather in the case of plate bridges, TT-beam bridges and coker ligre bridges the edge of the bridge as an absorbent stump display (see Table 5.4 and Section 5.3.10).
Model leather at trogliggerbridges and in an M track construction the edge with two absorbent stompe screens on the ground from both sides of the rim. The bottom line below the track (-0,2 m BS) shall be used as a local mowing field height for the screen near the track. The profile-dependent corrective term to be applied cp For each of the screens it is dependent on whether or not there is a sound absorbing coating (see Table 5.4 and paragraph 5.3.10).
In concrete works of art, screens on the artwork can be modeled at a height of 2.0 meters above top of the track (BS) according to the execution of those screens. In the case of higher screens, the direct sound radiation of the work of art can make a contribution such that calculations are not possible without the need for calculations and a further acoustic examination is required.
In the case of steel bridges with screens, the impact of the screens cannot be calculated, but the bridge supplement is determined for the bridge with screen.
The coating or execution of objects such as screens, platforms and tunnel walls is to be regarded as sound absorbent if the trace-specific absorption is greater than or equal to 5 dB. The determination of this absorption is further explained in Section 5.7.
If there are objects within a sector that meet the conditions set forth below, then it will be LAeq Partly determined by the sound that reaches the point of observation via reflections.
The contribution of reflections to the LAeq shall be taken into account by replacing the part of the sector which, seen from the point of observation, for that reflecting surface, by its mirror image relative to the reflecting surface.
For the expression 'reflective surface':
-the plane is vertical;
-the area has a angle of vision of 2 ° or more;
-cross the plane area at the whole of the sector angle at least two metres above the mower field;
-the plane has an absorption coefficient of less than 0,8;
-it is located at such a distance from the track that the shielding and reflection of the passing railway vehicle can be neglected.
Further investigation into the influence of reflections on the LAeq is required if:
-the reflecting surface has a greater angle of vertical position than 5 degrees, with the exception of sloping sound screens as defined in paragraph 5.3.7;
-the reflecting surface contains imperfections, the dimensions of which are of the same order of magnitude as the distance from the plane to the observation point or the distance from the plane to the source point.
By default, the calculations are based on 1 reflection. In case of multi-reflection calculations, the mirroring is repeated.
The average floor level of dwellings is set at 3 metres. An oblique cap is hereby taken as a full floor height. However, modelling of an oblique cap as a straight block should not lead to no real reflections on observation points.
Observation points for buildings shall be chosen at least at the height of the first floor (this is a height of 5 metres above local mower) and in residential buildings with three or more residential buildings at the top floor level (this is 1 metre). under the ridge of the building. In addition, for the ground floor, the assessment of the exterior climate and the assessment of the effects of screens, an observation point can be chosen at 1.5 metres above local mower field.
Observing points are modelled so that reflections against the facade for which the point is placed do not contribute to the sound (pressure) level.
Objects for the first line conversions higher than 1 meter above top of the track (BS) should be modelled. In addition, small objects such as erists and abrasives should be excluded.
For the calculation of the geometric extension strength, the following information is required:
R : the distance between the source and the point of observation, measured along the shortest connecting line [ m];
V : the angle used by the sector plane with the source line segment [ in degrees];
Common : the opening angle of the sector [ in degrees].
The calculation of ∆LGU is as follows:
For a dipole expansion:
For the extension of a monopoolute extension:
The dipole expansion is used for the extension of rolling noise, while in specific cases, such as in the extension of the art work share of a bridge, the monopoolute extension is used. See Section 6.2.
When the corner V adopts a value smaller than the opening angle of the sector concerned, is required for further investigation to determine the ∆LGU .
The transfer attenuation ∆LOD is composed of the following terms:
where: DONE represents the weakening by absorption in the air, DB the weakening as a result of the soil impact and CM The meteocorrecmeter meter.
For the calculation of DONE the following entry is required:
R : the distance between the source and the point of observation, measured along the shortest link line [ m].
The calculation shall be as follows:
where: δAIR is the air damping coefficient. The value of δAIR is given in Table 5.1.
Octave band index
Intermediate frequency octave band
[ Hz]
δAIR
[ dB/m]
| 1 |
63 |
0 |
| 2 |
125 |
0 |
| 3 |
250 |
0.001 |
| 4 |
500 |
0.002 |
| 5 |
1000 |
0.004 |
| 6 |
2000 |
0.010 |
| 7 |
4000 |
0.023 |
| 8 |
8000 |
0.058 |
In the determination of the bottom damping DB The distance measured horizontally between the source and the observation point (symbol) shall be measured ) Divided into three separate parts: a source area, an observation area, and a middle area.
The source area has a length of 15 meters, the length of the observation area is 70 meters. The remaining part of the distance between source and observation point is the middle area.
If the distance is less than 85 metres, the length of the middle area is zero.
If the distance less than 70 meters, then the length of the observation area is equal to the distance .
If the distance less than 15 meters, then the length of the source area and the length of the observation area are each equal to the distance .
The (soil) absorption fraction is determined for each of the three areas.
The absorption fraction is the quotient of the length of the area which is not acoustically harsh and the total length of the area concerned. If the length of the middle area is zero, the absorption fraction is set to one.
For the calculation of soil damping, the following data is needed:
: the horizontal measured distance between source and observation point [ m];
Hb : the height of the source point above the mean mower field height in the source area [ m];
hw : the height of the observation point above the mean mower field height in the observation area [ m];
Bb : the absorption fraction of the source area [-];
Bm : the absorption fraction of the middle area [-];
Bw : the absorption fraction of the observation area [-];
Sw : effectiveness of the soil attenuation in the observation area [-];
Sb : effectiveness of soil damping in the source area [-].
As Hb is less than zero, for Hb The value of zero is held; the same applies to hw If no foreclosure is charged in the sector concerned, Sw and Sb Both assume the value one. In case of shielding Sw and Sb calculated according to the formulae 5.11a and 5.11b in Section 5.6.
The calculation shall be carried out according to the formulae 5.7a to h as given in Table 5.2.
Octave band index
Octave band mid-frequency [ Hz]
Bottom damping DB [ dB]
| 1 |
63 |
-3γo ( Hb + Hw, ro ) -6 |
| 2 |
125 |
[ Sbγ2 ( Hb, ro ) + 1] Bb -3 (1- Bm ) γo ( Hb + Hw, ro ) + [ Swγ2 ( Hw, ro ) + 1] Bw -2 |
| 3 |
250 |
[ Sbγ3 ( Hb, ro ) + 1] Bb -3 (1- Bm ) γo ( Hb + Hw, ro ) + [ Swγ3 ( Hw, ro ) + 1] Bw -2 |
| 4 |
500 |
[ Sbγ4 ( Hb, ro ) + 1] Bb -3 (1- Bm ) γo ( Hb + Hw, ro ) + [ Swγ4 ( Hw, ro ) + 1] Bw -2 |
| 5 |
1000 |
[ Sbγ5 ( Hb, ro ) + 1] Bb -3 (1- Bm ) γo ( Hb + Hw, ro ) + [ Swγ5 ( Hw, ro ) + 1] Bw -2 |
| 6 |
2000 |
Bb -3 (1- Bm ) γo ( Hb + Hw, ro ) + Bw -2 |
| 7 |
4000 |
Bb -3 (1-Bm) γo ( Hb + Hw, ro ) + Bw -2 |
| 8 |
8000 |
Bb -3 (1- Bm ) γo ( Hb + Hw, ro ) + Bw -2 |
The γ functions are defined as follows:
For the variables x and y The values of the quantities placed in brackets after the corresponding functions in the formulae 5.7a to h shall be replaced (in italics).
For the calculation of the meteocorrectimeter CM The following information is required:
: the horizontal measured distance between source and observation point [ m];
Hb : the height of the source point above the mean mower field height in the source area [ m];
hw : the height of the observation point above the mean mower field height in the observation area [ m].
The calculation shall be as follows:
If there are objects within a sector of which the angle of observation is at least coinclocated with the opening angle of the sector concerned and which is also reasonably expected to impede the transfer of sound, the screen operation ∆LSW along with reduced soil damping (contained in the terms Sw and Sb from formula 5.7).
The calculation formula of the shield of an arbitrarily formed object contains two terms.
The first term describes the shielding of an equivalent ideal screen (a thin, vertical plane). The height of the equivalent display is equal to the largest height of the obstacle. The top edge of the equivalent display coincates with the top edge of the object. If, based on this, multiple locations of the equivalent display are possible, that location will be chosen that will result in maximum screen operation.
The second term is of interest only when the profile, i.e. the cross section in the sector plane, deviates from the screen-off object from the ideal display. The shielding of the object is equal to the shield of the equivalent display reduced by a profile-dependent correction term cp .
If multiple shielding objects are present in a sector, only the object will be charged that, in the absence of the other, would give the largest foreclosure.
For the calculation of the shielding effects, the following information is needed:
Zb : the height of the source in relation to the reference level (= horizontal plane where z = 0) [ m];
Zw : the height of the observation point relative to the reference level [ m];
zt : the height of the top of the shielding compared to the reference level [ m];
Hb : the height of the source point above the mean mower field height of the source area [ m];
hw : the height of the observation point above the mean mower field height in the observation area [ m];
hT : the height of the tip of the shield with respect to the mean mower field height within a strip of 5 m from the screen. If different from both sides of the shielding, the largest value of hT taking [ m];
R : the distance between the source and the point of observation, measured along the shortest connecting line [ m];
Rw : The horizontal measured distance between observation point and screen [ m];
: the distance measured horizontally between the point of value and source [ m];
-: The profile of the shielding object.
It shall be calculated:
-decreased soil damping as discounted in the factors Sw and Sb from formulas 5.7a to 5.7h of Section 5.5.2.
-screen operation ∆LSW .
Figure 5.5 A sector plane with an ideal screen, on which points K, T and L are indicated.
For the calculation, three points are defined on the screen (see Figure 5.5):
K: The intersection of the screen with the visibility line (= straight between source and observation point).
L: The intersection of the screen with a curved sound beam that runs under the wind conditions from source to observation point.
T: The top of the screen.
The broken line BLW is a schematization of the curved sound beam under cowind conditions.
These three points are located at the respective heights zK , zL and zt above the reference level. For the distance between points K and L:
Furthermore,
rL is the sum of the lengths of the line pieces BL and LW
rT is the sum of the lengths of the line pieces of BT and TW.
The factors Sw and Sb From formulae 5.7a to f are calculated as follows:
where: T The effective screen height is defined as:
The screen operation ∆LSW is calculated as follows:
where: H the effectiveness of the screen, F (Nf) a function with argument Nf (the fresnel number), and cp The profile-dependent correction term. If the screen operation ∆LSW has become negative by the formula 5.13, the value is ∆LSW = 0 pending.
H shall be determined as follows:
I is the octave band index. The maximum value of H is 1.
The definition of the function F is given in the formulae 5.15a to f from Table 5.3. The values of cp follow from Table 5.4.
Valid in the interval of Nf
Definition F (Nf)
Of
to
| -∞ |
-0.314 |
0 |
| -0.314 |
-0.0016 |
-3,682 -9,288 lg | Nf | -4,482 lg 2 | Nf | 1,170 lg 3 | Nf |-0,128 lg 4 | Nf | |
| -0.0016 |
+0.0016 |
5 |
| +0.0016 |
+1.0 |
Tel. 12,909 + 7,495 lg Nf +2,612 lg 2 Nf +0.073 lg 3 Nf -0.184 lg 4 Nf -0.032 lg 5 Nf |
| +1.0 |
+16.1845 |
12,909 + 10 lg Nf |
| +16.1845 |
+ |
25 |
cp
Object (T = top angle in degrees)
| 0 dB |
-thin walls, of which the angle of vertical ≤ 20 ° -Ground body of 0 ° ≤ T ≤ 70 ° -all ground bodies with a thin wall on them, if the total construction height is less than twice the height of that wall or if the wall exceeds 3,5m -All buildings |
| 2 dB |
-edge of earthen runway in ophogo -Ground body of 70 ° ≤ T ≤ 165 ° -all ground bodies with a thin wall mounted on it, if the total construction height is more than twice the height of the wall and the wall is not more than 3,5m -noise-absorbing 1 edge on track side of platform -edge on non-rail side of platform -edge of track on a viaduct or bridge, other than trophy bridge or M-orbit -noise-absorbing 1 edge on the railway side of the trogligre bridge -edge on non-rail side of the trogligre bridge -noise-absorbing 1 edge on the rail side of M-orbit -edge on non-rail side of M-orbit |
| 5 dB |
-edge (not sound absorbing) 1 on the rail side of platform -edge (not sound absorbing) 1 on the railway side of the trogligre bridge -edge (not sound absorbing) 1 on the rail side of M-orbit |
1 See 5.3.10.
Nf shall be determined as follows:
Ε the 'acoustic detour', defined as:
In the cases where the profile of the shielding object does not correspond to one of the profiles listed in Table 5.4, a further investigation into the screen operation of that object shall be carried out.
If the track-specific noise level of the shielding is less than 10 dB larger than the calculated screen operation ∆LSW Further examination shall be required for the total noise reduction operation of the shielding.
The absorption coefficients shall be determined in accordance with the provisions of 20354. The certain absorption coefficients in tertsbands are Weighted on average, using an average A-weighted tertsband spectrum of the rail traffic spectra as weighting, see Table 5.5.
Rail traffic
Terts
spectrum (dB)
spectrum (dB)
| 100 125 160 |
-16.2 |
-24.0 -21.0 -19.2 |
| 200 250 315 |
-10.0 |
-17.0 -15.0 -13.2 |
| 400 500 630 |
-6.1 |
-11.7 -10.8 -10.4 |
| 800 1000 1250 |
-4.9 |
-10.0 -9.7 -9.4 |
| 1600 2000 2500 |
-5.0 |
-9.4 -9.4 -10.6 |
| 3150 4000 5000 |
-15.0 |
-17.1 -21.0 -24.0 |
The trace specific absorption DLα rail shall be determined according to:
where the ratio of the sums is not more than 0,99.
DLα rail is rounded to the whole dB's and has a maximum value of 20 dB. The requirements of a trace-specific absorption with a value higher than 10 dB generally do not make sense.
The sound wave shall be determined according to EN ISO 140-3. The particular sound wave R In tersttyres are weighted on average, using an average A-weighted tertsband spectrum of track traffic noise as weighting. See Table 5.5. The measurement for road traffic involves the entire screen including support structures.
The rail-specific noise wave DLR, rail shall be determined according to:
DLR, rail is rounded to the whole dB.
In the case of screens with a height of 2 metres above BS, the rail-traffic-specific noise level shall be at least 25 dB, at 4 m high screens, 30 dB.
For the calculation of the level reduction due to absorption when reflecting on reflections, the following information is needed:
Nref : the number of reflections (see also Section 5.3) between source and observing point [-]
-: type of reflective object.
The calculation shall be as follows:
where: δref is the level reduction as a result of one reflection. For buildings, applies to all octave bands δref = -10 lg 0,8. For all other objects is δref = 1 for all octave tyres, unless the object is demonstrably sound absorber. In that case, per octave band δref = -10 lg (1-α), where α is the sound absorption coefficient of the object in the corresponding octave band. Nref can be assumed to be at most 1.
The A weighted equivalent sound level in octave band i, symbol Leq, i , it is given by:
in which the significance of the quantities and their effects is analogated to that of formula 5.1a.
When using the measurement method to determine the equivalent noise level, the emission shall be determined by means of calculation and the attenuation reduction by measurement. It shall be based on the following formula:
where:
LAeq, ref : the equivalent noise level calculated in accordance with Chapter 4 of this Annex at a reference measurement point [ dB];
ΔLAE : The average difference between sound exposure levels measured at the same rail vehicle passages at the reference measurement point and the observation point [ dB].
Although most modern measuring devices have the ability to determine sound-exposure levels, it can be avoided that only the equivalent noise level can be measured per passage. LAE can then be obtained by the LAeq to correct for the registration duration of the passage ( Tp , expressed in seconds) according to the following formula:
Driving over a steel artwork will in general lead to an increase in the sound mission. This increase is caused by an increase in the rolling noise of the rail vehicle and on the other hand the sound radiation of the steel artwork itself. In the case of steel works, the calculation method characterized this increase in emission by a noise emission allowance. See Section 3.5.2. The sound radiation of the work of art is charged separately by driving line by means of modeling of two source lines. In addition to the source line for rolling sound, a second source line is positioned at the heart of each row line on the artwork. The beam characteristic of the work of art shows differences with the jet-rolling noise. Therefore, the source line for the artwork has a different geometric expansion star than the source line for rolling sound.
To carry out acoustic research, it is desirable to describe the sound emission allowance, independent of geometrical modelling of the artwork and the adjacent earthen job.
In this section, the determination and modelling of this noise emission allowance in Standard Method 2 is elaborated.
The sound emission allowance Δ L E, bridge
is defined as the difference between the emission of the sources influenced by the artwork and the same sources without the influence of the work of art. This noise emission allowance is determined per vehicle category, per octave band. For reasons of readability, the indices for vehicle category are in the formulae used in the formulae C Oktet band I Omitted.
The total emission on the artwork is the energetic addition of the rolling sound mission (including the additional rolling sound mission Δ L E,bridge roll) on the source lines at 0 and 0.5 meter from the top end of the track (BS) and the emission of the artwork itself on the source line on 0m BS ( L E , bridge-artwork ).
This total emission of the artwork is represented in the model by two source lines, namely a source line for the artwork with emission L E , bridge-artwork and a source line for emission sound with emission L E,bridge role.
The emission without the influence of the artwork is the energetic addition of rolling sound sources as if there were no sound emission allowance (so without the Δ) L E,bridge-role) and without artificial noise and where on the bridge an upper-building code Bb = 1 is used:
The additional issue due to the noise emission allowance is split into two parts: increase in rolling noise L E,bridge-role) and artificial noise ( L E , bridge-artwork ). The increase in sound is mainly caused by artificial noise at low frequencies (up to 1 kHz), at high frequencies by rolling sound. The cleavage of the sound increase is uniquely captured by the empirical bridge contribution filter Bridge of Figure 6.1.
Figure 6.1 Spectral characterization of the filter to filter the bridge share from the differential spectrum.
The part of the sound mission of the bridge that is awarded to the work of art is hereby:
Where the correction factors are Bridge are used, as shown in Figure 6.1. The rest of the sound mission of the bridge consists of rolling sound. This consists of the emission of bridge without the influence of the bridge pus a surcharge on the rolling noise Hrol :
with
This will make the surcharge to the rolling sound:
This supplement is added to the rolling sound sources on BS and AS heights, where the superstructure is modeled by code bb=1.
This method can be used to determine the sound emission allowance from comparative immission measurements near the bridge and near the track on normal tallow (earth, preferably with top-build structure bb= 1). The sound pressure level of track vehicle passages is measured near the bridge and near the earth in a single measuring cross section from the heart of the track (HS).
For the purpose of determining the horizontal distance between track and microphones, the following points shall be considered:
-Due to proximity effect effects, the measurement distance is at least 1,5. D from the heart of the bridge, where D a characteristic of the noise radiation is relevant dimension in the cross-section of the bridge, for example, the plate size of the bridge deck or the width of the bridge.
-Due to the total angle of opening, the distance of the measuring distance is at most half of the distance from the measuring section to each of the ends of the bridge, measured along the bridge.
-The measurement distance is at least 7.5 metres from the heart of the nearest track. On bridges shorter than 30 metres, therefore, is measured in the middle of the bridge, taking into account the limited length of the bridge.
In order to avoid excessive influence of soil effects on the earth, a height of 1,5 metres above the top of the track (BS) is recommended at a measurement distance of 7,5 metres to the HS. At a measuring distance of 25 meters, a height of 3.5 metres is recommended.
In the case of intermediate distances, interpolated between these altitudes. This means that the height of the height is adjusted so that the 'vertical angle' to BS is in the order of 10 °.
Close to the earth is measured at one height. We call this near height. H Near the bridge is measured at two altitudes: + H BS and- H BS, where the lowest part height is at least 1 m above the soil surface area present at that location. The results of these measurements are averaged. When the results of these two points of measurement vary greatly from the bridge (Directive: more than 5 dB per octave band), the highest measurement values can be counted or more acoustic examinations are carried out.
The measurement shall be carried out by examining the representative operational situation, i.e. the distribution of measured rail vehicles over the different vehicle categories and the speed driven corresponds to the measuring situation of the vehicle. on site. In the case of multi-track bridges with 'equivalent tracks', a surfacing measurement of the underlying track shall be sufficient. In the case of 'non-equivalent traces', the surcharge for all traces shall be determined separately.
For all measuring positions, per rail vehicle passage per rail vehicle category, the equivalent sound level shall be determined by means of the amount of time in which the level is higher than the maximum level minus 3 dB. The immission allowance per category Δ LI,bridge, c, i then, from the linear average difference between the two sound measurement positions on the n- (at least 5) passages:
with:
C Index rail vehicle category
I : index octave band
C : sequence number
L Aeq, br, c, i, k : measurement result at the bridge
L Aeq, ab , c, i, k : result of the earth's debit
The measured immission difference between bridge and earth orbit is affected by two factors: the difference in noise emission between a vehicle on the bridge and the same vehicle on the runway and the difference in transfer attenuation. In addition, in case the superstructure is different from bb= 1, a correction to the superstructure may be required by the structure of the structure.
This means that the measured immism is corrected by
for the difference in transfer attenuation in order to find a value for the sound emission allowance.
In general:
The value for the correction in transfer attenuation is easy to determine easily for simple cases. However, if an acoustic model is made of the measurement situation then it can be
Be determined iteratively. The following procedure is used:
-Suppose the sound emission allowance is exactly the same as the measured sound-noise allowance:
-Next, the procedure will be completed from 6.2.2 to assign artificial sound and additional rolling sound to the springs on the bridge. On the bridge, bb= 1 is modelled as superstructure.
-On the measuring positions on the bridge and the earthen job, the noise emission spectra are calculated. We call the difference between these two sound spectra
-The correction for the difference in transfer attenuation that we are looking for is then to determine with:
Discount driving rate
In addition to sound pressure levels, the driving speed of the track vehicle shall be determined in both measurements of the measuring system. If the speed between the two measurements differs by more than 5%, the earth measurement shall be corrected by the emission formulas (3.4). If this difference is more than 25%, then the measurement shall not be usable for the determination of the bridge surcharge.
The bridge premium spectrum depends on speed and rail vehicle category. The bridge supplement may be applied to the same vehicle category at speeds which are not more than 25 per cent different from the speed for which the surcharge is determined.
Where the bridge surcharge for a particular rail vehicle category cannot reasonably be measured, the bridge fee for this vehicle category shall be taken over from that category of rail that leads to the highest overall surcharge.
Discount rail roughness
In the direct vicinity of the measuring cross-section, the track safety shall be measured according to the procedures described in NEN-EN-ISO 3095:2005. If the track safety in the cross-section of the earth is significantly higher than the national average track noise spectrum (see Table 3.7), then another measurement cross section must be selected with a lower track safety, or the measurement values. must be corrected for the high track safety (see Section 3.4). If the track safety on the bridge is significantly higher than the reference, it is assumed that this is representative of the bridge (unless there is evidence to the contrary). Thus, in general, the bridge surcharge will not be adjusted for the high rail fruit. The bridge bonus is therefore partly the result of the bridge construction and partly of the high rail aridity.
The bridge noise is processed in SRM2 as a surcharge on the emission meter for rolling sound in combination with an additional source line on the artwork for the bridge sound.
The increase in rolling noise Δ L E,bridge-role is imposed as an additional emission term on the source lines at 0 and 0,5 m from the top end of the track (BS). In doing so, the increase of the rolling sound mission is divided into equal proportions across these two source lines. This is what we call the role sound source. The sound mission as a result of the sound radiation of the artwork Δ L E,bridge artwork is modelled using a source line at length of the artwork at the heart of the track (HS) at 0 m BS. This is what we call the art work source.
There are some special model learning requirements for the source of art.
1. The geometric extension of the art work source is described by a monopoolute extension according to formula 5.4b.
2. Already present foreclosure on the bridge or on the talud directly adjacent to the artwork has no influence on this source. The radiation of the bridge is not affected by the screens on or near the bridge.
In special circumstances where the calculation methods of this Decision or the methods of measurement mentioned above will not give a sufficiently representative result, the method of measurement and calculation of the method of calculation of the calculation of the method is to be used. Can be thought of waiting tracks or situations with highly deviant material or special track construction etc. The direct fixing of the equivalent noise load may also be regarded as a special circumstance for which a measuring programme is to be drawn up on a case-by-case basis.
For a measurement of the equivalent sound level LAeq shall have the following:
a. Two round-sensitive microphones equipped with windcover;
b. An acoustic calibration source has been adapted to the type of microphone used;
c. a wind-measuring gauge;
d. A wind speed indicator;
Furthermore, per microphone:
e. A means by which the A-weighting can be performed (A filter);
f. An instrument giving a direct reading of the noise level in dB;
g. An instrument that processes the microphone signal to a sound exposure level LAE as referred to in ISO 1996-1.
Any combination of the elements listed in subparagraphs (a), (f), (f) and (g) can be combined into one device.
The requirements of the equipment must be:
a t/m d: the relevant characteristics satisfy at least the requirements of the type 1 instrument as defined in the I. E. C. Publication No 651.
e: the acoustic calibration source shall be calibrated in a laboratory equipped for that purpose every two years.
g: has the wind speed meter, including contact sensitivity, at least an accuracy of 0,5 m/s in the range 0-3 m/s and an accuracy of 1 m/s at higher wind speeds.
Not measured shall be:
a. In case of dense fog (sight ~ 200 m);
b. during precipitation;
c. In the case of hard wind (measured wind speed > 15m/s at 10m height);
d. if the acoustic characteristics of the railway and the ground between the railway and the track point are different from the normal situation as a result of certain weather conditions;
e. if the weather conditions do not comply with the weather condition as given in Table 6.1. Only for relatively small distances (R < 10) Hb + hw )), the meteor is not applicable, provided there is no foreclosure.
The protection of the railway from the point of observation for more than 30 ° is understood to be under foreclosure. In this case, only those objects that are within the opening corner of the wind directions allowed in the weather window should be used.
Table 6.1 The meteoration of:
you: the mean wind speed during the sound measurement, at 10 m in the open field near the measuring location; the accuracy to be determined in 1 m/s for u> 2 m/s and 0,5 m/s for smaller u.
The mean angle between the mean wind direction during the measurement and the shortest connection line between the observation point and the railway.
meteorological day: the period between 1 hour after sunrise and 1 hour before sunset.
meteorological night: the period between 1 hour before sunset and 1 hour after sunrise.
Permitted wind speeds
Allowed Wind directions
| meteorological day |
October t/m May u > 1 m/s |
-80 < < + 80 degrees |
| June t/m September u > 2 m/s |
||
| Meteorological night |
u > 1 m/s |
Figure 6.1 Definition of the wind direction.
The reference point of reference shall be chosen in such a way as to satisfy the conditions for calculating the equivalent sound level according to paragraph 4.4 of this Regulation. The point shall be situated as close as possible to the railway, but not closer to 25 metres.
When choosing the reference measurement point, it is avoided that reflections against buildings and other obstacles will influence the measurement result.
If the measurement of LAE In order to determine the sound load on the façade of a building (still) not existing, the microphone must be placed in the planned surface. If the measurement of LAE In order to determine the sound load on the façade of an existing building, the microphone must be placed 2 m in front of that facade. In this case, the measured equivalent sound level shall be reduced by 3 dB.
The direct environment of the microphone and the area between the railway and the microphone is in normal condition. There are no permanent objects that affect the measurement result.
The microphone shall be fitted with a structure such that no movement is possible during the measurement. The construction does not influence the measurement result.
The microphone is orientated with its most sensitive direction.
The measurement procedure
The distribution of measured rail vehicles across the different vehicle categories corresponds roughly to the determining traffic composition on the relevant railway section.
The number of track vehicle passages per measurement shall be at least five.
The measurement equipment shall be calibrated before and after the measurement with the calibration source. The difference between the two calibration measurements shall not be greater than 1 dB.
Noise other than rail traffic on the rail section in question must not affect the result of the measuring result in such a way that a variation of 0,5 dB or greater occurs.
The number of measurements required in a given situation is given in Table 6.2. Where, according to Table 6.2, more than one measurement has been prescribed, each measurement shall be carried out on another day. The final result in case of multiple measurements is given by:
where: LAeq, j it according to formula 6.1 for measurement J calculated equivalent sound level. N The number of measurements required in the situation in question is the number of measurements required.
distance
Minimum number of measurements
Without a shield
With shield
| R > 10 ( Hb + hw ) |
1 |
1 |
| 10 ( Hb + hw ) < R ≤20 ( Hb + hw ) |
1 |
2 |
| 20 ( Hb + hw ) < R |
2 |
3 |
Emission register referred to in: Article 4.3 of the Noise and Measurement Regulation sound 2012 , shall contain at least the following information:
1. a map showing the location of the tracks in management of the emission management manager;
2. contact details of the emission registry administrator;
3. a description of the tracks with the beginning and end point, and any stations and stops and their mileage;
4. the hourly traffic levels in units per hour, averaged over a year, for the day, evening and night period, as distinct to inhibitory and non-inhibitory rail vehicles and to the category of the vehicle;
5. the average speeds per rail vehicle category, by route, if necessary by period;
6. railway structure by rail and the structures of art, contemplation, switches, and any other details;
7. an overview of emission characteristics of track vehicles and track structures that do not belong to the vehicle categories, as specified in Section 1.2.
These data are available for the year 1987 and for at least the three last years. As these data are to be used directly for acoustic examination, they shall comply with minimum requirements for accuracy. The minimum requirements per data species referred to above are as follows:
1. Map
The map establishes a clear link between the data set, the track and the physical location.
2. Traces
The beginning and end of each track shall be clearly marked in metres. In the case of a multi-track section, an indication of the track record shall also be indicated. For the location of the stations and stops, indicate the start and end of platforms as well as the name.
3. Traffic intensities
The use of the track shall be indicated by rail, in units per hour, by 0,1 unit. The declaration shall be provided by means of railway category as described in Chapter 1, on the day, evening and night period.
4. Speed profiles
For each railway vehicle category, indicate the speed at which the trajectory-on average-is to be taken over the year. It shall specify where the rail vehicles use their brakes in the normal operation of the schedule of timetables. Where it is necessary to use more than one speed profile, the proportion of the railway vehicles used by the rail vehicles of the profile (see also: traffic) shall be indicated. Speeds shall be rounded up to a maximum of 5 km/h.
5. Superstructure
The location-beginning and end-of the constructions described in Chapter 1 shall be indicated with a precision of 1 metre. In very complex situations (multiple switches over distances less than 100 meters) can be sufficient to indicate the number of interruptions about the complex situation, in dependence on the total number of switches.
If the roughness of the track differs from the Dutch average (as described in Table 3.6), the beginning and end of the deviation and the extent to which it occurs.
6. Emission characteristics
If a new type of rail vehicle-each track vehicle which cannot be classified into the eleven categories as mentioned in paragraph 1.2-uses a single road, the emission characteristics are known. Since the execution of the investigation is required to send the results to the emission register manager, they may be included in the register.
7. Screens (not mandatory)
If the location of screens is included in the emission register, then the following information shall be included:
-Start and end of stand in meters
-track to which screen is located
-indicate whether screen is left or right
-height in dm
8. Altitude
The altitude must be given at least 100 metres of track in dm above NAP.
The most important change to the rail transport component is the update of the emission of sound of high-speed trains. One set of emission speeds is included to describe the emission of sound of all high-speed trains. Research has been carried out on the emission of the new material (V250) for the HSL-South. The special superstructure (Rheda-Track) is also involved in this investigation.
The survey of vehicle categories has been updated. For the sake of clarity, information has now been included on the number of units of account applicable to a particular type of train.
In addition, the annex introduced a number of amendments which had already been carried out, such as in the area of the effect of rail attendants and of the effect of the (acoustic) grinding of the rails. Also, a number of errors in formulas have been improved, among other things, the errors already available in an erratum.
Finally, changes have been made to ensure that the method is best suited to the available information from the register. Examples are the modelling of switches and the sound emission allowance for steel works of art.
The periods defined in the Article shall cover either the period 07.00-19.00 h (day), the period from 19.00-23.00 (evening) or from 23.00-07.00 hours (night).
The concept of unit of account has been introduced here in order to replace the concepts of axis or bogie intensity used in the definition of the traffic intensity in the past. This has been the case on the one hand to increase simplicity and, on the other hand, it appears that the definition used now is more appropriate to describe the sound mission. In the case of towed trains, the locomotive in the carriages (in the case of personnel trains) or the wagons (in the case of freight trains) shall be regarded as all units. In the case of train sets, all component parts should be understood as units. Thus, the number of axles or bogies per unit is not relevant for the determination of the intensities.
In the case of railways which do not appear on the sound ceilings, the acoustic survey is based on the measure (i.e. the year of noise tax) and (in that year) on the long-term equivalent noise level during the day, the evening-and the night period. The average over these three periods determines the value of the noise load in Lden. In practice, however, a more practical approach will often be chosen, which is also in line with the determination of noise levels in dB (A), as it was for the introduction of the Lden. It shall be based on a period which is representative in acoustic terms for the whole year. For such a period of time (the representative period) the so-called long-term equivalent noise level shall be determined. If the one day in respect of traffic and traffic composition does not differ significantly from another day, the representative period shall not be longer than one day. There should be longer periods where periodic or other variations related to the train run should be longer periods. This will not be the case with the usual passenger services, but rail freight may vary widely from day to day. For this reason, in particular, the number of trains for a longer period of time is often used for the carriage of goods. The variable intensities occurring during the period of the year for the noise load shall be arithmetic on average to a representative volume of traffic: the traffic intensity.
The representativeness and usability of the results of an acoustic examination are or fall with the reality value of the traffic variables used. The primary requirement for an acoustic examination is that it is as accurate as possible to indicate the (future) noise load. This will only be the case if not only optimal attention is paid to the acoustic aspects, such as soil damping and reflectance, but as well as research a sound task, usually based on a prognosis, basis is located. It is necessary to avoid, after a few years of insufficient effectiveness in terms of traffic conditions, the higher levels of noise and, therefore, noise levels, that noise-free measures taken on the basis of the results of an acoustical study are not sufficiently effective. It was estimated at first.
This Annex provides that all traffic under the service line number shall be assigned to one of the following rail vehicle categories under the service line number. This has already been done for virtually all of the Dutch grid using vehicles, and the characteristics are set in the form of emission speeds. In chapter 2 of this annex these are listed as dB values, while in Chapter 3 these emission speeds are included for the octave tyres. Of a large number of superstructure types used in the Netherlands, the characteristics are also available and included in Chapters 2 and 3 of this Annex. Where new equipment is put in place, this may be granted to an existing category of rail vehicle. For this purpose, measurements shall be made in accordance with procedure A from the Technical Arrangements Emission-eating Methods Railtraffic 2006. If new equipment cannot be classified into one of the vehicle categories, e.g. if the equipment is stationary than the existing vehicle categories, then the new emission speeds under the B procedure will be used in the Technical Service. Rail Transport Emission Methods Scheme 2006 established. An amendment to this Annex allows the new emission speeds to be included in a new category of railway vehicle to be created.
The fixing of emission numbers is carried out by means of emission targets, that is, by rail section, over which the emission of rail vehicle noise can be assumed to be constant. Therefore, before the emission numbers can be calculated, the location of the emission trajecs should be determined or formulated differently: the locations on the railway where the transitions lie between the emission trajecrajects.
In principle these transitions are located in places where one or more of the input data of the emission calculation changes in a way that is relevant to the final result.
In places where an area with rail interruptions starts or ends as in the case of rail, switches and crossings, in the case of short sequence of emission injections, the distance of 30 metres can be reduced as much as necessary. For calculations according to the Standard Method 1, the emission numbers are determined over a length of four times the perpendicular distance between the observation point and the railway; this length is symmetrical in relation to the lead line of the vehicle. observation point on the railway. In this way, the emission is known for the entire railway area within the area of focus, defined for this calculation method.
If the calculation is carried out using the Standard Test Method 2, then determination of the emission numbers is required over a two-fold length as defined above.
The emission number per octave band shall be calculated for multiple source heights.
This refinement is especially necessary in order to calculate foreclosure. When rail vehicles equipped with so-called block brakes carry out their inhibition, the source of the sound mission is clearly shifting upwards. Not all categories of rail vehicles have-dominant-emissions at all source heights. High-speed trains, in particular, have important high levels of high altitude. In the case of railway vehicles designed for a lower speed limit, the contribution of higher-based sources may often be set to 0.
The different pathway correction factors are dependent on the matter type. The various factors cover almost all the types of jobs that are found in practice. One exception is, among other things, the steel viaducts.
The emission number on the spot of steel bridges and other pieces of art and orbital structures not mentioned in this regulation can be measured by means of measurement. The method of measurement shall be used as a starting point in accordance with Chapter 6.
The tables with corrections for superstructure structures do not include the corrections for the situation of a track with rail-dampers on wooden sleepers. For this situation, the situation of a runway with concrete sleepers (b= 1 or bb= 1) can be considered.
The emission numbers for diesel equipment and some electric locs do not include the proportion of sound production at acceleration and idling. Since this exhaust sound and fan noise is emitted high, it should be devised that the application of screens in positions of equipment that accelerates or is at the station end makes little sense when no account is taken of this exhaust noise. are kept. The current calculation method does not provide for the fixing of the noise load in these cases. A method as described in the 'Measuring manual and Calculating Industrial Noise' will then be more obvious.
The emission formulae shall be valid from 40 km/h. For situations where the actual speed is lower than 40 km/h, the emission shall be at 40 km/h, which shall generally give a slight overestimation of the actual emission.
Formula 3.3c can be used in situations in which it is structurally higher than the national average which is the basis for this computational requirement. However, this formula is intended, in particular, to allow the calculation of the noise-reducing effects of the maintenance of the rail in a state of additional low track safety. This source measure consists of the one-off application of the extra low-track safety and the subsequent maintenance of this low level of roughness. This is possible through the use of special grinding trains and grinding techniques, and it is also possible to speak of 'acoustic grinding'. It is essential that the railway operator should give proper form of this special maintenance. An important part of this is an annual check of the tracer level of the tracks. This monitoring can be the form of the railway operator by allowing manual measurements to be carried out, but measurement systems from rail vehicles may also be appropriate for this purpose.
It is possible to determine the rolling noise emitted from the track on a work of art in the same way as defined in TR procedure C. A railway transfer is defined which contains the sound characteristic of the work of art. This can replace the premium values from the tables in Chapters 2 and 3.
Geometric definition of the situation
The 'Standard' method of method 1 shall be based on the fact that the railway must be a specific approach over a certain distance. The verification of the right of the railway has been demonstrated in Figure 4.1 . The modelling of the situation implies that the calculation method is inapplicable in cases where the axis of the actual railway is one of the shaded areas of Figure 4.1 Cut it. In such cases, the calculation scheme can often be used as an indicative method. For the assessment of certain characteristics, the model shall only be considered the (main) railway section between the limits. However, the whole of the railway will be charged.
Sound-shielding objects
The Standard Test Method 1 is based on largely free visibility from the observer (the point in which it is LAeq shall be determined) on the railway. It shall be considered that the sum of all the angles on which the observer's visibility is obstructed to rail traffic is not greater than 30 °. This is illustrated in Figure 4.1. The above also indicates the scope of application of the calculation method with respect to obstacles between railway and observer. Examples of sound-shielding objects are: buildings, screens, walls, and ascending talud along deepened railway tracks. For track lanes, the ground body also applies as a shielding for the noise in the downward direction. The Standard Test Method 1 is therefore not valid for observation points located lower than the top of the rail bars. For low observation points, the method may indicate a (overestimated) indication of the actual LAeq shall be obtained.
Figure 8.1 Horizontal projection of the focus area as an illustration of the application criterion for the shielding
Emission Rate
The standard method of method 1 assumes that the railway line between the boundaries is not excessive in terms of emission.
Distance criterion
The criterion that the distance between the observation point and axis of the track should be at least one-and-a-half times the distance between the outermost rail is set because, in such a case, the railways existing from more than one track can be used. modeled as a single row line located on the ground of the axis of the track. If the criterion cannot be met, the calculation is carried out by rail (or combination of spores which do comply with the criterion), after which the individual results are energetically somiferous.
Reflectimeter
The reflectimeter Reflection increase the sound level increase due to reflections of the sound against acoustically hard surfaces along and on the other side of the railway. Acoustically hard surfaces, for example, are facades, walls and non-sound-absorbing screens. Reflection is determined by the parameters Dr Dw and fobp which is illustrated in Figure 8.2 with an example. In this example, the object fraction is fobj equal to 0.8, from which the value of 0,8 dB shall be used for the reflectance time.
For reflective surfaces that are not fully parallel to the railway (deviations > 20 °), the calculation method can also be applied. Reflection It is somewhat overrated.
Figure 8.2 Example of the determination of the parameters in the calculation of the reflection period Creflection. The horizontal projection shows that dr. <4dw should be taken into account for the reflectimeter at the Laeq.
Rangesterm
As the distance from the sound source is greater, the sound energy emitted by the source in a certain direction is distributed over a larger area and the noise level is thus lower. The distance factor Dafstand Takes this effect into account for a line source.
Attenuation sterm due to air absorption
The formula by which the air damping is calculated is valid for distances up to about 1000 meters to the axis of the railway.
Weakening sterm due to the soil effect
For the determination of B It is important to point out that only non-paved land (grassland, agricultural land, forest land, etc.), as opposed to areas of water, asphalt, concrete, vowels, pavement tiles, etc.), contributes to the weakening of the soil or not. In certain configurations, it is possible that the soil attenuation Dsoil Negative.
General
The scope of the Standard Test Method 2 is wider than that of the Standard Method 1 and the Measurement Methods given in Chapter 6. It is therefore necessary to apply this method where the other methods do not lead to sufficient noise equivalent to the situation in question. Since it is impossible to provide a method applicable in all cases in this Decision, it shall indicate, for each part of the method of calculation, the circumstances in which further examination of that component is necessary. Performers of further investigation are expected to have a high degree of expertise while reporting high requirements, see Annex I to the Sound 2012 Reaching and Measure Regulation.
The transfer model used in the Standard Test Method 2, in particular the section on soil damping and screen operation, shall be based on the curved radiation model in case of windscreen conditions. In the calculation of screen operation, according to the theory of Maekawa, the curvature of the sound beams is taken into account by reducing the actual screen height with an ineffective part. However, the associated wind conditions assumed in this transfer model are not representative of meteorological average. By including a meteor rectimeter in the model a 'meteoaverage' equivalent noise level is recorded. LAeq obtained.
The emission numbers by emission range, specified per octave band, are assumed to be known. The geometric input data will often come from well detailed map material (horizontal projection and vertical cross sections of the relevant objects). For the purpose of automatic processing, this data will only be introduced in the calculation (curved lines are approximated by straight line sections, the height of sloping mower field is indicated with an average value, missing acoustically relevant details, and so on). This makes the importation of data an occupation that requires a sure acoustical insight. In particular, in complex acoustic situations, the reporting shall include both the original card material and the encoded geometry.
Conceptual provisions
The calculation of the transfer (soil effect, screen operation and meteor rection) shall be based on point sources. By sector, for this purpose, the source, which is strictly a piece of line source (the line segment) is located in one point, mentioned here the source point.
Figure 8.3 Illustration for the concept of row-line segment.
The Master Formula
Formulae 5.1a and 5.1b are derived from the definition of the equivalent sound level LAeq Which reads:
where: t 1 and t 2 respectively the start and end times of a specified time interval in seconds, PA (t) Instantaneous A-weighted sound pressure (in Pa) and po is the reference sound pressure of 20 μPa.
The constant of -58.6 in this is due to the fact that:
-the emission time LE represents the sound power per kilometre instead of per metre;
-the angle of opening in the geometric extension strength (Φ) is in degrees rather than in radians;
-the constant 1/4 π is missing in the geometric extension strength.
This leads to a term +10 lg (1/1 0 0 0). (π/180). (1/4 π) = -58.6 dB.
In the Noise-noise law Three intervals are specified, namely the current day period from 07.00-23.00, the evening period from 19.00-23.00 and the night period from 23.00-07.00. All terms in the right-hand member of formula 1b are provided with one or more of the indices I , J , or n- Since the calculation here refers only to one octave band, one sector and one source point, for the sake of clarity the indication of the indices has been waived.
The information about the index n- (from 1 to N ) describes the (energetic) superposition of the individual contributions of the driving lines. The sommations about the indices I (from 1 to 8) J (from 1 to J ) Numerical integrations are on the frequency (octave bands) and the total angle of opening of the observation point (sectors). In most cases, it is sufficient to provide all sectors with an opening angle of 5 °. Sectors with an opening angle of less than 5 ° may be necessary because of discontinuity in the geometry (angles of buildings, ends of screens and the like) and in traffic data (in case of change of the emission number) sector-borderpoints They must be laid. The total opening angle of the observation point can have two values, namely:
a. 180 degrees if the LAeq For the purpose of establishing the sound load of a façade, or
b. 360 degrees if the LAeq For the purpose of setting the noise load in a sound sensitive area.
Reflections
Figure 8.4 shows an example of the way in which the construction of a sector for the calculation of the effects of reflections is carried out. The part of the unlectured sector to the right of the reflecting surface is replaced by its mirror image in relation to the reflecting surface. The mirrored sector part is heard seemingly at the observation point W ' that is the mirror image of the actual observing point W.
Figure 8.4 The construction of a sector after reflection.
In Figure 8.5 has been given an example of a sector which, as a result of reflection, is cutting a railway line for the second time. The contribution of the signed sector to the equivalent sound level LAeq shall be calculated from the superposition of the contributions of the source points 3 and 4 (direct) and source points 1 and 2 (via reflection). When reflecting surfaces that make an angle of 5 ° or more with the vertical, it is not a priori whether the reflected sound reaches the point of observation. A further examination is required in this case to demonstrate the degree of sound reflections of the LAeq affect the sector in question. The contribution of reflecting surfaces that make up a greater angle than 30 ° with the vertical position and the sound upwards (sloping roofs and the like) may be neglected, so that further investigation is unnecessary in that case. In the ineffable surface of the reflective surface, all façades, galleries, stairwells and the like must be thought of in facades. If the source or the observation point is short distance from this, the scattering effect of the ineffable units can lead to sound levels which do not correspond to the results of this calculation method. A further study, such as practice or scale model measurements, may result in an outcome. If the observation point is on the facade (this is the case when the sound load of the façade is to be fixed), the above obviously does not apply to the observation point.
Figure 8.5 Example of a sector that cuts a railway through a reflection twice.
In fact, the surface of an object by sector is approached by a flat plane. If this approach is a good description of the real situation, then in many cases, the division of the surface across multiple sectors with a smaller angle of opening may be the solution. If this is not the case then further examination is required, for example in the form of practice or scale model measurements.
The LOD transfer
Air damping DL
The given values of δAIR are derived from the tertsband ISO-DIS 3891 at 10 ° C and 80% relative humidity. In particular, in the high frequency bands, some compensation has been introduced for the highly dispersive nature of absorption.
Soil attenuation DB
The classification in three soil areas is necessary because the assumed curved beams model soil reflections in the vicinity of the source as well as the observer and, in the case of sufficient distance between source and observer, at the same time. Intermediate area. Each of these areas may have a different soil condition, so that three different absorption fractions are required in the calculation.
Acoustically harsh means are vowels, asphalt and other road hares, water surfaces and the like. Not acoustically harsh are: grassland, farmland with and without crop, sandy plains, land under vegetation, etc.
The screen operation Lsw
Since this part of the calculation model is only suitable for netting the contribution of the sound that, via diffraction over an object, reaches the point of observation, the proportion of noise transmission by the object must be negligible.
In other words, the isolation of the object must be significantly higher than the calculated screen operation to qualify as foreclosure. Buildings, earths and the like generally comply with screens, walls and similar objects which must be used to ensure that the mass per unit of area is at least 10kg/m. 2 There shall be no major sprouts or opening and ('acoustical leaks '). It has been shown that a deflection gap on the bottom of a screen of not more than 10 cm in height and below the top of the track has no measurable influence on the operation of the screen.
The screen effect in this regulation is based on a number of validated measurements and calculations, which are however not representative for all conceivable situations. In most cases, the approaches of this regulation are conservative and the screen behavior is underestimated. The application of a lower sound screen may then be possible if it can be substantiated by further investigation. This further examination may also consist of an inventory of studies already carried out in the past, e.g. scale-model research, on similar screens in similar circumstances.
In each case, further examination shall be carried out when applying a sound-reflective sound screen, with a deviation from the formula 5.2. The approach of actual screen height by an effective screen height according to formula 5.2 is a conservative approach; examination of a number of situations has shown this.
The trace specific absorption
The rail traffic spectrum set out in Section 5.7 to determine the trace-specific absorption is based on the presence of at least 50% of the traffic (more low-frequency noise) of the goods. For situations involving less trading of goods, the actual rail-specific absorption tends to be larger and the result obtained by using the specified spectrum will be on the safe side.
The rail-specific noise wave
The sound insulation of heavier building materials such as concrete and stone as well as earths, is generally sufficient to prevent noise from going through the screen to make a contribution to the observer, since most of the noise is by bending across the screen edge. Caution should be exercised when applying lighter building materials (e.g. on doors or dilatation joints) and high screens (3 to 4 meters of screen height) and at observation points very close behind the screen (up to 10 metres).
The octave band spectrum of the equivalent sound level
For a precise determination of the equivalent noise level within dwellings it is desirable to have the octave band spectrum of the sound field in the facade. In the manner described, an eight values are obtained for the equivalent sound levels in the different octave bands. The A weighting is already taken into account in this respect. In all cases, it is recommended that, in addition to the equivalent noise level in dB, the octave band spectrum should also be reported in the reporting.
Transfer attenuation determination
The measurement methods described in Chapter 6 shall be used to determine the attenuation of the transfer and to determine the bridge charge.
The methods have a hybrid character, that is to say, the determination of the equivalent sound level takes place through a combination of a measurement and a calculation. The calculation is performed at a point chosen so that the Standard Method 1 (SRM 1) can be used. The measurement part of the method consists of a determination of the difference in the noise transfer between the reference point and the actual measurement point. The latter is done by means of a number of train passages the average difference in the sound exposure level LAE to be measured. The equivalent level of noise at the point of measurement at the point of measurement follows from Formula 6.1; it is equal to the LAeq at the reference point LAeq, ref reduced by the measured transfer difference ∆LAE .
The advantage of this method is that no counting of the number of passing rail vehicles is required during measurement, nor that speed measurements need to be performed. The method is also independent of variations in the superstructure; it is even possible LAeq to be determined along the lower parts of which the superstructure is unknown. The information for the area of reference of the reference point must of course be known.
In principle, there is no limitation to the distance measured along the railway between the two measurement points (the distance Mref -I'm in the drawing. However, if during the measured passages change the driving behaviour along this trajectory (speeding, braking), then this change should be more or less consistent with the normal behaviour on the spot.
Art Workload Supplement Method
Application of the method of measuring and modelling bridges
The method can be used for steel bridges with any sound or sound-shielding parts, under the assumption that the sound screen only has effect on the rolling noise (dipole sources). Also, the method can be used to determine the effect of the placement of a sound screen. However, caution should be exercised when applying high screens (greater than 4 metres), as other effects may be involved, such as noise radiation from the screen itself.
In the case of concrete works of art, the emission due to rolling noise and bridge noise has been incorporated in the relevant superstructure correction. This method may be used in sound or shielding situations, with a height of 2 metres above the top of the rails. When applied screens higher than 2 metres on a concrete artwork, the method of measuring and modelling bridges is usable, with a flat bridge contribution filter of 0 dB. 2 All octave tyres shall be used. In the event of doubt as to whether a work of art is to be regarded as a concrete or a steel piece of art, the construction of the bridge deck (the bridge components directly under the rail attachment or ballast) is of a measure. For bridges shorter than 10 metres, the method is not required to be applied as they are not charged as a separate part of the route.
For situations where further examination is required because the bridge share filter is not applicable (see the above comments), it is possible to use a method for determining the rolling noise (as specified in TR section 2.4 and 2.4.6.). and measuring rolling sound shares.
It is indicated that multi-track bridges can be measured by measuring the surcharge of one track, provided they are equivalent spores. This also applies to the so-called 'bridges', situations where the bridge in the length direction is made up of several parts. It may also be sufficient to measure one part, under the condition that they are equivalent bridge parts.
Adjustment for deviant rail fruity
As far as rail safety is concerned, it is necessary to avoid an assessment of a non-representative situation. The emission numbers of an outbound rail (Table 3.1) are based on the reference uwity derived from the average rail rate of rail in the Netherlands. This is consistent with the track 's maintenance regime: very rough rail rods are milled at some point, and then it' s smooth for a while. However, there is no known fact about the average track safety on steel bridges and the assumption that the current rail fruity is representative of the bridge is plausible. In determining the bridge supplement, a roughdown correction is applied to the dimension cross section on the earth, but not to the bridge. The bridge bonus is therefore partly the result of the bridge construction and partly of the high rail aridity. This choice has two consequences:
(1) The calculated sound levels in the vicinity of the bridge shall as best as possible correspond to the levels actually to be used;
2. The grinding of the rail bars on the bridge as a noise reduction measure is to be taken into account; in this case, the gauge on the bridge must also be determined according to NEN-EN-ISO 3095:2005.
Method of special situations
In particular situations (such as watch tracks or complex station situations) or for the direct determination of an equivalent noise load, the methods described here are not wholly adequate. In the first case, the method can be measured according to the Manual and Calculate Industrial Awaai. In the second case, a measuring plan will have to be drawn up by an acoustical expert so that a sufficiently representative result can be obtained.
Equipment
The said instrumentarium is a 'minimum package'. In practice, it will be apparent that more equipment is needed depending on the nature and frequency of the measurements in order to facilitate the measurement. In the measurement practice, the possibility of establishing a microphone signal on magnetic tape and processing is often used in the laboratory. The tape recorder used and the tyre material shall be in a dynamic range, frequency characteristic and deformation characteristics so that the instrumentation chain with a tape recorder is equivalent to an instrument chain in which it is established on the spot. microfoonic signal shall be analysed. In addition to a recording of the acoustic calibration source, an electrical calibration is to be used to check the frequency characteristic of the tape material. The results of this report should be reported, if available, as well as the type of tape recorder and tape material used.
The measurement site
Since the noise load is calculated at the point of measurement using the Standard Method 1, it is clear that, when choosing this point, the conditions of application of this calculation method must be respected. The preferred distance of 25 meters is related to the fact that the calculation method is most accurate at that distance and the least problems with interfering noise are also expected to be expected.
In the manner described, the equivalent sound level is determined at a point in the plane plane caused by the noise field corresponding to the façal plane.
'Normal condition' means the condition of the measurement site without any measurements being made. It is therefore necessary to establish the measuring equipment in such a way that no undesirable reflections are caused. A minimum distance of five metres is maintained until parked passenger cars; for lorries this is ten metres. If measurements for a facade are carried out, the windows are closed in the vicinity of the microphone.
In most cases it can be worked with a tripod to ensure that the conditions laid down can be easily fulfilled. Exceptionally, work can be done with either a 'rod' or a cable attachment.
For condenser microphones with a diameter of half an inch or less, this requirement is less critical, but for the sake of the uniqueness, she remains here, too.
The measurement procedure
Due to the fact that the noise transfer frequency is frequency dependent, the distribution of the emitted sound power over the different octave bands is also important. This so called spectral distribution should, therefore, be approximately equivalent during measurements with the normal site distribution. The selection of the materials to which the measurement is carried out is therefore more or less representative of the normal (mean average) service. However, this condition is not as critical; for example, significant errors can occur when measured by a light matter type (sprinters), while night-time freight is a measure of measure.
The influence of noises other than rail on the relevant railway section (the interfering noise) shall cause a higher noise level to be measured than the level of immission of the rail traffic to be measured. Jamming sounds can, among other things, be caused by: industries, road traffic, wind noise along the microphone, birds, playing children etc. If measured in the plane of a non-existent facade is also the sound that will be shielded by the planned building. The knowledge of interfering noise and the estimation of their strength in relation to the strength of the rail traffic noise to be measured are cases which are usually required to be performed on hearing and thus a certain experience of the measurement engineer will be requirements.
In the reporting of each measurement, it is appropriate to consider the observed jamming noise during measurement. It shall consist of a description of the interfering noise sources (nature and location) and a (often subjective) indication of their impact on the measurement result.
At relatively large distances from the railway and in particular in the case of foreclosure, the influence of wind fluctuations on the measurement result is so large that one measurement gives an insufficient representative picture of the sound situation. Multiple measurements are then necessary. If possible, the measurements should be carried out under other weather conditions (within the weather window). If major differences (greater than 6 dB) occur, it is recommended that an additional measurement at low wind speeds be performed.
The executor of the acoustic examination shall, in principle, carry out the location and use of the railway of the emission register. In terms of traffic conditions, the register contains the data from the peillyear 1987. In order to be able to assess the 'change of a railway' to the statutory intensity criterion based on the average over the last three years, it is also necessary to include the three most recent years in the register.
The acoustic researcher is expected to critically assess all data collected by him, including from the emission registry, on quality and reliability. In the case of ambiguities, doubts as to the correctness of the data or insufficient data (e.g. very complex situations), the acoustical researcher with the emission register administrator should contact the user. Efficiency is not lost in this respect: the collection and maintenance of the data costs an amount of effort, which can increase exponentially, if too great demands are made.
For roads, at least one source registry line is used for each lane. If it is based on a source registry line, it is located in the middle of the carriageway and contains the horizontal position and the altitude count. If more source registry lines are assumed, they shall be in a position representative of the lanes to which they relate. In the case of connections (e.g., clover-blades), parallel lanes of motorways and on-and off-journeys, an additional source registry line is located on the carriageway physically separate from the main carriageway.
For railways, a single source registry line is used by rail. This source registry line is located in the middle of that track and contains the horizontal position and altitude count.
Traffic data consists of the traffic intensity and the speed as defined in section 2.1 of this Annex. Annex III and Article 1.1 of Annex IV in the Sound 2012 Reaching and Measurement Regulation.
The traffic data is associated with the source registry lines.
Temporary speed reductions due, for example, to work are not included in the calculations of sound production.
Corrections for the increase in emissions resulting from a roadside change and due to starting surcharges in the vicinity of intersections and speed limiting obstacles shall not be applied.
The gross mission allowance for steel works of art is based on a Annex IV certain value. If there is no such value, the gross mission allowance is as follows for the following types of superstructure structures:
a. Direct anchorage without a ballast bed (insert-less): supplement 10 dB;
b. Direct anchorage without ballast (on-the-shift track): Surcharge 12 dB;
c. wooden sleeper without a ball bed: supplement 10 dB;
d. ballast track with sleepers (insert-less): supplement 5 dB;
e. Sealed Rail without ballast bed (insert-less): supplement 8 dB;
f. Sealed Rail (silent bridge design): surcharge equivalent to non-jointed ballast-rail with wooden sleepers.
These supplements apply to all vehicle categories and to each armpit band.
For a concrete bridge, the following modelling may be used:
1. Concrete works of art shorter than 50 meters are modelled as a plate bridge, taking the basis of actual superstructure. An op-ed edge is not modeled.
2. In the case of concrete works of art that are longer than 50 meters, the construction and superstructure correction is used for the work of art. An op-ed edge is modeled as (a single stump) screen at 2.5 meters relative to the outer track on the artwork.
3. By way of derogation from Annex IV of this arrangement, paragraph 5.3.9, screens which are higher than 2 meters shall be modelled with the actual height without further acoustic examination required.
The classification of the sectors is based on a fixed opening angle of 2 °.
The calculations shall be based on a maximum of 1 reflection per transfer path.
The following shall be modelled on sound screens and sound panels as follows:
a. In the case of screens acoustically hard (reflecting) on the side of the road, the reflecting surface of which is perpendicular, or below a slope of less than 5 degrees, on the surface of the earth, for all octave tyres δrefl = 1 dB.
b. In the case of noise-acoustic absorbers or screens on the side of the road, or screens which are under a gradient of more than 5 degrees on the surface of the earth and have been shown to be absorbent as a result of further examination, shall not be considered as a contribution of the reflectance.
c. For screens constructed of different components, δrefl = -10 lg [ 0.8 * (1-Sf)] applies to each octave band in which Sf is the part of the surface of the screen that falls under part b.
Sound screens and sound-walling shall be modelled on railways with the actual height and no reflection contribution shall be charged.
The shielding effect of a canopy with dense side walls is modeled by placing absorbent sound screens at a height of 100 meters above top of track, at the location (s) of the side walls of the cover canopy. No sealing operation shall be taken into account from a canopy without a dense side-walls.
Subject to the paving of the road, for the determination of the soil damping of roads, an acoustically soft soil shall be assumed. Also (berm) ditches, unlucky and vairports, care places with toe and off rides and other roads, parking lots and squares are considered acoustically soft ground area. The soil damping of the paving of the road is determined according to the method from Annex III This scheme.
For the determination of the soil damping of railways, an acoustically soft soil shall be used.
By way of derogation from the methodology of the Annex III and IV where the average mower field height in the source area and the receiver area is determined by sector angle, a more generalistic method for calculating sound production ceilings may be used, where the calculation of the sound production ceilings shall be variation in the mower field height shall be taken.
A simplified modelling of talud may be applied for the calculation of sound production ceilings.
In the event of entrances and exits of tunnels, the off-screen effect of the tunnel walls may be neglected.
Curved screens or awnings along roads are modeled by means of a replacement vertical screen, the top of which corresponds to the top of the curved screen or the tip of the awning. If this point, seen from the foot of the awning, is beyond the line of the line, the line of the row is shifted locally. The new position of the source is then halfway through the innermost web grand and the replacement vertical screen as shown in the figures below.
The creation of the first sound production ceilings for existing roads and railways lays down special provisions in the Environmental Environment Act . For the calculation of sound production for the purpose of establishing this sound production fund, in addition to the rules set out in Chapter 1 of this Annex, the detailed rules set out in this Chapter shall apply.
In calculating sound production for the determination of the noise production ceiling, Article 11.45, first paragraph, of the Environmental Management Act The following data shall be used as source data for weighing:
1. The traffic data based on the calendar year 2008. If this year's data are not available, data shall be used on the basis of the calendar year closest to the data and for which data are available;
2. For the location of the source registry lines, the type of road surface, shielding objects: the situation on 31 December 2008 or the situation on the basis of most recent data for the moment of entry into force of the register. Chapter 11 of the Environmental Protection Act ;
3. A ceiling correction value of 1,5;
4. As far as it is concerned, a road which has been designated on the basis of Article 11.45, fourth paragraph, of the Environment Derogation from Section 2 shall be based on the type of road surface as set out in Article 38 (4) of the Environmental Management Decision.
The basis for the above data is historical registrations of Rijkswaterstaat, among others based on counter loops in the road.
Temporary situations, for example in relation to road work, are not included in the data.
In calculating sound production for the determination of the noise production ceiling, Article 11.45, first paragraph, of the Environmental Management Act the following data shall be used as the source data for railways:
1. The traffic intensity based on the average per rail section over the years 2006, 2007 and 2008. If data from one or more of these years is not available, the average shall be determined over the remaining years. Where data is not available for all three years, data shall be used on the basis of the calendar year closest to 2008 and for which data are available;
2. For the location of the source registry lines, superstructure construction, shielding objects and location of stations: the situation on 31 December 2008 or the situation based on most recent data for the time of entry into force of the ship; Chapter 11 of the Environmental Protection Act where rail dampers that are anticipating the execution of Section 11.3.6 of the Environmental Management Act have been presented, not taken into account;
3. A ceiling correction value of 1,5 dB.
The basis for the above data is the data as published in the emission registry, where errors have been recovered as much as possible. Averaging of the traffic conditions is linear per kilometre interval, period of time, vehicle type, speed profile type, direction, and any track. The calculation takes into account 'continued' and 'stop' trains, related to the 'sphere of influence' of a station. This 'sphere of influence' of a station runs until midway through the distance to the next station.
Temporary situations, for example through rail operations, are not included in the data.
In determining the noise production ceilings specified in Article 11.45, second paragraph, of the Environmental Protection Act , in addition to the source data derived from the relevant decision, where relevant, noise reduction measures and related agreements or commitments relating to or to be taken in addition to the decision in question shall also be taken into account. The source data shall be determined in this manner in respect of the road or rail section at least the route to which the decision relates directly. If the physical limits of the noise reduction measures are carried out, or in addition to the decision, beyond the limits of the decision, they shall also be included in the source data of the sound production ceilings. This is shown in the figure below.
In the absence of data for the day and/or the evening period, these traffic intensities are supplemented, using the ratio of the traffic intensity in the day, evening and night period as in 2008.
The source data for a noise production ceiling established on the basis of Article 11.45, third paragraph, of the Environment shall be equal to the source data used for railways for the determination of the sound production ceiling pursuant to Article 11.45 (1) of the Environmental Management Act.
In drawing up the report, Article 11.22 of the Environmental Management Act , the sound production for the relevant calendar year and the comparison with the applicable noise production ceiling shall be calculated on the basis of:
a. traffic data representative of the calendar year for which it is representative;
b. The shielding objects entered on the last day of the calendar year in the register to the extent that they are actually present;
c. the last day of the relevant calendar year for the other data.
General
Off Chapter 11 of the Environmental Protection Act follows that sound production ceilings determine the maximum sound production permitted at reference points. In addition, from the Environmental Environment Act also that sound production is the calculated noise load at reference points. The reference points shall be located on opposite sides of the road or railway and shall be included in the sound register. In Annex 2 of the Explanatory Memorandum to the Law of 24 November amending the Environmental Management Act in connection with the introduction of the sound production ceilings and the transfer of the sound production fund Chapter IX of the Noise Nuisance Act to the Environment Environment Act 3 has been described as the reference points.
The method of calculating sound production is largely equivalent to that for calculating noise loads on dwellings. The starting point is therefore the Standard Test Method 2 of Annex III (for roads) and Annex IV (for railways) under this scheme. But there are a number of additional and different rules. These rules are in this Annex V is incorporated into this scheme. The aim of these rules is to establish a clear separation of responsibilities between the administrator and the municipality, and to achieve greater clarity and greater practicality. The latter is important because, for example, for the annual report, the size of the research area is very large. This means almost the whole of the Dutch network of motorways or main railways.
The system of noise-production ceilings must contribute to the sound, clear and logical separation between the responsibility of the administrator and the local authorities. In the explanatory memorandum of the Chapter 11 of the Environmental Protection Act is described in detail. This separation is necessary to ensure that the calculation of sound production does not take into account all kinds of specific characteristics of the environment. Buildings, hard soil areas, and other obstacles in the environment are therefore ignored in the calculation. This is a substantial deviation from calculations of the sound load on sound-sensitive objects. This makes sound production independent of changes in the environment. This makes sense because a road or rail operator has no impact on such changes. Its compliance with the noise production ceiling shall be aimed at changes to the source. That is, after all, the things that the administrator is going to be talking about.
A municipality is responsible for the changes in the environment of the source. Like, for example, the demolition of a property that provides sound shielding to the homes behind it. Or the construction of a large hard ground area (parking area) which increases noise levels. Another example is the construction of a high-rise building along the source through which reflections increase the sound levels on the other side. All of these changes in the environment do not affect the calculated sound output. On the other hand, changes in the traffic flow, the speed of traffic, and the geographical location of the source have a direct impact on sound production.
The additional rules set out in this Annex lead to the fact that the noise load in a reference point may be different from the calculated sound production. The derogation will be small in open areas, such as meadows, agricultural areas or nature reserves. But it is also possible, for example, that a point of reference is within a building or in a place where buildings in some other way have a major impact on noise. Then the deviation between the actual noise load and the calculated sound production can be large. This derogation shall have no effect on the functioning of the system with the noise production ceilings. It is a system of differences rather than absolute values in that system. The effect of buildings is not included in the definition of noise production ceilings as well as in respect of their compliance. As a result, the system operates in all situations as a limitation of growth in the growth of sound loads. The simplifications for the calculations of sound production have no adverse consequences for residents because they do not affect the calculation of sound loads of sound-sensitive objects. For such calculations all rules apply. Annex III and IV This scheme. The measures resulting from such an investigation will then be included in the register of noise to establish the new sound production ceilings in accordance with the simplified scheme.
Source Information
The sound production ceilings shall be based on corresponding source data. The source data is designated in the Noise management system . It concerns the location, technical characteristics and use of the source, the shielding objects, the ceiling correction value, and the height of the source and the reference point. The source data belonging to the sound production ceilings in force shall be included in the sound register. The source data from the sound register shall, together with the location of the reference points, constitute the most important information necessary for the calculation of the maximum sound production permitted at the reference points.
Source registry lines
An important part of the calculation is the source registry lines. These are the lines that make up the source of the sound in the calculations. These lines will be used for the calculation of sound production on the basis of: Article 5.2 of this arrangement, in the case of a road the function of row line from Annex III and in the case of a track, the function of lower source line in Annex IV. Data on traffic is associated with the source registry lines. For roads, there is generally a single source registry line defined in the centre of the perseverance of the driving lane in general. Thus, a rijksweg will usually have two source registry lines: for each row direction one source registry line located in the middle of the perseverance. In the case of physically separate lanes for the same direction, for example with the main and parallel lanes on the A12 at Utrecht or the A2 near den Bosch, the road thus owns four source registry lines. For nodes such as clots and on-and off-ramp, additional source registry lines are provided for the road sections that are physically separate from the main lanes. By way of derogation from the above, more than one source registry line can be used in particular situations. The situation can then be defined more accurately. This will, for example, be the case for the entry into force of the new rules in the case of noise-production ceilings established on the basis of the Article 11.45, second paragraph, of the Environmental Protection Act . This noise production fund is determined on the basis of data from recent (tracé and road adjustment) decisions. On the basis of these decisions, it is often possible to detail more than one source registry line per carriageway. Of course, in the case of procedures for amending the sound production fund, the steps taken from one source registry line per driving job may also lead to more source lines per driving job.
In case of a physical widening of road hardening, the location of existing source registry lines is shifting. However, if the existing hardening will otherwise be used, the position of the source registry line will not change. An example of this is, for example, the use of an existing flight strip as a shreband. In either case, the administrator may also be able to add source registry lines to further detail the registry.
In the case of rail, the situation is different from that of roads. After all, traffic on one carriageway can change almost anywhere from one lane to another. On track, traffic is basically tied to the physical track on which it is located. Therefore, a separate source registry line is defined for each track for each track. Very little evidence can be left out. In the case of complex rail bundles, simplifications can be applied, but it is always ensured that all the relevant rail traffic is included in the calculations.
Traffic data
The noise production in the reference points should be determined for the adoption and modification of the sound production fund, physical changes to the road or railway, and for the annual compliance report. In most cases, data other than source data from the sound register are usually used. For example, the annual report will be included with current traffic data.
In the case of formal procedures for amending or fixing Article 11.33, fifth paragraph, of the Environment that the administrator calculates the sound production. This is done in order to obtain even greater clarity and uniformity in the data.
The traffic data used will come from administrator's systems. Where these systems do not cover or are not sufficiently detailed, reliable data derived from the data available or additional data is added. These include, for example, data for on-and off-rides, as well as connections between main routes at nodes.
Rail can be thought of linking traffic data to the different tracks of a (complex) railway beam and at railway nodes. The processing of the opening of new stations and the closure of old ones requires adjustment of traffic data according to rules of thumb. In addition, for example, the translation of maximum speeds towards speeds representative of the situation is also on an average weekday. In doing so, it may be necessary to distinguish between the different day parts and categories of motor vehicles and railway vehicle types. In particular, in the case of a regime with dynamic maximum speeds or situations where traffic congestion is not realistic at the maximum speed during the day, it may be necessary to vary by each period of time.
Reflections
For the calculation of sound production in the reference point, the counting with one reflection is sufficient. This excludes, by the way, standard practice when applying Annex III and IV This scheme.
Modelling
In the modelling of the source and the environment, simplifications shall be implemented. This is done to keep the system workable. In addition, account has been taken of the fact that, as far as possible, digital data already available can be used. Examples of simplifications are as follows:
-the omit of 'details' in the modelling of works of art, contemplation, platform, tunnel mouths, etc.;
-the omit of (small) corrections to the emission (e.g. from intersections);
-use of standard gross emission allowance;
-simplification of the modelling of talud.
In the modelling of the talud, the mean mower field height in the source area and the receiver area may be determined according to a more generalistic method where these values are not calculated per sector angle, but to the source segments and to the the recipients are awarded on the basis of the elevation variation in the environment.
Curved screens and awnings
The determination of the screen effect in curved screens (and awnings) can be done (largely) according to the practice of the methods used in acoustic studies.
Shielding
Sound screens can lead to an increase in noise levels on the other side. This is due to reflections of the sound against the screen. Some screens are so designed that the effects of these reflections are as small as possible. These are so-called absorbent screens, or sloping mounted reflective screens. For these screen types, the effect of reflections on the over side when calculating sound production is neglected. This has been done to prevent the control of screens that the manager places from his decontamination task, or a municipality for housing construction, to overruns of sound production ceilings on the other side. The system would block the implementation of measures that would give rise to major environmental benefits. In this way it is also associated with current practice in the preparation of soundscreens for reorganisation or new construction of dwellings. In doing so, the effect of reflections to the other side is also neglected. However, with these new rules, this applies only to screens that have been so executed that the effect of such reflection is minimal. This makes it possible for the administrator to realise this type of screens so that the consequences for the overside will also be very limited. This simplification does not apply in the case of determining the noise loads of objects. Reflections will then be taken for all screens in the course of the road. Thus, in the case of a change in a sound production ceiling, it is ensured that the protection of sound-sensitive objects, including reflections on absorbent screens and inclined screens, is also taken into account.
For track, reflections on screens for the overside have virtually no influence. That is because the train as a kind of barrier prevents it from reaching the screen reflected sound dwellings on the other side. Therefore, in the case of rail, in accordance with Annex IV, they do not account for any reflections on the other side of the track. However, when applying Annex IV, a reduced screen operation is taken into account for a reflective screen by reflections between the screen and the train. This detail is not included in the calculation of sound production because the necessary information from existing screens is not available for this purpose.
Special rules apply to the initial adoption of a noise production fund for existing roads and railways. These are included in Article 11.45 of the Environmental Management Act and technically elaborated in Chapter 2 of this Annex. The concept of 'sound production' is used to translate into concrete technical data for the calculation of sound production. For roads, the year 2008 was chosen as the basis. For track, the traffic levels are based on an average of 2006, 2007 and 2008. That is done to reduce the effect of fluctuations. On track, these fluctuations are often large. The averaging is linear, which corresponds to energetic averaging of the sound mission.
In addition to traffic numbers and speeds, data on road hardings, the geographical location of the source, stations, track structures, and fencing are also necessary for capturing the 'prevailing sound production'. In view of the availability of reliable data, the situation in 2008 has been chosen as the basis for the situation. It does not mean an average of the calendar year, but the situation as at 31 December 2008. For the shielding objects, the location of the source, the road harms and rail dampers, the data is then updated as much as possible until the entry into force of Chapter 11 of the Environmental Protection Act This is desirable because measures that have taken place in the period between 2008 and the entry into force of the Act have also been carried out in lower noise production ceilings. The same applies to the replacement of the dense asphalt concrete (DAB) by the quieter Very Open Asfaltconcrete (ZOAB). Updating the data will include the lists of exceptions under the second member of the European Union. Article 11.45 and the fourth paragraph of Article 11.45 may be shorter. However, the desired actualisation will not be entirely possible in practice. After all, there will be some time left before innovations and changes work through the systems of the administrator. The systems and data sources available to the administrator shall determine the extent to which this update is possible. The Environmental Environment Act provides for a procedure for the recovery of incorrect data to deal relatively easily at a later time, for example, for missing screens, rail attendants or ZOAB-road harms, for the time being, in the automatic entry of the system sound production ceilings ( Article 11.47 ).
An exception to the update of data forms rail attendants that have been made in advance of the implementation of the remediation process, according to Section 11.3.6 of Chapter 11 of the Environment . These are part of a potentially larger improvement package which must be determined by the formal procedure in question and will be incorporated into a change in the relevant noise production fund. In theory, until the adoption of this rehabilitation package, the administrator could harness the noise reduction of these rail attendants for growth. In practice, however, this will be virtually impossible because the rail attendants are only limited to a limited part of the railway line. Directly on either side of the rail dampers is no room for that extra growth. In practice, the administrator cannot therefore make use of this space. In addition, the sound production ceiling in force in the period up to the adoption of the restructuring plan ensures that the actual sound production cannot be higher than on the basis of Article 11.45, first paragraph, of the Environmental Management Act permissible. In view of the fact that the residents are adequately protected and in practice make use of the local additional noise space virtually impossible to use them, it is quite clear that these rail-silencers are excluded from the calculation for the compliance report.
The Environmental Management Act has a so-called 'workspace' that increases the prevailing sound production. This working space is 1.5 dB for existing roads and railways for which the first member of Article 11.45 the sound production ceiling is established. In addition, other values for the working space can be included. Therefore, the more neutral term ceiling correction value is used in this regulation instead of workspace.
The ceiling correction value is linked to the relevant source registry lines, which increases the sound mission of those lines with the ceiling correction value. This is arranged in the Articles 1.1 , 3.8 , 4.9 , 5.3 , 5.7 , 5.8 of this scheme. The notes on these articles explain that the ceiling correction value works correctly in the height of the sound production ceilings at the reference points and in calculations of sound production and noise. This also applies to calculations on points that are in close proximity to parts of roads or railway lines with different ceiling correction values, such as the so-called combinational reference points (see explanatory note on Article 11.45 of the Environmental Management Act ).
The second paragraph of Article 11.45 provides for an opportunity to derogate from the main rule of the first paragraph (reigned + 1,5 dB). In particular, it is expected that decisions, such as contracts, will work in this way in the light of the noise production ceiling. An important point is the geographical delimitation of the area in which source data and noise production fund are based on that decision. Often the formal limits of the (tracé) decision will be more than the field of research of the acoustic investigation accompanying the decision. For example, in the case of roads, the field of research has often been extended by a length of 1/3 of the noise zone on the other side of the formal track boundaries. Section 2.2 states that out of the formal limits, only noise mitigation measures are included in the decision in source data. Traffic data, road hares, superstructure and source registry lines (taking into account the rules contained in paragraph 1) are thus derived from the acoustic investigation that underlies the decision within the formal limits of the decision. For example, a set of source data derived from the decision is created. A calculation based on this source data will lead to the sound production ceilings. In general, the ceiling correction value for the parts of roads and railways provided for under the second paragraph of Article 11.45 of a noise production ceiling will be zero. However, in special cases, a value may be assigned to the ceiling correction value. For example, any commitment on source measures may be incorporated into the noise production ceiling by including a ceiling correction value with a negative value in the source data.
For road traffic, it comes before recent decisions do not include data on vehicle numbers for the day and/or the evening period. This data is necessary because noise production ceilings are set on the basis of the new dose size Lden. For this reason, rules have been introduced which allow a Lden value to be determined from the data available.
For track, the situation may arise that the decision has been counted at a higher speed than the maximum calculation speeds specified in Annex IV. An example is the Tracedecision of the HSL-South. The acoustic research on the basis of which is based on a speed of 220 km/h for category 8, while the maximum calculation speed is set at 160 km/h, is calculated as a speed of 220 km/h. In such cases, the source data assumes the speed of the decision and the sound production ceilings are calculated on the basis of a higher speed than the maximum computational speed. In this way, the decision will be as direct as possible. A municipality which wants to determine noise taxes will also be required to proceed from these speeds, according to section 4.9.
It may occur that there are later developments leading to a situation other than that contained in the (tracé) decision. Where this is based on agreements and there is additional noise mitigation measures to be taken, they may be included in the definition of the sound production ceilings. Examples are:
-the placement of an additional screen (for example, by a screen financed by the municipality for a new construction plan, or because the municipality did not find the measures in the section of the route).
-commitments on source measures, for example, the construction of an additional silent road surface.
-commitments on adjusted maximum speeds.
These cases will have to be analysed by situation. If it is found that there is a close relationship with the (tracé) decision, the additional noise reduction measures are to be seen as a supplement to the recent (tracé) decision. It is obvious that these additional noise-limiting measures are in line with the ceilings laid down.
The third member of Article 11.45 of the Environmental Management Act provides that the application of the first paragraph shall not be subject to a sound production ceiling of not less than 52,0 dB in the absence of any shielding. This is regulated by changing values below 52,0 dB in the sound register to 52,0 dB for those situations where there is no screen between the reference point and the source. In this case, a calculation of sound production in the reference point on the basis of the source data does not lead to the value of 52,0 dB in the sound register but a lower value.
This chapter contains additional accounting rules for sound production for the annual compliance report ( Article 11.22 of the Environmental Management Act ). This provides for the calculation of the traffic data representative of the calendar year in the calculation. This means an average traffic intensity for the calendar year on which the report is being reported. The same applies to representative speeds. This is in line with the Lden, which relates to an annual average.
The other data, such as the geographical and technical characteristics of the infrastructure, shall be based on the situation on the last calendar day of the year. This has been done because these factors are not the resources for a calendar year and, in addition, to be connected to the most recent situation.
For the shielding objects, the Environmental Environment Act All of the shielding objects included in the sound register may be included in the calculation of the sound production. The scheme adds that it is the shielding objects that are included in the registry on the last calendar day of the year, and that the shielding objects should actually be built on that date. This was done in order to avoid, on the one hand, the recording of sound screens which are not yet built in the report and, on the other hand, the last calendar day as the reference day for the most current situation to be closed. Moreover, the coupling of the shielding objects with the sound register also means linking to the sound production ceilings. After all, the shielding objects from the register work directly through in the height of the sound production ceilings. It is therefore logical that the calculated sound production over the relevant calendar year should be compared to the sound production ceiling set out on the last day of that calendar year in the sound register.
a. In the determination of noise loads, to establish that:
I. an object is not a reorganisation object;
II. a possible rehabilitation object is not eligible for measures,
may, by way of derogation from Article 5.7, second paragraph (a) , and Article 5.8, second paragraph (a) , use is made of the method of noise mapping. Annex VII This arrangement if the following conditions are met:
1. A DSKM correction is not applied to the affected object; and
2. for the object, instead of the standard observation height of 4 metres, a representative calculation point with a representative height shall be selected; and
3. when applying Standard Karting Method 1 (SKM1): the distance from the object to the nearest track, or to the nearest lane located close to the one, is greater than the two times the distance between the outer tracks than the one Two times the distance between the outer lanes; and
4. steel rail bridges do not significantly contribute to the noise load.
b. If the conditions described in (a) are not fulfilled, use may also be made of the method of noise mapping. Annex VII to this arrangement, supplemented, where appropriate, by improvements, provided that this does not result in an underestimation of the sound loads in relation to the sound loads as on the basis of Article 5.7, first paragraph , then Article 5.8, first paragraph They would have been determined.
c. When applying a or b, changes, including simplifications, may be made in the calculation method or input data if that does not result in an underestimation of noise loads relative to the noise loads such as Based on Article 5.7, first paragraph , then Article 5.8, first paragraph They would have been determined.
a. A calculation point on which the noise tax is determined may relate to a group of sanitary objects, provided that no underestimation of the sound loads can occur on the individual objects.
b. The height of a calculation point for one or more decontamination objects is equal to or greater than the representative observation height of each of the reorganisation objects.
Rail bridges may be treated in the same way as described in section 1.2.3.2 of this Regulation. Annex V of this arrangement with the exception of being placed over screens on concrete works of art with a height greater than 2 metres. For the purpose of determining the effect of such screens, the rules set out in Annex IV to this Arrangement shall apply.
(1) If the location or configuration of a road or railway, as it appears from the source data included in the sound register, deviates from the actual or projected location or configuration of that road or railway, may be: -acoustic research in the context of the evaluation of reorganisation measures shall be based on data corresponding to the actual or projected location or configuration of the road or railway.
(2) Where use is made of data corresponding to that actual or projected location or configuration of the road or railway, the other relevant source registry lines shall be provided in the manner described below. source data to be modified or added.
3. There are three situations where this method of operation can apply:
a. Removal of source registry lines;
b. addition of source registry lines;
c. modified location of source registry lines.
4. In the situations referred to above, the following source data to be changed shall be included in the acoustic examination:
a. the source data specified in: Article 2 (a), (c), (g) and (h) , respectively Article 3 (a), (c), (f) and (h) of the Environmental Management Code ;
b. Source data specified in: Article 2, first paragraph, point (a), (b), (c), (d) and (h) , respectively Article 3 (a), (b), (c), (d), (e) and (h) of the Environmental Management Code ;
c. Source data specified in: Article 2 (c) and (h) , respectively Article 3 (c) and (h) of the Environmental Management Code .
The intensity data in the existing sound production ceilings shall be redistributed to the actual or projected source registry lines.
5. Where the use of changed source data, corresponding to that actual or projected location or configuration of the road or railway, leads to an increase in sound production on one or more reference points. Compared with the applicable sound production ceiling, this increase is offset by the reduction of the ceiling adjustment value in such a way as to no longer be such an increase in the relevant reference points.
6. A source measure that has actually been realized or has been decided upon by the Minister or the administrator for the purpose of complying with the Sound Production Fund but is not included in the Sound Register shall not be weighed down as Reorganisation measure. This measure shall also not be included in the acoustical examination for the calculation of the sound production ceilings to be amended as a result of the adoption of (other) reorganisation measures in a reorganisation plan.
The report of the acoustic investigation for the remediation plan, additional to the requirements of reporting, mentioned in Annex I by the Sound 2012 Reaching and Measurement Regulation, at least:
a. the limitation of the road sections or sections of the railway to which the investigation relates;
b. an indication of the calculation method used;
c. the remediation objects which are part of the investigation;
(d) in so far as they are not covered by section c, the road and rail objects indicated on the sound ceiling map, which under Article 88 of the Act, as in 1 January 2007, or Article 4.17 of the Decision have been reported to Our Minister in a timely way, with a substantiation why these objects do not have any remediation objects on the grounds of Chapter 11 of the Environmental Protection Act are.
e. the sound loads of the objects referred to in subparagraph (c) when using the applicable sound production ceiling;
f. the manner and results of the application of the criterion referred to in Article 11.29, fourth paragraph, of the Environment ;
g. the values of the sound production fund concerned following the implementation of the reorganisation measures;
h. The sound loads of the remediation objects in full utilisation of the sound production ceiling after the restructuring plan is implemented; and
(i) the source data used pursuant to paragraph 1.4 for the consideration of the reorganisation measures.
Remediation concerns an approach to the highest noise charges. This is about relatively small numbers of dwellings close to the source. With the entry into force of the Law of 24 November 2011 amending the Environmental Management Act in connection with the introduction of noise production ceilings and the transfer of Chapter IX of the Noise Act to the Environmental Management Act 4 get the road-and the rail operator the duty to provide a large part of his network with a saner plan. Due to its large size, the administrator can tackle this phased-up and, between now and 2020, provide parts of his network of a rehabilitation plan every year.
First step
The first step that an administrator puts in place will be the discovery of the sanitation objects. For parts of its source which do not find any decontamination objects, the reorganisation plan will be limited to that finding and its substantiation, since noise reduction measures are not eligible. For the detection of saner objects, it is necessary to determine sound loads of objects along the source. After all, it is about the objects mentioned in Article 11.57 (1st paragraph) of the Environment . For the purposes of determining the objects referred to in Article 11.57 (a), a test of the noise load is necessary to the value of 60 dB for roads and 65 dB for railways. Similarly, for the objects referred to in Article 11.57 (b), a noise test test shall be necessary to the values of 65 dB for a road and 70 dB in the case of a track. And for the objects mentioned in Article 11.57 (c), the value of 55 dB for roads and 60 dB for railways must be assessed.
Due to the large size and workload as well as due to the dense location at source, it is permissible to determine sound loads in certain situations, in accordance with a simpler method than in the case of normal application of Chapter 5 of this scheme. This simplification means that use may be made of the standard mapping method (Annex VII). In addition, there are certain conditions which must ensure that this does not lead to an underestimation of noise charges. Thus, no adjustment of DSKM may be made, no significant contribution of steel rail bridges (applies only if the calculation relates to a railway line), the width or width of the rail beam shall not be large are in relation to the distance of the object and shall be used instead of the standard height of 4 metres for the calculation points a height sufficiently representative of the object concerned. If the conditions set out are not met, application of the simpler method may also apply, provided that this does not result in an underestimation of the sound load on possible remediation objects. This will be supported by the reorganisation plan or the acoustical examination. It is also possible to carry out additional adjustments in the calculation method and the input data when applying the simpler method. This could, for example, continue to be simplifications, but it could also involve adjustments that should lead to a better forecast of noise pollution. The use of additional adjustments shall be subject to the obligation to substantiate that this will not result in the underestimation of noise loads of possible remediation objects.
The simpler method described above may be used to:
1. to determine that an object is not a reorganisation object; and
2. to establish with the efficiency criterion that noise-related measures are not eligible for a possible saner object. This can be done by a simple comparison of the reduction points of the remediation object (or cluster remediation objects) with the necessary measuring points for the smallest meaningful sound mitigation measure.
Thus, the administrator can quickly identify with the simpler method for which parts of its source the remediation task is limited to complying with the internal value of saning objects. The reorganisation plan may be drawn up for these parts of the source on the basis of the noise loads determined by the simpler method.
Second step
The second step consists of a refinement for the remaining parts of the source. These are the determination of noise loads using the normal method of regulation ( Article 5.7, second paragraph , and Article 5.8, second paragraph ). On this basis, according to Article 11.57 of the Environment identify the sanitary objects that are present and what the noise loads are. If the simplified determination method is not used, this step relates to all parts of the source (and thus bypates the first step described above).
In this second step, it is also allowed for the first step restoration objects to make a second calculation using the normal method of regulation (s). Article 5.7, second paragraph , and Article 5.8, second paragraph ). This more accurate provision of the noise load will usually be lower because the simple method out of step 1 is so arranged that it leads to an overestimation of the noise load. The more accurate noise load is then the basis for the saner plan and for the key to the inner value.
Third step
The third step is to determine the measures that are to be taken into account for reducing noise loads on the saner objects. For this step, for the purposes of determining the noise load, the normal rules of this regulation are again applicable ( Article 5.7, second paragraph , and Article 5.8, second paragraph ). The measures shall be determined in accordance with the criterion set out in Article 11.29, fourth paragraph, of the Environment , the so-called efficiency criterion, with the application of the target value Article 11.59 of the Environmental Management Act .
Simplifications of calculation points
Calculations are carried out on so-called computational points. These points will generally be on the facades of sound-sensitive objects. Simplifications shall also be granted in the selection of calculation points. For example, you do not need to create one calculation on each saner object. Calculations may be made with accounting points related to a group of sanitary objects. In addition, a guarantee is built in that this cannot lead to an underestimation of levels. The same applies to the height of the calculation points. The representative height for the affected objects should not be higher than the height of the count. This has also ensured that no underestimation of levels will occur. As a result, the administrator may initially work with, for example, two standard heights, and only appear to be effective only as measures, possibly further detailing. All this reduces the implementation burden of the clean-up operation.
Taking into account the current location or configuration of road or rail when weighing up remediation measures
The administrator shall carry out an acoustic examination for the rehabilitation plan, which shall calculate:
-noise charges for fully used sound production ceilings (further mention: 'remediation value');
-noise pollution after the adoption of reorganisation measures.
For the determination of the remediation value, the administrator shall take out the source data from the sound register, even if the actual location or configuration of the (track) road is not in accordance with this. However, the research may be based on the actual location or configuration of the road (track), because its location or configuration may be modified in a way that is different from the source data from the sound register which will use it. the data from the sound register would not constitute a real consideration of reorganisation measures. This is only about the geographical location or the configuration of the (rail) road. Rowlines may have been added or disappeared or shifted (x, y, z coordinates), and configuration data may have changed like the road width or number and location of switches. These changes must be able to take the manager to prevent a sound screen from being otherwise geographically at risk (for example, on top of a new track or a new lane, or very far away from the (rail) road). from, or somewhere in the air or under the ground). However, the administrator is not required to take any change in the position or configuration of the (rail) road in the measurement-based survey.
If the number (track) roads (lines) has changed in the measure, the traffic conditions associated with the (track) road should be adjusted. The total traffic intensity is redistributed over the new number of lines of traffic, according to the approach originally used for the adoption of the noise production fund. Any new driving line shall be provided with additional information. These data should be complemented in such a way as to be as much as possible to the existing source data, but also to be given the right to the actual situation.
By redistributing traffic intensities, and in the case of new driving lines by adding new data to the driving lines, in theory a 'sound space gain' for the administrator may arise. For example, if the existing source data contains three lines, and one of the outermost lines has been lifted, traffic intensity is divided between the two remaining lines. This may lead to the fact that, on one side of the (rail) road, sound production based on the new source data is greater than the existing sound production ceiling and, on the other hand, is less than the other. Furthermore, without adjusting the ceiling value, it would be done as if the sound production ceiling on one side was higher than the value in force. On that side, therefore, housing and other sound-sensitive objects could be higher clean-up values than the old source data allowed.
It is therefore obliged to check, after the possible changes in source data due to a change in the location or configuration of the (track) road, whether this would result in the noise production fund being exceeded. This key will be performed before starting the balance of the reorganisation measures. If this test results in one or more reference points being exceeded one or more noise production ceilings, the ceiling correction value on the lines of the row shall be adjusted in such a way that this overrun is not done. It shall be for the administrator to adjust the ceiling correction value in detail to ensure that the minimum of noise space is delivered, or that the operator will be less precise. The adjustment of the ceiling adjustment value will, in any event, achieve that the changed source data due to a changed location or configuration of the (track) road after the clean-up will not provide any more noise than the sound space provided by the on the basis of the existing source data already existed prior to the clean-up operation.
The ceiling correction value should not be adjusted to prevent the sound space from being reduced by changing source data due to a changed location or configuration of the (rail) road. This loss of sound space is due to the previous decision of the administrator to adjust the location of lines without changing the sound production ceilings.
The acoustic examination shall include the result of this noise production ceiling and shall indicate exactly where and with which value (s) the ceiling correction value will be adjusted. This is the result of the new Part I of Chapter 2 of this Annex.
The measures to investigate reorganisation measures are then further carried out with the adjusted source data due to a changed location or configuration of the (rail) road, including thus also the adjusted ceiling correction value (s). The measures review may include further tightening of the ceiling correction (noise-capacity adjustment for noise) as a reorganisation measure.
In doing so, the situation may arise that the source data of the sound register does not include measures such as rail attendants or stationary surfaces, but that these measures have already been taken in practice or that they have been decided by the Minister for that purpose. or the administrator. These measures shall not be considered as reorganisation measures, since the effect of those measures is already intended to ensure compliance with the sound production ceilings in force. A condition for this is that in a track decision or a decision to amend the sound production fund it is decided to make the measure or that the administrator has reported in the compliance report. Consequently, these measures do not have to be included in the calculation of the sound production fund because of the decision to make another reorganisation measure.
In the calculation of the new sound production ceilings based on Article 5.5 The following information shall therefore be entered in the sound register:
-as applicable, the changed source data as referred to in Section 1.4:
○ The modified position of the driving lines;
○ the re-distributed traffic indices;
○ additional data (speeds, superstructure, cover type, etc) granted on new lines of roads or tracks;
○ The modified ceiling adjustment value (possibly a combination of a mandatory change and a change as a reorganisation measure);
-other reorganisation measures (e.g. noise screens, rail attenuators, silent road surfaces, concrete sleepers, adjusted bridge supplement).
This Annex relates to the mapping of the sound of road and rail traffic in the context of transport. Directive 2002 /49/EC of the European Parliament and of the Council of 25 June 2002 on the evaluation and control of environmental noise.
The noise load shall be determined using the methods described in Annex III and Annex IV This arrangement shall comply with the additional rules set out in this Annex.
Two methods are available for the mapping: the Standard Carting Method 1 (SKM1) and Standard Carting Method 2 (SKM2):
-SKM1 is related to the calculation methods SRM1 of Annex III and IV ;
-SKM2 is related to the octave band calculation methods SRM2 of Annex III and IV .
Further elaboration of what is stated in paragraphs 1.1 and 2.1 of this Annex. Annex III and sections 4.1 and 5.1 of Annex IV the height of the observer hw defined at 4 m relative to the height of the local mower field.
As amendment to what is stated in paragraph 1.2 of Annex III and Section 4.3 of Annex IV is used for the purpose of the SKM1 method Road traffic one cut in the modded row line within the focus area between the boundaries l1 and l2 (see Figure 1.1. Annex III ) permissible and for Rail traffic multiple cut in the modded railway within the focus area between boundary lines l1 and l2 (see Figure 4.1. Annex IV ) Permitted.
In Figure 1, as an example, a straight (track) road is 'cut' in two sub-line sources. At the site of the knip is a boundary line lm indicated.
For each sub-line source, the transfer shall be considered in the sector plane, the bissectional plane between the two limits (also indicated in the figure).
Figure 1: A cut: two areas of focus between <l1 and lm > and <l2 and lm>; the sector is also indicated by sector level.
As a change to what is stated in section 1.3 of the Annex III and Section 4.3 of Annex IV The application range of SKM1 is expanded.
The scope of application of SKM1 is subject to the conditions set out in the above mentioned paragraphs of Annex III and Annex IV For the 'cracked' areas of focus enclosed between the boundaries, except for the maximum control angle limitation mentioned in paragraph 1.3 (c) of Annex III and in Annex IV, Section 4.3, point (b). In Figure 1, the resulting focus areas are bounded by the l1 and lm and, second lm and l2 .
In order to compensate for the limitation of the angle of vision by the application of one or more cuts, the angle of vision is corrected View Applied:
As a complement to the formula 1.1 from Annex III and 4.1a from Annex IV the term ' View ' to the sum of the sum to be added for the purpose of determining the equivalent sound level.
Even if the source line can be within the focus area of one piece, it can be chosen to apply a knead: in this case, the line is divided into two equal parts by means of the middle lead plane. The sector level of each line is below 45 °, and the angle of vision is 63.5 ° for each line.
Only in case of: Three or more knifes In order to compensate for the overestimation of noise level as a result of the dipole character of rail traffic in SKM1, an adjustment to the sound extension is to be applied in combination with a surcharge on the emission numbers of the size of the 2.1 dB (A).
This dipole correction is as follows:
with r as the shortest distance between the point of observation and the respective row line in [ m] and d as the distance perpendicular to the (extended from) source line piece to the calculating point in [ m].
As a complement to the formula 4.1a from Annex IV the term ' D 'Dipole' shall be added to the sum of the sum to be added for the purpose of determining the equivalent sound level.
Less than three knifes are D dipole = 0 dB (A).
As a complement to the 1.1 and 2.2 formula Annex III 4.1 and 5.1b from Annex IV the term ' D SKM ' added to the sum to be found for the purpose of determining the equivalent sound level.
S : area considered district [ m] 2 ],
Sopen : area of non-built-up area of regarded district [ m] 2 ]
N: number of buildings in the district [-]
n: building density = N/ S [ m] -2 ]
S g, i: ground surface of building i [ m 2 ]
S g: average floor area of a building in the area under consideration [ m] 2 ]
Oi : Perimeter of building i [ m]
O : average building womanage in the area under review [ m]
f. : Density density [-]
f. m, oct: mid-frequency of an octave band [ Hz]
L v: average free road length in the area under consideration [ m]
R : horizontal distance between source point and receiver point [ m]
R b, el: horizontal distance between source point and first line conversions (source side) [ m]
R 0, o: horizontal distance between first line conversion and receiver; R T, o = r- R b, el; [ m]
s : distance travelled horizontal distance within a cultivated area [ m]
Z building, i: nokheight of building i relative to a reference level with z = 0 [ m]
Z nok: average nokheight of buildings in the area considered compared to a reference level with z = 0 [ m]
Z (average) height of first-line conversions (nok or flat roof height) relative to a reference level with z = 0 [ m]
Z b: From-height to a reference level of z = 0; for road traffic Z b = Z Road and rail Z b = Z bs [ m]
P : ratio of the unbuilt length to the total first line length within the sector under consideration.
Buildings are all contiguate objects in a district with a height of at least 5 m. A district is a urban area as such, or is part of it with varying (sub-district) or with fixed dimensions (sector).
Relationships:
Mean free road length:
If one or more cut to the modded source line are applied, for the reflectimeter, rangesterm and damping force become the heights ( hw , hweg or hbs , applied as in the relevant sector plane and as a distance R , the distance in that sector plane from the source line to the observation point divided by √2.
The first-line building is formed by the buildings perpendicular from the source most closely, where buildings with a height of less than 4 m and buildings with a height smaller than the source height are not considered left. For the selection, a strip shall be considered along the source line extending from within the area of focus closest to the source line building up to three times that distance with a maximum flow width of 300 m. This conversion is the basis for determining the replacement screen (see the modelling rules, paragraph 6.4).
The sound level behind the first shielding object (screen or the conversion replacement screen) is calculated by calculating the sound level for the given situation for a reception position at a height of 3 meters above the mean nokheight. of the buildings in the district considered, with a minimum of 4 metres in relation to the local mower field, leaving the buildings out of consideration and building the soil as hard as the first line of cultivation. This sound level is reduced by D SKM TO THE RECEIVER POSITION.
D SKM is-by sub-line source-composed of D first line and D scattering where the degree of 'porosity' of the first line is built-up (fraction P ) the contribution determines:
For each sector of the part-line-source, a continuous first line conversion is defined, with a fixed average distance and average nokheight. The group p is the ratio between the unbuilt length and the total first line length within the sector under consideration.
The value of D SKM for SKM1 is capped at 20 dB.
D scattering is from the horizontal distance s by the built area to the receiver considered (projection on the horizontal plane of the transfer path to the extent that it runs through the cultivated area) and the mean free road length L v in that built-up area behind the first line of the building:
N.B.: α = 0,6 is maintained, which may result in a limited swing through reflections.
If the fields cultivated are clearly different in properties ( L v), then this can be processed as indicated in comparison (6.2b), where for sub-area i the free road length L v, i applies and the distance traversed si and unbuilt areas do not make any contribution ( L (a):
D first, the protection of the shield is carried out by the replacement screen, depending on horizontal distances. R b, el, R El, o, and heights Z b, zel and the attenuation D locally by scattering of the shielded sound, depending on the mean free road length and the mean nokheight. The shielding shall be calculated according to a receiver position at a height of 3 metres above that mean nokheight of the building, with a minimum of 4 metres in relation to the local mower field.
with:
with:
and
and
C Source for road traffic equal to 40 and for rail traffic equal to 80.
Distances are determined from the intersection of the sector plane with the sub-line source. In Figure 2, the three spacers used are graphically shown.
Figure 2: Definition of rangeof distance-r, rb, el and rel, o
If the source line is within the focus area out of one piece and no cut is applied, the spacers in formula 6.2a and Rb, el and Rel, o in the formula 6.3c, with √ 2, to be multiplied.
When a screen between the source and the first line conversion is placed, the following procedure may be used:
-for the determination of the case tax on the first-line conversion, the screen operation is used with the term D SKM according to formula 6.1 and formula 6.3 calculated, with p = 0 and D local = 0 (see Figure 3);
-for the determination of the case tax on the property behind the first line of the first line, the term D SKM applied behind the measuring screen of either the screen or the first line conversion (see Figure 4). The situation with the highest value for D SKM ' S DETERMINING.
When no screen is present, the sound level for the replacement screen is calculated according to SRM1, including the changes in the scope according to this regulation.
Displays will depend on the profile of the screen D shielding according to formula (6.3b) is reduced by the profile-dependent correction term cp (see Annex III or Annex IV ); if this leads to a negative value D shielding is set equal to zero.
In the case of rail, if the screen on the track side is not fully absorbent or at least 15 degrees inclined, the height of the display above BS is reduced by a factor (1 + A )/2, in which: A The fraction of the screen is that it has been absorbent.
Figure 3: Distance to first-line position on screen
Figure 4: Distance to two-line construction on screen for calculating the determining screen operation
The first line is built by buildings perpendicular from the source, with buildings less than 4 metres in height and buildings less than the source height taken out of the position. left. For the selection, a strip is considered along the source line that extends from within the area of focus closest to the source line building up to three times that distance with a maximum straw width of 300 meters. This conversion is also the basis for the edge of the built-up area (see the modelling rules, paragraph 6.4).
The sound level outside the built-up area shall be calculated according to SRM2, where the transfer situation is fully modelled, including the objects that have not been considered for the determination of the first line.
For the sound level within the built area is D SKM FROM application. D SKMis-by sector-composed of D First line D Scattering, dependent on whether or not the receiver is shielded by the first line of cultivation.
In the case of foreclosure, the sound level behind the first line is calculated by calculating the sound level for the given situation for a reception position at a height of 3 m above the mean nogheight of the built-up in the built-up area. area, with a minimum of 4 metres in relation to the local mower field, leaving the cultivation out of consideration and entering the soil from the edge of the built-up area as hard. This sound level is reduced by D SKM TO THE RECEIVER POSITION.
If there is no foreclosure by the first-line conversion, the sound level in the built-up area is calculated by calculating the sound level for the given situation for a reception position at a height of 4 m above the mower field. the cultivation is left out of consideration and the soil is imported as hard from the edge of the built-up area, and this sound level with D SKM to reduce that reception position.
If no foreclosure occurs between source and receiver position by first line conversion D SKM = D scattering according to formula (6.2) for each octave band. If shielding occurs D SKM = D First-octave-band calculation according to formula (6.3), where C source = f. m, oct/10 and in the case of a sound screen near the source H b the height of that sound screen and R b, el the distance between that sound screen and the first line conversion. Also here, shielding is calculated from a reception position at a height of 3 meters above that average nokheight of the building, with a minimum of 4 meters relative to the local mowing field, leaving the conversion out of consideration. left and the soil from the edge of the builtup area is modeled as hard.
The value of D SKM for SKM2 is bounded by octave band at 20 dB.
SKM1
(situational sample Figure 5: modelling for SKM1 Figure 6)
-the situation may be divided into two (or more railways) sectors depending on the source situation and/or the building situation (first-line and/or backward-built area). If the situation is completely homogenous, and yet a division is desirable, that division shall be carried out by means of the middle lead;
-the transfer to the receiving position is considered from the intersection of the sector plane (bissectricevlak of the sector) with the source line; the bottom in the built-up area-from it the first-line replacement screen-is used as a hard modelled;
-the first-line conversion is replaced by a screen parallel to the source line with a height equal the mean height and a distance equal to the average distance of the first line conversion; in determining the average distance of the first line of the line. The distance and the average height of the first line conversion shall be considered only those buildings for which the distance is not more than a factor of 1,5 greater than the distance for the building at the shortest distance;
-determine the average free road length on the basis of all the buildings in the area under the replacement screen for the first line, with a height of more than 5 m from the local mower, on the basis of the building density n, built-up density f. and the average building range O ;
-if they so wish, enter the built-up area in sub-areas which have as homogeneous a model as possible, but not less than 100 x 100 m 2 .
SKM2
(situational example Figure 5: modelling for SKM2 Figure 7)
-the situation is divided into the usual number of sectors;
-the first line conversion is included as an object in the calculation, so that reflections can only be taken into account for the overside of the source line (reflecting front);
-as a height for this first-line conversion, Z nok and as object position the position of these Z that the position of the object level closest to the source is nok or, if it is equal anywhere,
-as a cultivated area (district), the area is considered to enclose the first line of land by the polygon of the lowest possible order; within this area, the soil is modeled as hard;
-determine the average free road length of buildings in this built-up area with a nokheight of more than 5 m from the local mower, using the building density n, the density density. f. and the average building range O ; for average nokheight clearly higher buildings, more than a factor of 5 to the average; out of consideration;
-if they so wish, enter the built-up area in sub-areas which have as homogeneous a model as possible, but not less than 100 x 100 m 2 .
Figure 5: Situation example
Figure 6: Situation example SKM1
Figure 7: Situation example SKM2
In order to determine sound contours, it is not necessary to make a calculation point on all the facades of dwellings. It is sufficient to convert to a grid of points after which the sound contours of 55, 60, 65, 70 and 75 dB Lden can be determined by interpolation techniques.
Minimum requirements with respect to the calculation grid
As the incident noise is to be determined on the façades of dwellings, account must be taken of the selection of the calculation and grid points with reflections of the façade of the dwellings to be considered:
-in the case of points situated before the conversion (first line or for the first line), a reflection should not be taken into the recipient's point of view;
-at points in the residential area, the calculated level of noise shall be considered to be already without the contribution of a rear façade.
For first line support
In any case, the points shall be placed on the façades of the first line.
Behind first line conversion
The points in the computational grid shall be lodged in such a way that for two points of calculation behind the first line conversion between interpolated, a difference in the calculated value of 3 dB shall be calculated.
Further requirements with regard to interpodiation
Interpotable between computational points shall be allowed when these computational points are not located on either side of a given line source. Interpotable shall be conducted in a linear manner.
Requirements with regard to cumulation
For each calculation point, in terms of road traffic and rail traffic, the contributions will be taken up to 45 dB Lden and 40 dB Lnight from different roads or railways in order to determine the cumulated sound level.
As a rule of thumb, it can be maintained that a maximum distance between the source and receiver of 1000 meters is expected to be taken from urban, and within 600 metres of inner urban area.
Two methods of noise mapping are available: the Standard Carting Method 1 (SKM1) and Standard Karting Method 2 (SKM2):
-SKM1 is related to the dB (A)-calculation methods SRM1 of Annex III and IV ;
-SKM2 is related to the octave band calculation methods SRM2 of Annex III and IV .
SKM1 and SKM2 are applicable for both road and rail traffic-wind calculations. The most eye-catching change is the DSKM method, which is used to determine the sound behind the first line conversion. The considerations in drawing up this method are contained in the explanatory note to this karting regulation.
It is now formally established that for mapping using the calculation methods 1, the placing of a single cut in a row for road traffic and the placing of more than one cut into line lines for rail traffic is permitted. This can be used to divide the source line into part source lines for which a uniform source and sound extension can be assumed. The distinction between road and rail traffic has been made because, in the case of rail traffic, several larger emissions can be prevented and, therefore, more frequent cuts are desirable.
The introduction of cutting into the calculation method 1 requires an octagonal correction which has also been used informally for longer. The term that corrects for the lower emission as a result of the smaller board angle is D visibility.
For rail traffic, due to the characteristic dipole character of the sound radiation of trains, a second correction is required on the source power when a line is cut into pieces. To do this, the term D dipole in the SKM1 introduced. Without this term, for example, behind the ends of a screen, the sound levels would be overrated.
By adding the ability to split the source line in the calculation methods 1, the SKM1 method has a wider range of application than SRM1. This scope of application is now such that it is assumed that the non-spectral and spectral methods can be broadly applicable to the specific areas to be used.
In order to determine the first-line conversion of the first line for diffraction and foreclosure effects, the single term is the single term. DSKM It was set up. As mentioned above, the DSKM In fact, it is the face of the present method. The name for this term is deliberately deviant chosen from the one for the underlying D house because this term is new in purpose and content, and should not be confused with any existing terms which, in some way, discount the effects of sound scattering behind buildings.
The term DSKM is composed of the degree of shielding and scattering using the term in both calculation method D The degree of reflection and scattering by means of the term D Scattering.
-the degree of shielding is determined by the effective object height as a parameter: for SKM1 this is, per cut, a sound screen or the first line conversion, at SKM2 this is, by sector, always the first line building, since a sound screen is already in the open Calculation method is discounted;
-the degree of scattering between buildings is determined in the horizontal plane and the degree of scattering after shielding in the vertical plane;
-the value of DSKM For both calculation methods, it shall be limited to 20 dB (A).
For both SKM1 and SKM2 method, the filling of DSKM As far as possible, as far as possible, but it is nevertheless inevitable for the two methods to explain the term separately.
Up to the first line, for situations without screens the sound level shall be determined at 4 m height according to SRM1, taking into account the extensions due to the application of cut. Then of course. DSKM = 0 dB.
The systematics to determine within SKM1 the sound level for a given observation point at 4 m altitude in a district (i.e. behind a screen or first line) is as follows (see also Figure 1):
-Determine the first line conversion per (part) line source
-Determine the porosity P (whether or not: degree of openness) of the first line building
-Determine the average nokheight Z Nok of the remodeling behind the first line
-Calculate the sound level at 3m above Z Nok without influence of the buildings
-Reduce this result with the value DSKM
Figure 2 summares how the sound level in a district is to be calculated in SKM1:
-Determine sound level on the first line building and on 3m above Z Nok in the district;
-Determine whether DSKM ;
-In both a screen and a first-line conversion, for a particular point in the district the object which produces the largest detour should be considered.
Figure 1: Systematics of the determination of DSKM in SKM1
Figure 2: Summary of calculation in SKM1
Here again, of course, until the first line the sound level is calculated at 4 m height according to SRM2 but then by sector and taking into account the screens located near the source with the D SKM = 0 dB.
The systematics to determine within SKM2 the sound level for a given observation point at 4 m altitude in a district (i.e. behind or between the first line) is as follows (see also Figure 3):
-Determine by sector whether there is foreclosure
-If there is no foreclosure: calculate level at 4 m above mowing field, and D SKM = D scattering, with the same data and formula as at SKM1 with the same value for each octave band.
-If there is foreclosure: calculate level at 3 m above Z nok and D SKM = D first line, as given for SKM1 but then per octave band with Cbron = fm, oct/10
Figure 3: Systematics of the determination of DSKM in SKM2
Figure 4: Summary of calculation in SKM2
Figure 4 summares how the sound level in a district per segment is to be calculated in SKM2:
-Determine the sound level according to SRM2 on a screen without a background
-Determine whether the sound level in the district is used by using the term in a screen with an open 'open' D scattering
-Determine if only a shielding first line conversion is the term D First line
-You can count on a screen with the sound source thought on the top of the screen.
The average free road length in the district L v is characterized by the same way as for SKM1 the scattering in the district which runs the considered sector. For this purpose, the same average value can be maintained for an entire district, but it can also be more refined by considering partial districts or grover by typing typing numbers for a particular type of district.
