Modelação de ruído do tráfego automóvel

• Autor(a) principal: Faria, André Pereira de Sousa
• Data de Publicação: 2015
• Tipo de documento: Dissertação
• Idioma: eng
• Título da fonte: Repositório Científico de Acesso Aberto de Portugal (Repositórios Cientìficos)
• Texto Completo: http://hdl.handle.net/10773/19114
• topic: Redução de ruído; Tráfego rodoviário; Barreiras acústicas

Tra c noise has a very high impact on human health, being largely responsible for cardiovascular diseases, hearing loss, sleep problems, hypertension and even discomfort/irritation. Such problems lead to billions of euros being annually spent , either in mitigation of tra c noise or in solving the problems caused by it. The high dependency on road transport as part of our society also means that it is constantly exposed to higher noise levels. The main purpose of this Dissertation is the quanti cation of tra c noise levels on a main avenue of a medium-sized city and evaluate noise mitigation scenarios. To carry out this modeling, TNM software (Tra c Noise Model) V25 from FHWA (Federal Highway Administration) was used. With this work it is possible to select which noise mitigation measures that produce better results. Within the various possible noise mitigation scenarios, nine were chosen. In scenarios one and two, the speed limit changed from 50km/h to 30km/h and 20km/h respectively. In scenario three, it was tested the pavement change, simulating three di erent pavements: DGAC (dense-graded asphaltic concrete), PCC (Portland cement concrete) and OGAC (open-graded asphaltic concrete). During the fourth scenario the in uence of acoustic barriers in noise mitigation was tested. Barriers from 0.5 to 5 meters, with height ranges from 0.5 meters were chosen. In the fth scenario, a central area composed of trees was introduced. In the sixth scenario, the car tra c volume was reduced while maintaining the number of buses. In the seventh scenario the in uence of removal of signalized intersections was tested. The eighth scenario envisages the bus restriction. In the ninth scenario the bus restriction joins the removal of signalized intersections. Within the alternative scenarios, only the forth, seventh, eighth and ninth presented signi cant noise reductions. On the fourth scenario, application of noise barriers, 4.8 dB(A) (-7.6%) of noise reduction was achieved (2 meter high barrier) progressing up to 8.26 dB(A) (-13%). In the seventh scenario,with the removal of tra c lights 5.29 dB(A) (-8.4%) reduction was obtained. In the eighth scenario, restriction of buses, a reduction of 4.25 dB(A) (-6.7%) was obtained. The latest scenario, bus tra c restriction and removal of signalized intersections obtained the highest reduction: 13.26 dB(A) (-23.1%). This scenario has a higher potential of application in reality but lacks further study of all the implications that come from it: study the frequency of red lights, implementation of roundabouts and subsequent distribution for alternative bus routes.