It is very important to know, as early as possible, what is the acoustic area of influence of a particular project, because this information has influence in other areas, e.g. The extension of cartography necessary. So, it is relevant to find fast and simple methods to determine the acoustic area of influence, based on European Interim Methods, for roads, railways, airports and industries

Conceição, E. Z. E.

Rosão, C.

Rosão, Vitor

Universidade do Algarve

 1 
Fast Determination of the Acoustic Area of Influence of 
Roads, Railways, Airports and Industries 
Vitor Rosão1, Carlos Rosão2, Eusébio Conceição1 
1
Faculdade de Ciências e Tecnologia da Universidade do Algarve 
Campus de Gambelas  
8005-139 FARO - PORTUGAL 
Tel.: 289800100 | Fax: 289800072 
{vitortadeiarosao@gmail.com; econcei@ualg.pt} 
 
2
Schiu, Engenharia de Vibração e Ruído, Unip., Lda. 
Avenida Villae de Milreu, Bloco E, Estoi 
Tel.: 289998009 | Fax: 289998318 
{carlosrosao@schiu.com} 
 
Abstract 
It is very important to know, as early as possible, what is the acoustic area of influence of a 
particular project, because this information has influence in other areas, e.g. the extension of 
cartography necessary. So, it is relevant to find fast and simple methods to determine the 
acoustic area of influence, based on European Interim Methods, for roads, railways, airports 
and industries. 
 
Keywords: Fast prevision, road noise, railway noise, airport noise, industries noise. 
1 Introduction 
The Aim of this paper is to develop an expeditious methot for determination of the Acoustics 
Area of Influence of projects, based on European interim forecast methods set out in 
Directive 2002/49/EC [1]: Industries: ISO 9613-2: 1996 [2]; Roads: NF S 31-133: 2007 [3]; 
Railways: Standaard-Rekenmethode II: 1996 [4]; Airports: ECAC.CEAC Doc 29: 2005 [5]. 
It is understood by Acoustics Area of Influence, the area around the project where the sound 
levels are above a certain target. 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
2 
2 Variation of noise levels with distance from the source 
According to the European interim methods, changes in noise levels with distance from the 
source depend on the following variables: 
1. Source type (geometric characteristics). 
2. Geometric divergence (depends only on the distance to the source). 
3. Atmospheric absorption (depending on the distance to the source, the source 
spectrum, temperature and relative humidity). 
4. Effect of Soil (depends on the distance to the source, the source spectrum, the height 
of the source and receiver, and the sound absorption coefficient of the soil). 
5. Barriers (depends on the difference between the direct path and diffracted path, and 
the source spectrum). 
6. Favorable conditions (depending on the probability of ocorrence of positive vertical 
gradients of sound speed). 
So, since the variation of sound levels with distance from the source depends on: 
 the source type, the source spectrum, distance source/receiver, air temperature, 
relative humidity of air, source height, receiver height, the sound absorption 
coefficient of the soil, the difference between diffracted and direct path, and the 
probability of ocorrence of favorable conditions for sound propagation, 
to determine the Acoustics Area of Influence of a given project, it is necessary to check the 
influence of these variables in noise levels with distance from the source. 
The following chapters show the analysis for industries, roads and railways. For airports, and 
for other information associated with the fast prediction, should be consult the website 
www.schiu.com/FastPrevision. 
2.1 Simplifications 
For simplicity and applicability, we consider the following: 
 Difracctions and reflections are disregard, i.e., it is considered that there are no 
obstacles between the source and receiver. 
 All receivers are at a height of 4 meters. 
 The average temperature and humidity is always 17 º C and 70% (annual mean 
values considered representative of Lisbon). 
 In the case of roads and railways it is always only one very long straight track. 
 For roads, there are considered only the continuous fluid flow and the horizontal 
skew. 
 In the case of railways, there are disregard the existence of trains with braking 
system activated. 
 For roads, we consider the effect of the pavement in overall terms and not by 
frequency bands. 
 For the railways, the variation of noise due to different types of train, different speeds 
and different railway structures, are considered in global terms and not by frequency 
bands. 
 
 
 
 
 
 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
3 
2.2 Reference Charts 
In the case of industries, it is considered as reference the following:  
 A point source, located at 4 meters high, with 3 distinct spectra [White Noise 
(variation of 3dB/octave), Brown Noise (variation of -3dB/octave) and Brown Noise 
(A) (variation of -3dB(A)/octave)]1. 
In the case of roads, it is considered as reference the following:  
 Movement of light vehicles on a normal asphalt pavement. 
In the case of railways, it is considered as reference the following:  
 Movement of a category C9 train on a railway structure of concrete sleepers in gravel 
and joinless rails. 
It is presented in Figure 1 the reference chart for Industries, in Figure 2 the reference chart 
for Roads and in Figure 3 the refence chart for Railways, for distances between 100 and 
1000 m (for other distances see www.schiu.com/FastPrevision; in the particular case of 
roads see [6]). 
In all cases the graphics distinguish 3 sound absorption coefficients of soil (alpha = 0, alpha 
= 0.5 (50%) and alpha = 1 (100%)) and 3 probability of occurrence of favourable conditions 
for sound propagation (PO = 0%, PO = 50% and PO = 100%) (in industries the value 
assigned to constant C0 was respectively as follows [7]: C0 = 10 dB, C0 = 0.7 dB and C0 = 0 
dB, which makes similar PO = 50% and PO = 100%, so the Figure 1 does not present PO = 
50%; for similar reasons there are not shown Alpha = 50%]. 
 
 
Figure 1 – Variation in noise levels with distance from the source (industries; point sources) 
                                               
 
1
 According to the database Source dB V1.1, available through the site www.imagine-project.org, it 
was found that the 3 theoretical spectrum presented, are those that best represent, respectively, the 
real situations of the prevalence of low, medium and high frequencies. 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
4 
 
Figure 2 – Variation in noise levels with distance from the source (roads; very long straight 
track) 
 
Figure 3 – Variation in noise levels with distance from the source (railways; very long straight 
track) 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
5 
2.3 Reference values 
The reference value corresponds to the value L1 at 1 meter of horizontal distance from the 
source, considering the reference positions of the sources [Industries (White Noise and 
Brown Noise) (1), Industries (Brown Noise (A)) (2), Roads (3) and Railways (4)]: 
L1 = LAw – 11 + 3x(1 – Alpha) (1) 
L1 = LAw – 9 + 2x(1 – Alpha) (2) 
L1 = 78 dB(A) (3) 
L1 = 74 dB(A) + 2x(1 – Alpha) (4) 
For Roads, the reference value corresponds to 1000 light veichuls per hour (Qref) running at 
100 km/h (vref) on a normal asphalt pavement. 
For Railways, the reference value corresponds to 20 trains of category C9 per hour (Qref) 
running at 100 km/h (vref) on a railway structure of concrete sleepers in gravel and joinless 
rails. 
3 Corrections to charts and reference values 
3.1 Quantity 
The L1Q value, associated with a quantity Q of sources different from the reference quantity 
Qref, is given by: 









ref
Q
Q
Q
LL log1011  (5) 
3.2 Height of source (Industries) 
The correction Ch of the source height, applies only to industries (point sources). 
The correction Ch of the source height is applied to the values contained in the chart of  
Figure 1, and this correction varies with the horizontal distance d to the source, in the 
following ratio, where h is the height of the source and href = 4 m the reference height, and 
applies only to distances less than or equal to 3|h - href|. 
  










22
log20
ref
h
hhd
d
C  (6) 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
6 
In addition to that the fact that PO = 0% curve becomes equal to the curve PO = 100%, up to 
a distance equal to 10(h +4). From this distance the curve PO = 0% is equal to the curve  
PO = 100% corrected by the following value: 
–10(1 – 10(h – 4))/d (7) 
Note that, according to database Source dB V1.1, available through the site www.imagine-
project.org, the height of the sources ranges between 0.3 meters (different types of pumps) 
and 100 meters (flare). 
3.3 Type of vehicle (Roads and Railways) 
The correction of the type of vehicle, applies only to roads and railways. 
The value L1T associated with a type of vehicle different from the reference vehicles (light 
vehicles for Roads and Category C9 for Railways) is given by: 
911  leLigthVehicleHeavyVehic LL  (8) 
49111  CC LL  (9) 
59121  CC LL  (10) 
19131  CC LL  (11) 
69141  CC LL  (12) 
79151  CC LL  (13) 
19161  CC LL  (14) 
39171  CC LL  (15) 
19181  CC LL  (16) 
Based on the information given in reference [8] it can be established corrections for 
Portuguese trains. 
3.4 Speed (Roads and Railways) 
The speed correction Cv, applies only to roads and railways. 
The value L1v associated with a speed different from the reference speed (vref) is given by: 
vv CLL  11  (17) 
It is presented in Figure 4, Figure 5 and Figure 6, the values of Cv as a function of speed, 
respectively for Roads and Railways. 
3.5 More than one source 
The global value associated with the existence of more than one source, is obtained by 
Energetic Addition : 








 1010 1010log10
BA LL
BA LL  (18) 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
7 
 
Figure 4 – Speed correction (Roads) 
 
Figure 5 – Speed correction (Railways; 20 to 150 km/h) 
 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
8 
 
Figure 6 - Speed correction (Railways; 150 to 300 km/h) 
3.6 Type of pavement and type of railway structure (Roads and Railways) 
There are considered 5 types of pavement and 5 types of railway structure: Very Little Noisy 
(correction -6 dB), Little Noisy (-3 dB), Normal (0 dB), Noisy (3 dB) and Very Noisy (6 dB). 
4 Examples 
It is considered for all the examples a reference value of 55 dB (A), to limit the Acoustics 
Area of influence. 
4.1 Industries (point source) 
4 Point Sources with LAw = 101 dB(A), h = 100 m, with a spectrum where prevails low 
frequency (Brown (A)), a absorbent soil (alpha = 1), assuming PO = 100%. 
Taking the equation (2) we have: L1 = 101 – 9 + 0 = 92 dB(A). 
Taking the equation (5) we have: L1Q = 92 + 10log (4) ≈ 98 dB(A). 
Analyzing the Figure 1, it appears that for a distance of 100 meters to the source we have, 
for this example, a correction of - 40 dB. Adding this correction to the correction of the 
equation (6) 
 
3
4100100
100
log20
22










 dB, we have: 98 - 40 - 3 = 55 dB (A), i.e., the 
Acoustics Area of the Influence of the example is about 100 meters around the sources. 
 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
9 
4.2 Roads 
Traffic of light Vehicle: 2000 vehicles per hour. 
Traffic of heavy Vehicles: 100 vehicles per hour. 
Speed of light vehicles: 100 km / h. 
Speed of heavy vehicles: 90 km / h. 
Pavement Type: Normal (0 dB). 
PO = 0% e Alpha = 100 %. 
Taking the equation (3), we have: L1Light = 78 dB(A). Taking the equation (8) we have:  
L1Heavy = 87 dB (A). Taking the equation (5) we have: L1QLigth = 78 +3 = 81 dB (A) and  
L1QHeavy = 87 - 10 = 77 dB(A). Analyzing the Figure 4 we have: L1QvLight = 81 + 0 = 81 dB (A) 
and L1QvHeavy = 77 - 1 = 76 dB(A). 
Energetic Addition (18): 81  76 ≈ 82 dB (A). 
From the Figure 2, it appears that for a distance of 200 meters to the source we have, for this 
example, a correction of -27 dB, so we have 82 - 27 = 55 dB (A), i.e., the Acoustics Area of 
Influence of the example is about 200 meters around the road. 
4.3 Railways 
Traffic of Category C1: 10 trains per hour. 
Traffic of Category C6: 20 trains per hour. 
Speed of C1: 80 km/h. 
Speed of C6: 100 km/h. 
Type of Railway Structure: Very Noisy (6 dB). 
PO = 50% and Alpha = 0%. 
Taking the fequations (4) (9) and (14), we have: L1C1 = 76 +4 = 80 dB(A) and  
L1C6 = 76 +1 = 77 dB (A). Taking the equation (5) we have: L1QC1 = 80 - 3 = 77 dB (A). 
Analyzing the Figure 5 we have: L1QvC1 = 77 - 2 = 75 dB (A). 
Energetic Addition (18): 75  77 ≈ 79 dB(A). 
Railway structure: 79 +6 = 85 dB(A). 
From the Figure 3, it appears that for a distance of 800 meters to the source we have, for 
yhis example, a correction of -30 dB, so we have 85 - 30 = 55 dB (A), i.e., the Acoustics Area 
of Influence of the example is about 800 meters around the railway. 
5 Conclusions 
It is considered that using the simple method explained, in the early stages of plans and 
projects, it will be of great utility in the prior determination of the Acoustics Area of Influence 
of a particular project, and for the important process of decision, in terms of prior comparative 
analysis of alternatives, and in terms of coverage area of study where 3D cartography will be 
necessary in subsequent phases, for a more accurate prediction of sound levels. 
It is also considered that the simple method presented can be used in the gauge of the 
adequability of complex models, where the probability of error is high. 
For a more proficient use of the method, we developed a computer application, which is 
available to all interested people at the following address: 
http://www.schiu.com/FastPrevision 
We look forward for comments and criticisms to the method and its applicability. 
 
 
INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 
10 
References 
[1] Official Journal of the European Communities. Directive 2002/49/EC, of 25 June 2002. 
[2] ISO, International Standard 9613-2: Acoustics. Attenuation of sound during propagation 
outdoors. Part 2: General method of calculation. 1996. 
[3] NF, French Standard S31-133: Acoustique. Bruit des infrastructures de transports 
terrestres. Calcul de l’atténuation du son lors de sa propagation en milieu extérieur, 
incluant les effets météorologiques. 2007. 
[4] Adaptation and Revision of the interim noise computation methods for the purpose of 
strategic noise mapping. Calculation and measurement guidelines for rail transport noise 
(translation of Standaard-Rekenmethode II: 1996).  
[5] European Civil Aviation Conference (ECAC.CEAC). Doc 29. Report on standard method 
of computing noise contours around civil airports. 2005 
[6] Rosão, Vitor; Conceição, Eusébio; Rosão, Carlos. Determinação Expedita da Área de 
Influência Acústica de Infra-Estruturas de Transporte Rodoviário. Acústica 2008 
(Coimbra). 
[7] Rosão, Vitor; Antunes, Sónia. Limitações e Opções Alternativas da Modelação na 
Componente Ruído. Congresso Nacional de Avaliação de Impactes, 2006 (Castelo 
Branco). 
[8] Alarcão, Diogo; Bento Coelho, J. L.. Modelação de Ruído de Tráfego Ferroviário. 
Acústica 2008 (Coimbra). 
 


Fast determination of the acoustic area of influence of roads, railways, airports and industries

Sapientia

 1 Fast Determination of the Acoustic Area of Influence of Roads, Railways, Airports and Industries Vitor Rosão1, Carlos Rosão2, Eusébio Conceição1 1Faculdade de Ciências e Tecnologia da Universidade do Algarve Campus de Gambelas  8005-139 FARO - PORTUGAL Tel.: 289800100 | Fax: 289800072 {vitortadeiarosao@gmail.com; econcei@ualg.pt}  2Schiu, Engenharia de Vibração e Ruído, Unip., Lda. Avenida Villae de Milreu, Bloco E, Estoi Tel.: 289998009 | Fax: 289998318 {carlosrosao@schiu.com}  Abstract It is very important to know, as early as possible, what is the acoustic area of influence of a particular project, because this information has influence in other areas, e.g. the extension of cartography necessary. So, it is relevant to find fast and simple methods to determine the acoustic area of influence, based on European Interim Methods, for roads, railways, airports and industries.  Keywords: Fast prevision, road noise, railway noise, airport noise, industries noise. 1 Introduction The Aim of this paper is to develop an expeditious methot for determination of the Acoustics Area of Influence of projects, based on European interim forecast methods set out in Directive 2002/49/EC [1]: Industries: ISO 9613-2: 1996 [2]; Roads: NF S 31-133: 2007 [3]; Railways: Standaard-Rekenmethode II: 1996 [4]; Airports: ECAC.CEAC Doc 29: 2005 [5]. It is understood by Acoustics Area of Influence, the area around the project where the sound levels are above a certain target. INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 2 2 Variation of noise levels with distance from the source According to the European interim methods, changes in noise levels with distance from the source depend on the following variables: 1. Source type (geometric characteristics). 2. Geometric divergence (depends only on the distance to the source). 3. Atmospheric absorption (depending on the distance to the source, the source spectrum, temperature and relative humidity). 4. Effect of Soil (depends on the distance to the source, the source spectrum, the height of the source and receiver, and the sound absorption coefficient of the soil). 5. Barriers (depends on the difference between the direct path and diffracted path, and the source spectrum). 6. Favorable conditions (depending on the probability of ocorrence of positive vertical gradients of sound speed). So, since the variation of sound levels with distance from the source depends on:  the source type, the source spectrum, distance source/receiver, air temperature, relative humidity of air, source height, receiver height, the sound absorption coefficient of the soil, the difference between diffracted and direct path, and the probability of ocorrence of favorable conditions for sound propagation, to determine the Acoustics Area of Influence of a given project, it is necessary to check the influence of these variables in noise levels with distance from the source. The following chapters show the analysis for industries, roads and railways. For airports, and for other information associated with the fast prediction, should be consult the website www.schiu.com/FastPrevision. 2.1 Simplifications For simplicity and applicability, we consider the following:  Difracctions and reflections are disregard, i.e., it is considered that there are no obstacles between the source and receiver.  All receivers are at a height of 4 meters.  The average temperature and humidity is always 17 º C and 70% (annual mean values considered representative of Lisbon).  In the case of roads and railways it is always only one very long straight track.  For roads, there are considered only the continuous fluid flow and the horizontal skew.  In the case of railways, there are disregard the existence of trains with braking system activated.  For roads, we consider the effect of the pavement in overall terms and not by frequency bands.  For the railways, the variation of noise due to different types of train, different speeds and different railway structures, are considered in global terms and not by frequency bands.       INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 3 2.2 Reference Charts In the case of industries, it is considered as reference the following:   A point source, located at 4 meters high, with 3 distinct spectra [White Noise (variation of 3dB/octave), Brown Noise (variation of -3dB/octave) and Brown Noise (A) (variation of -3dB(A)/octave)]1. In the case of roads, it is considered as reference the following:   Movement of light vehicles on a normal asphalt pavement. In the case of railways, it is considered as reference the following:   Movement of a category C9 train on a railway structure of concrete sleepers in gravel and joinless rails. It is presented in Figure 1 the reference chart for Industries, in Figure 2 the reference chart for Roads and in Figure 3 the refence chart for Railways, for distances between 100 and 1000 m (for other distances see www.schiu.com/FastPrevision; in the particular case of roads see [6]). In all cases the graphics distinguish 3 sound absorption coefficients of soil (alpha = 0, alpha = 0.5 (50%) and alpha = 1 (100%)) and 3 probability of occurrence of favourable conditions for sound propagation (PO = 0%, PO = 50% and PO = 100%) (in industries the value assigned to constant C0 was respectively as follows [7]: C0 = 10 dB, C0 = 0.7 dB and C0 = 0 dB, which makes similar PO = 50% and PO = 100%, so the Figure 1 does not present PO = 50%; for similar reasons there are not shown Alpha = 50%].   Figure 1 – Variation in noise levels with distance from the source (industries; point sources)                                                 1 According to the database Source dB V1.1, available through the site www.imagine-project.org, it was found that the 3 theoretical spectrum presented, are those that best represent, respectively, the real situations of the prevalence of low, medium and high frequencies. INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 4  Figure 2 – Variation in noise levels with distance from the source (roads; very long straight track)  Figure 3 – Variation in noise levels with distance from the source (railways; very long straight track) INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 5 2.3 Reference values The reference value corresponds to the value L1 at 1 meter of horizontal distance from the source, considering the reference positions of the sources [Industries (White Noise and Brown Noise) (1), Industries (Brown Noise (A)) (2), Roads (3) and Railways (4)]: L1 = LAw – 11 + 3x(1 – Alpha) (1) L1 = LAw – 9 + 2x(1 – Alpha) (2) L1 = 78 dB(A) (3) L1 = 74 dB(A) + 2x(1 – Alpha) (4) For Roads, the reference value corresponds to 1000 light veichuls per hour (Qref) running at 100 km/h (vref) on a normal asphalt pavement. For Railways, the reference value corresponds to 20 trains of category C9 per hour (Qref) running at 100 km/h (vref) on a railway structure of concrete sleepers in gravel and joinless rails. 3 Corrections to charts and reference values 3.1 Quantity The L1Q value, associated with a quantity Q of sources different from the reference quantity Qref, is given by: refQQQLL log1011  (5) 3.2 Height of source (Industries) The correction Ch of the source height, applies only to industries (point sources). The correction Ch of the source height is applied to the values contained in the chart of  Figure 1, and this correction varies with the horizontal distance d to the source, in the following ratio, where h is the height of the source and href = 4 m the reference height, and applies only to distances less than or equal to 3|h - href|.   22log20refhhhddC  (6) INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 6 In addition to that the fact that PO = 0% curve becomes equal to the curve PO = 100%, up to a distance equal to 10(h +4). From this distance the curve PO = 0% is equal to the curve  PO = 100% corrected by the following value: –10(1 – 10(h – 4))/d (7) Note that, according to database Source dB V1.1, available through the site www.imagine-project.org, the height of the sources ranges between 0.3 meters (different types of pumps) and 100 meters (flare). 3.3 Type of vehicle (Roads and Railways) The correction of the type of vehicle, applies only to roads and railways. The value L1T associated with a type of vehicle different from the reference vehicles (light vehicles for Roads and Category C9 for Railways) is given by: 911  leLigthVehicleHeavyVehic LL  (8) 49111  CC LL  (9) 59121  CC LL  (10) 19131  CC LL  (11) 69141  CC LL  (12) 79151  CC LL  (13) 19161  CC LL  (14) 39171  CC LL  (15) 19181  CC LL  (16) Based on the information given in reference [8] it can be established corrections for Portuguese trains. 3.4 Speed (Roads and Railways) The speed correction Cv, applies only to roads and railways. The value L1v associated with a speed different from the reference speed (vref) is given by: vv CLL  11  (17) It is presented in Figure 4, Figure 5 and Figure 6, the values of Cv as a function of speed, respectively for Roads and Railways. 3.5 More than one source The global value associated with the existence of more than one source, is obtained by Energetic Addition :  1010 1010log10BA LLBA LL  (18) INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 7  Figure 4 – Speed correction (Roads)  Figure 5 – Speed correction (Railways; 20 to 150 km/h)  INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 8  Figure 6 - Speed correction (Railways; 150 to 300 km/h) 3.6 Type of pavement and type of railway structure (Roads and Railways) There are considered 5 types of pavement and 5 types of railway structure: Very Little Noisy (correction -6 dB), Little Noisy (-3 dB), Normal (0 dB), Noisy (3 dB) and Very Noisy (6 dB). 4 Examples It is considered for all the examples a reference value of 55 dB (A), to limit the Acoustics Area of influence. 4.1 Industries (point source) 4 Point Sources with LAw = 101 dB(A), h = 100 m, with a spectrum where prevails low frequency (Brown (A)), a absorbent soil (alpha = 1), assuming PO = 100%. Taking the equation (2) we have: L1 = 101 – 9 + 0 = 92 dB(A). Taking the equation (5) we have: L1Q = 92 + 10log (4) ≈ 98 dB(A). Analyzing the Figure 1, it appears that for a distance of 100 meters to the source we have, for this example, a correction of - 40 dB. Adding this correction to the correction of the equation (6)  34100100100log2022 dB, we have: 98 - 40 - 3 = 55 dB (A), i.e., the Acoustics Area of the Influence of the example is about 100 meters around the sources.  INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 9 4.2 Roads Traffic of light Vehicle: 2000 vehicles per hour. Traffic of heavy Vehicles: 100 vehicles per hour. Speed of light vehicles: 100 km / h. Speed of heavy vehicles: 90 km / h. Pavement Type: Normal (0 dB). PO = 0% e Alpha = 100 %. Taking the equation (3), we have: L1Light = 78 dB(A). Taking the equation (8) we have:  L1Heavy = 87 dB (A). Taking the equation (5) we have: L1QLigth = 78 +3 = 81 dB (A) and  L1QHeavy = 87 - 10 = 77 dB(A). Analyzing the Figure 4 we have: L1QvLight = 81 + 0 = 81 dB (A) and L1QvHeavy = 77 - 1 = 76 dB(A). Energetic Addition (18): 81  76 ≈ 82 dB (A). From the Figure 2, it appears that for a distance of 200 meters to the source we have, for this example, a correction of -27 dB, so we have 82 - 27 = 55 dB (A), i.e., the Acoustics Area of Influence of the example is about 200 meters around the road. 4.3 Railways Traffic of Category C1: 10 trains per hour. Traffic of Category C6: 20 trains per hour. Speed of C1: 80 km/h. Speed of C6: 100 km/h. Type of Railway Structure: Very Noisy (6 dB). PO = 50% and Alpha = 0%. Taking the fequations (4) (9) and (14), we have: L1C1 = 76 +4 = 80 dB(A) and  L1C6 = 76 +1 = 77 dB (A). Taking the equation (5) we have: L1QC1 = 80 - 3 = 77 dB (A). Analyzing the Figure 5 we have: L1QvC1 = 77 - 2 = 75 dB (A). Energetic Addition (18): 75  77 ≈ 79 dB(A). Railway structure: 79 +6 = 85 dB(A). From the Figure 3, it appears that for a distance of 800 meters to the source we have, for yhis example, a correction of -30 dB, so we have 85 - 30 = 55 dB (A), i.e., the Acoustics Area of Influence of the example is about 800 meters around the railway. 5 Conclusions It is considered that using the simple method explained, in the early stages of plans and projects, it will be of great utility in the prior determination of the Acoustics Area of Influence of a particular project, and for the important process of decision, in terms of prior comparative analysis of alternatives, and in terms of coverage area of study where 3D cartography will be necessary in subsequent phases, for a more accurate prediction of sound levels. It is also considered that the simple method presented can be used in the gauge of the adequability of complex models, where the probability of error is high. For a more proficient use of the method, we developed a computer application, which is available to all interested people at the following address: http://www.schiu.com/FastPrevision We look forward for comments and criticisms to the method and its applicability.   INTERNOISE 2010 │ JUNE 13-16 │ LISBON │ PORTUGAL 10 References [1] Official Journal of the European Communities. Directive 2002/49/EC, of 25 June 2002. [2] ISO, International Standard 9613-2: Acoustics. Attenuation of sound during propagation outdoors. Part 2: General method of calculation. 1996. [3] NF, French Standard S31-133: Acoustique. Bruit des infrastructures de transports terrestres. Calcul de l’atténuation du son lors de sa propagation en milieu extérieur, incluant les effets météorologiques. 2007. [4] Adaptation and Revision of the interim noise computation methods for the purpose of strategic noise mapping. Calculation and measurement guidelines for rail transport noise (translation of Standaard-Rekenmethode II: 1996).  [5] European Civil Aviation Conference (ECAC.CEAC). Doc 29. Report on standard method of computing noise contours around civil airports. 2005 [6] Rosão, Vitor; Conceição, Eusébio; Rosão, Carlos. Determinação Expedita da Área de Influência Acústica de Infra-Estruturas de Transporte Rodoviário. Acústica 2008 (Coimbra). [7] Rosão, Vitor; Antunes, Sónia. Limitações e Opções Alternativas da Modelação na Componente Ruído. Congresso Nacional de Avaliação de Impactes, 2006 (Castelo Branco). [8] Alarcão, Diogo; Bento Coelho, J. L.. Modelação de Ruído de Tráfego Ferroviário. Acústica 2008 (Coimbra).  

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Fast determination of the acoustic area of influence of roads, railways, airports and industries

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