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通过对奎屯市6条主要交通干线3年的交通噪声监测与分析,得出各条道路车流量、车型、车速和路况的差异。使交通噪声在空间上差异明显,各交通干道交通负荷不是很重,但二侧噪声污染却比较严重,而且污染水平逐年提高。 相似文献
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考虑异质人群不同声功能需求和时空分布,对异质人群交通噪声暴露特征进行评估。通过集记人口高斯分解和噪声预测,获取特征人群分布数据和交通噪声数据;基于特征人群年龄和声功能需求,标定各年龄段人群噪声响应函数并进行归一化处理,构建异质人群噪声响应曲线;构建交通噪声暴露评估模型,结合获取数据及噪声响应曲线进行噪声暴露评估。结果表明,3类声功能区中人群噪声暴露与年龄变量均呈现类抛物线趋势,40岁左右人群暴露影响较儿童和老人低59.9%左右。人均噪声暴露在夜间明显偏高,尤其在声功能需求较高的第1类声功能区,其人均噪声超标值比昼间高7 d B。特征人群的空间分布对噪声暴露影响显著,工作时段学校区域适学人群集中,其总噪声暴露风险为同等状况住宅区的1.2倍。综合考虑人群特征和时空分布等因素,可更科学地进行区域交通噪声污染评估。 相似文献
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道路交通噪声相关因素的研究 总被引:7,自引:0,他引:7
道路交通噪声相关因素的研究王振中(云南个旧市环境监测站,个旧)在噪声环境评价、预测以及噪声污染防治工作中,首先必须对影响道路交通噪声的主要因素,如机动车类型、车流量、行车速度、鸣喇叭频率、道路状况、声学环境等诸多相关因素进行深入的分析研究后,才能够较... 相似文献
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噪声不同高度的分布规律探讨 总被引:2,自引:2,他引:0
1 实验 淮安市环境监测站开展了固定和流动噪声源在不同距离,对不同高度建筑物影响的噪声监测,监测点设在该市淮海国际大酒店各楼层临近阳台的窗口,共设置7个监测点,监测点距离地面高度(垂直高度)分别为1.5 m、12 m、17 m、23 m、30 m、35 m、42 m.监测方法按照GB/T 14623-1993<城市区域环境噪声测量方法>和<环境监测技术规范>(噪声部分),监测仪器为噪声积分统计分析仪.固定声源监测频次:监测4次,每次测10 min,以等效声级(Leq)值参加统计;复合声源按功能区测量方法监测,监测4次,每次为24 h连续监测,测量每小时的Leq值,实测20 min,Leq值参加统计,同时记录车流量.噪声监测点见图1. 相似文献
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噪声地图在环境噪声监测中的应用 总被引:1,自引:0,他引:1
以青岛理工大学新校区为例,采用变网格划分法,研究了基于地理信息系统(GIS)的噪声地图在区域环境噪声评价方面的应用。结果表明,噪声预测系统结合GIS,以数字与渲染图的方式能够直观地展现噪声污染在环境区域的分布状况,可用于指导区域的规划和环境噪声评价。 相似文献
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The City of Amman, Jordan, has been subjected to persistent increase in road traffic due to overall increase in prosperity, fast development and expansion of economy, travel and tourism. This study investigates traffic noise pollution in Amman. Road traffic noise index L
10(1 h) was measured at 28 locations that cover most of the City of Amman. Noise measurements were carried out at these 28 locations two times a day for a period of one hour during the early morning and early evening rush hours, in the presence and absence of a barrier. The Calculation of Road Traffic Noise (CRTN) prediction model was employed to predict noise levels at the locations chosen for the study. Data required for the model include traffic volume, speed, percentage of heavy vehicles, road surface, gradient, obstructions, distance, noise path, intervening ground, effect of shielding, and angle of view. The results of the investigation showed that the minimum and the maximum noise levels are 46 dB(A) and 81 dB(A) during day-time and 58 dB(A) and 71 dB(A) during night-time. The measured noise level exceeded the 62 dB(A) acceptable limit at most of the locations. The CTRN prediction model was successful in predicting noise levels at most of the locations chosen for this investigation, with more accurate predictions for night-time measurements. 相似文献
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The present study provides an evaluation of noise pollution in six Urban Parks located in the city of Curitiba, Brazil. Equivalent
noise levels (L
eq) were measured in 303 points (each point measured during 3 min) spread throughout the Parks. Measured values were confronted
with local legislation (Law 10625) allowed limits, and the Parks were thus classified as “acoustically polluted or unpolluted”.
Measured values were also evaluated according to international legislation: Decree no. 12 of the City Council of Rome, DIN
18005 for German cities, the World Health Organization, and the United States Environmental Protection Agency. Urban parks
in the downtown area of Curitiba, surrounded by roads of heavy traffic and in the midst of intense commercial activities,
do not satisfy any of the standards used. The most noise-polluted parks in Curitiba were the Public Walk Park and the Botanical
Garden Park, with measured L
eq of 64.8 dB(A) and 67 dB(A). 相似文献
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广州市昼夜道路交通噪声的监测与分析 总被引:7,自引:1,他引:6
对广州市的昼夜交通噪声污染现状进行了分区域分道路等级的实地监测,得到共53个监测点位白天和夜晚的等效声级及其统计声级,同时对每个监测点展开了交通流调查,并分析交通流特征对交通噪声的影响。监测结果表明, 白天快速路、主干路、次干路及支路的平均等效声级分别为74.2、72.2、67.8、65.1 dB,快速路及主干路沿线的交通噪声污染比次干路及支路的严重。夜晚所有测点的噪声值均超过55 dB,快速路、主干路、次干路及支路的平均等效声级分别为72.2、72.3、66.3、64.5 dB,广州市夜晚的交通噪声污染较为严重。 相似文献
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On the basis of the continuous traffic noise data observed at 142 sites distributed in 52 roads from 1989 to 2003, the characteristics of traffic noise and effect factors were analyzed through traffic noise indices, such as Lep, L10, L50, L90, TNI, and Pn. Our findings allow us to reach a number of conclusions as follows: Firstly, traffic noise pollution was serious, and its fluctuant characteristic was obvious, resulting in a great intrusion to public in Lanzhou City during last 15 years. Secondly, traffic noise made a distinction between trunk lines and secondary lines, west-east direction roads and north-south direction roads. Thirdly, spatial character and time rule of traffic noise were obvious. In addition, traffic volume, traffic composition, road condition, and traffic management were identified as the key factors influencing traffic noise in this city. 相似文献
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Elaine Carvalho da Paz Paulo Henrique Trombetta Zannin 《Environmental monitoring and assessment》2010,163(1-4):515-529
An evaluation was made of the acoustic environment generated by an urban highway using in situ measurements. Based on the data collected, a mathematical model was designed for the main sound levels (L eq, L 10, L 50, and L 90) as a function of the correlation between sound levels and between the equivalent sound pressure level and traffic variables. Four valid groups of mathematical models were generated to calculate daytime sound levels, which were statistically validated. It was found that the new models can be considered as accurate as other models presented in the literature to assess and predict daytime traffic noise, and that they stand out and differ from the existing models described in the literature thanks to two characteristics, namely, their linearity and the application of class intervals. 相似文献
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在分析交通噪声影响因素的基础上,对乌鲁木齐市近十年控制交通噪声污染的措施和效果进行了探讨。 相似文献
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Continuous noise monitoring based on mobile systems could provide a quick feedback to assess the effect of policies implemented by authorities to mitigate noise pollution. The present research verifies that mobile measurements taken along a main street and aggregated in time and space can accurately estimate noise levels at static points. As a consequence, mobile sensors would be suitable to build, and continuously update, noise maps. Furthermore, the experiment computes the optimum aggregation distance of the mobile measurements.To perform the mobile noise measurements, a low-cost noise sensor with an integrated GPS was mounted on a bicycle. One hour worth of measurements was taken along a main avenue with the mobile receiver simultaneously to 6 static measurement points. For the mobile receiver, the LAeq was computed aggregating samples within a radius from 1 m to 100 m around the static measurement points. Then, the error between the aggregated LAeq of the mobile and the static receivers for the same time period was computed. It is observed that the RMSE and the measurement uncertainties decrease as the aggregation distance increases, having a minimum at an aggregation radius of 33 m and reaching a stabilization due to the constant traffic of the studied street. 相似文献
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Traffic Parameters Estimation to Predict Road Side Pollutant Concentrations using Neural Networks 总被引:1,自引:0,他引:1
The analysis aims to evaluate which is the most important among traffic parameters (flows, queues length, occupancy degree,
and travel time) to forecast CO and C6H6 concentrations. The study area was identified by Notarbartolo Road and bounded by Libertà Street and Sciuti Street in the
urban area of Palermo in Southern Italy. In this area, various loop detectors and one pollution-monitoring site were located.
Traffic data related to the pollution-monitoring site immediately near the road link were estimated by Simulation of Urban
MObility (SUMO) traffic microsimulator software using as input the flows measured by loop detectors on other links of road
network. Traffic and weather data were used as input variables to predict pollutant concentrations by using neural networks.
Finally, after a sensitivity analysis, it was showed that queues length were the mostly correlated traffic parameters to pollutant
concentrations.
An erratum to this article can be found at 相似文献