Ecology and Environmental Protection

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Institute of Building Physics, Technology and Logistics,"#
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University of Mining and Geology ³St. Ivan Rilski´,"#
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Transport noise barriers areecologicalstructuresthataredesignedandbuiltalongtheroads
(motorways, expresswaysandrailwaysetc.), inorder to reducethenoiselevels to
thelimitvalues forurbanareasandinrooms of buildings. Assessment of theeffectiveness of
thebarrieriscarriedouttheoretically, empiricallyorby a combination of bothmethods. To
automatethedesign of thinnoisebarriersarecreatedfourmodulesfromtheseriesScreen *,
whicharepart of thesoftwarepackageforacousticcalculationsSoundBG.
% & 'noise barriers, acoustical design, software

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Transportnoisebarriersareecologicalstructuresthataredesignedandbuiltalongtheroads
(motorways, expresswaysandrailwaysetc.), inorder to reducethenoiselevels to
thelimitvalues forurbanareasandinrooms of buildings.The barriers are made of different
sizes (length and height), of different construction materials, have various cross sections
and architectural appearance. In acousticspoint of view,the design of transport noise
barriers can¶t be standard (uniform), as opposed to elements from which are they
designed. This complexity lies in their construction-acoustical design, which is a
function of many requirements, factors, phenomena and parameters. From an economic
perspective, this factor is leading to determine the value of the facility [1].
Transport noise barriers can be defined as solid, practically adequately soundproofed
enclosures,that creates a sound shadow zone behind them by breaking the direct
distribution of noise in the line of direct sight from the center of the source to the point
of impact (assessment point), where the noise level decreases due to diffraction of sound
waves (Fig. 1).
The effect of the noise barrier is based on acoustic processes taking place after its
construction. The main effect of noise reduction is achieved thanks to the creationof
acoustic shadow due to diffraction of sound on the free edge of the barrier.
Quantitativemeasure of noise protectionby thebarrierisitsacousticefficiency,
definedasthedifferencebetweennoiselevelsintheassessmentpointbeforeandafterconstructi
on of thebrrier, with allthe same other conditions.
According to thedesignandachievedefficiency, barriersaredividedintoseveralclasses [1].

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 Ecology and Environmental Protection

Ȝ ± length of the sound wave, mH

į ± difference between the shortest distance from the noise source (1) to the
assessment point (2) and the road that passes the diffracted sound, m.Y
From Fig. 1 is that/
2 2 2 2


M
1
2
a M a1 2
2 a M a2 M 1 2 a1 M a2 , m. (2)
Formula (1) hasphysicalmeaningwhen
* 0 , i.e.ifsoundis diffractedthethe upperedge
of thebarrier. When

0 itisassumedthattheefficiency of thebarrier is 5 dB(A).
Themainfactorsthatdeterminetheefficiency of thebarrier is determined by formulas (1)
and (2). These are/
-Y heightof the barrier aH
-Y lengthofthesoundwaveH for car streams is accepted ó 0.84 m , for railway
transport - ó 0.42 m H
-Y geometric parameters of the location of the source ( 1,a1) and of the assessment
point( 2,a2)H
-Y type of the source ± with infinite or finite length.
Formula (1) refers to thenoisesourcewithinfinitelengthH for a singlenoisesourceor a
sourcewith finitelength (railways) thecorresponding formula is/
0.22




ó 12.9  0.22 ó 15.03 i , d ( ). (3)

Whentheassessmentpointislocatedin a room,
theoverallreductioninnoiselevelinthepresence of thebarrierwillbe/
£
£
£ £  £0 , dB(A), ( 4)

where £ is the recuction in noise level, because of the increased distance from source,
dB(A)H
£  Y reductioninnoiseleveldue to absorption of soundenergyin the air, dB(A)H

0 - soundinsulationfromairbornenoise of thesurroundingstructure, dB(A).

For open space
0 ó 0 dB(A) ×Y

For a continuoussource (carstream) the reductioninnoiseleveldue to increasing
distancefromsource is/
 

 lg
u ›
£ 
10 1 u lg , dB(A), (5)
 lg › u ›0
 u
whereÙis the average distance between the unit sources in the stream, mH
›
distance from noise source to assessment point, mH

Y 3
International Multidisciplinary Scientific GeoConferenceSGEM 2011

›0±basicdistancefordetermination of thenoisecharacteristics of thestrem(for car

streams ›0
7.5 m ).
With a sourcewith finite length, thereductioninthenoise levelbetweenpointsand
,
whichlieson normal to themiddle of thesource,at a distances›and›
, is
 (› )
£ 
20 lg , dB(A). (6 )
 (›
)
Ingeneral, thefunction(›)issignificantlymorecomplexthanformula (5) [3]. For a small
number of individual sources - 2, 3 or 4, the function is simplified [4]. Forexample, for
foursourcesat a distanceÙapart, we have/
1 1 1
 (› )
, (7) Y
›12 ›22 ›1 ›2

where ›„ ó ›2  „  0.5 2 , „ ó 1,2.

2

The formula for (›
)is analogical.

The reduction in noise level due to absorption of sound waves fromtheairis/
£ ð 0.005› , dB(A). (8) Y
Thelength of thesides of thebarriermustnotallowdirectsound, whichispassedthroughit, to
exceedthenoiselevel (Fig. 2). Taking into account the particularities of power
summation, we obtain/

 '
 '


 
  5, d ( ), (9) Y

wherethereductions
 ' and
 ' dependsonthelength of theside of thebarrier.

Fig. 2.Determination of thelength of thebarrier

From Fig. 2 is that the total length of the screen/
2
 ›'

 ó 2 2  i 1  
, m, (10)
›

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 Ecology and Environmental Protection

Fromthecalculatedvalues areobtainedthe finaldesignheights,

takingintoaccounttwoadditionalrequirements.
1.Y×Y
izesof the barrier mustbemultiples of thedimensions of
theelementsthatareassembledorconstructed, eg. panels withsizes0.5x3 m.
2.YTheheight of thebarrier mustberelativelyconstantforlongstretches of theroute.
The efficiency of the barrier with the adopted design sizes is assessed with module
Screen ProKect B, which performs by the same computing profiles. Depending on the
results, follows different solutions - to increase the design height, increasing the sound
insulation of the surrounding structure of the upper floors of buildings, etc.
*
Thedescribedtechnologywasappliedforthedesign of transport noise
barriersinthereconstruction of theoverheadroad to BrusselsblvdinSofia [7].

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