Theoretical analysis and bibliographical review of the studies relating to the noise effects of traffic management devices conclude that correctly designed roundabouts can reduce noise locally from to influence on traffic noise pollution. The results of the traffic noise mapping of a roundabout are discussed based on the measured data. ‘Compatison of the obtained results with the degree and duration of the exposure of population to excessive noise limit values defined by the national legislation indicates that values of the traffic noise levels at the analysed roundabout in Bar conclusions of this paper. KEYworDS Roundabout, Road, Traffic noise, Mapping, Measure- ments, 1. INTRODUCTION Directive on the management of environmental noise defines environmental noise as an ‘unwanted or harm- ful outdoor sound created by human activities, includ- ing noise from road, rail, airports and from industrial sites’ [1]. Environmental noise pollution represents a stressful factor that causes specific and non-specific, effects, as well as constant and temporary reactions, of every human body. EEA’s recent report noise in Eu- rope estimated that one in four Europeans is poten- tially exposed to harmful levels of noise from road traf- fic [2]. Almost 90% of the health impact is related to road traffic noise exposure. The majority of the bur- den of annoyance, depression and sleep disturbance is, related to road traffic noise (about 90%), of which about 65% occurs in agglomerations [3,4,5,6,71 Besides the psychosocial effects of traffic, acute ex- posure to noise is believed to activate the sympathetic and endocrine systems, thereby causing changes in blood pressure, heart rate and release of stress hor- mones [8]. Long-term exposure to noise levels greater, than 55 dB (A) L,,, (day-evening-night level) causes the mentioned health disorders and may worsen the pre-existing chronic diseases, such as joint inflamma- tion and bronchitis [9, 10]. Most studies on the noise have suggested that some of the effects are increased risk of hypertension and ischemic heart disease, in- cluding myocardial infarction and angina pectoris, [11,12]. Persons who live or work in a permanently noisy environment are at two or three times higher 1264 Luka are unexpectedly high. Recommendations for ducing noise levels are given in the risk of having a heart attack [2]. According to the WHO. report on the burden of disease from environmental, noise, at least 1 million healthy life years are lost ev- ery year in western Europe due to health effects aris ing from noise exposure to road traffic only [13]. Nev- ertheless, as compared to the other aspects of the environment, such as the air pollution, in particular, solving the issues of communal noise is stil not at the proper level, especially in economically underdeveloped. countries, due to the insufficient recognition of all it’s, direct and indirect and especially ofits cumulative nega- tive effects through a longer period of exposure [13]. In recent times, noise assessment has became a con- cerning social, health or geospatial research theme 114) The main characteristics of an area affected by the road traffic noise are mobility, distribution, reflection, and periodicity. Good road maintenance is a prime re- quirement for reduced load and body noise. It is well known that the specific deceleration and acceleration dynamics of traffic at road intersections can cause different noise levels than free-flow traffic on open road, segments [15]. The vehicles under stop-and-go condi- tions produce more noise compared to traffic at a con- stant speed [16]. Speed limitation (from 50 to 30 km/ hr) induces a noise reduction of 2-4 dB(A) for passen- ger cars and 0-2 dB(A) for heavy vehicles (and 2 dBA more for the maximum noise level) [17]. The correctly designed roundabouts can reduce noise locally (from ‘50 to 100 m} from 1-2 dB(A) compared to a pulsated, traffic. ‘The road traffic noise level is influenced by traffic vol- ume, traffic flow, velocity and road features as ‘intrin- sic’ parameters on one side and type of vehicles, speed, INDIAN J. ENVIRONMENTAL PROTECTION, VOL. 40, NO. 12, DECEMBER 2020 © 2020 - Kalpana Corporationlimits, vehicles maintenance, amount and typologies of road intersections as the “specific” parameters on the other. The pavement type has an influence on the noise levels, too. The interaction tire/road is undoubt- edly one of the sources of traffic noise, too. These mechanisms may be amplified by the horn effect and by the acoustical and mechanical impedance of the surface [18]. The asphalt on the roundabout is new and there is not a different age and type of pavement fon the roads leading to the roundabout. It has boon calculated that the new pavement is expected to de- crease the noise emission by only 0.4 dB(A) compared to the old asphalt (19]. This difference was deemed negligible and no correction was made in the following analysis. Intersections represent a critical point for a road network because of the crossing of different traf- fic flows. The results of a meta-analysis of 28 studies (reported outside the United States) that provided 113, estimates of effect show that roundabouts are asso- clated with a reduction of 30-50% in the number of, injury accidents and fatal accidents by 50-70% [20] Slow permeability, deceleration and acceleration at road intersections, stop and go, cause more noise levels. than free-flow traffic on open road segments. Accord- ing to the French traffic noise model (Nouvelle Méthode do Provision du Bruit - NMPB), embedded in CadnaA, which is suggested by European Community as a stan- dard reference model it is performed the simulation with three different intersection typologies: traffic light controlled intersection, linear planar intersection and roundabout, where the converging roads are coplanar, with consequent interferences between transiting and curving currents [1,17,21]. Several studies tried to give {an estimation of the noise impact of different typologies. of intersections. According to them, one of the most, cfficiont and the most cost-effective protection mea sures to reduce noise emission in the area of urban road intersections is a roundabout. It was noticed that, the traffic light configuration results in a higher equiva- lent level, while the roundabout gives a better result, (22) ‘The Environmental Noise Directive requires the EU ‘member states to undertake noise mapping and to pre- pare action plans for the protection of urban areas from noise increase (1. A strategic approach to noise pollu- tion control in urban areas should start with noise mea- surement and mapping. The primary aim of this study. was to determine and map noise pollution in the vicin- ity of the roundabout in the city of Banja Luka, by evalu- ating noise levels in accordance with legislation. Banja Luka is the second largest city in Bosnia and Herzegovina with a population of 185.042 at the mu- nicipality level, which is why the number of vehicles. was recorded [23]. The speed limit in the vicinity of the roundabout is 30 km/hr. The aim of this research is to establish the level of road traffic noise on the small roundabout and to determine its suitability to reduce noise at the intersection. The objective of this paper is to provide planners and designers sufficient, information on the roundabout noise levels as the base for making decisions aimed at the high levels of noise reduction, 2. MATERIAL AND METHOD 2.1 Study area The subject of the research is to determine the noise pollution on the roundabout in the city of Banja Luka, the second biggest city in Bosnia and Herzegovina with the population of 185,000. Banja Luka is situated in a basin 164 m above sea lovel. The average annual tem- perature reaches 10.7°C, the average in January is, 0.8°C, whereas the average temperature in July reaches 21.3°C. Temperature, wind speed and humid- ity were measured, since meteorological parameters, can affect the noise levels and propagation as well The average temperature values during this research (for day - evening - night) were 22.0 - 20,0- 17,0°C, wind speed values were 1.12 - 0.09 - 0.09 mis, while the humidity was 49.3 - 55-51%. Since the effects of these meteorological parameters. of noise levels and their propagation are small, they are generally ignored. This small roundabout was built, in 2008, at the intersection of the four city streets: Karadordeva, Omladinska, KrajiSkih Brigada and Cara Dugana, The purpose of this roundabout is to make the intersection of the major road (M16, north-south) Banja Luka-Jajce (so-called west transit) safer when coming from the minor road (R405, east-west), which connects, the Lau8 settlement and the city centre, by decreasing the speed of the vehicles on this right-of-way road. Measurement of the road traffic noise levels was car- ried out in June 2014 and control measurements in July 2015, June 2016 and June 2017. The sampling point of noise was near the roundabout (Figure 1a) ‘The sound-level meter was positioned 6.5 m from the outside edge of the roundabout (Figure 1b) ‘The pavement wearing course, as well as the surface of footpaths, was constructed from asphalt concrete material, The road traffic on the roundabout is very frequent and includes all types of vehicles, light and heavy. According to Directive 2002/49/EC relating to the assessment and management of environmental noise, the determination of exposure to environmental INDIAN J. ENVIRONMENTAL PROTECTION, VOL. 40, NO. 12, DECEMBER 2020 1265 © 2020 - Kalpana CorporationFigure 1. (a/ Subject roundabout with the marked urban [Sources:www.google.ba/maps, authors) noise through noise mapping is a common method of, assessment as a source of information for citizens and as a basis for the action plans [1]. In this study, noise maps are presented as graphical plots and numerical data in tables. A review of relevant literature was un- dertaken in order to collect additional information, 2.2 Sampling and analysis Measurements were performed with a 2260 Bruel and Kjaer type | sound-level meter. Calibration was por- formed using @ 4226 Bruel and Kjaer calibrator, which generates accurate and stable sound pressure with a frequency varying from 31.6 Hz to 16 kHz in octave steps, plus a signal at 12.5 kHz. 7815 Noise Explorer” software was also used. We used Predictor™-Lim A™ software, suite type 7810 from version 4.3 and ver- sion 5.1 and 7815 Noise Explorer™. Noise is measured by 2 sound level meter, which is an instrument that responds to a sound in approximately the same way as the human ear and which gives reproducible mea- surements of a sound level [24]. The equivalent con- tinuous equal energy level (L,) is applied to a fluctuat- ing noise level. The L,, is defined as the constant noise level that expands the same amount of energy as the fluctuating level over the same time period [24]. L's measured for traffic noise along with the statis- tical levels L, and L,, which are the noise levels ex- ceeded 1% and 10% of the time, respectively. Peak levels L,, and L, are those noise levels that are ex- ceeded in the duration of 10%, that is 1% of the total period of measurement, that is daytime or night time. 1266 © 2020- Kal zones and sampling point (red dot) and (b) sound-level meter Equivalent noise levels, L,, (dB(A)) were measured, in fone day interval (between 9 a.m. and 3 p.m.): one. ‘evening interval (between 6 and 10 p.m.) and two night, ‘tervals (after 10 p.m.). Three measurements that lasted 15 min daily (during three days) were made at each measuring point on a sample during the day for each period day-evening-night, in accordance with the Directive 2002/49/EC, because the rulebook does not, define an evening period [1,25]. The measurement of, noise levels was performed in compliance with the national legislation, that is Article 4 (external noise is, measured with a tripod at the level of 1.7 m from the level of the pavement, at the distance of atleast 3 m from the noise reflecting surface) [24]. The highest, equivalent levels of external noise allowed were deter- mined in accordance with the purpose of the urban zone and are provided in table 1 of the national legislation, [25]. In compliance with the purpose of the zone moni tored, the study area is located in the zone IV (trading, business, warehouses excluding heavy transport), zone Il {exclusively housing, public green and recreation areas) and zone | (hospital). 2.3 Statistical analy: Statistical data processing while determining the rela tionship between L,, for day and night and the number, of vehicles was calculated with correlation analysis. With bivariate correlations study (Spearman's, Pearson's and Kendall rank correlation coefficient test) was performed. A significance level of p-value < 0.05 and p < 0.01 was used. INDIAN J. ENVIRONMENTAL PROTECTION, VOL. 40, NO. 12, DECEMBER 2020 pana CorporationAllowed levels of external noise pursuant to the purpose of the zone (25) 3. RESULT AND DISCUSSION Noise measurement covers the zone with residential buildings, business facilities (Energomont), health in- stitutions (Institute of Transfusion Medicine of the Republic of Srpska, Institute of Forensic Medicine of, the Republic of Srpska and University Clinical Centre - surgery) and several catering facilities. The roundabout, being the study area, is located in the zones IV, Ill and I. In accordance with the national legislation the high- est level of external noise allowed for the zone lis 45 dB(A}, for the zone Ill is 55 dB(A) and for the zone IV js 60 dB(A), which means that the values of the mea- sured noise, as compared to the allowed, in the zone | are more than 21.3-22.9 dB(A) during a day, in the zone Ill more than 11.3-12.9 dB(A) and in the zone IV more than 6.3-7.9 dB(A) (Table 2) [25]. Peak level L,, in all three daily measurements ranges from 69.2-70.9 dB(A) and for the zone | allowed value is 55 dB(A), for the zone Illis 65 dB(A) and for the zone IV is 70 dBA). Measured values in relation to the allowed are 14.2- 18.9 dB(A) higher for the zone |, 4.2-5.9 dB(A) higher for the zone Ill and one measurement (0.9 dB(A) higher, for the zone IV. Frequency noise analysis for daily mea- surement L,, = 67.9 dB(A) shows that the highest lev- els of noise at the frequencies 500, 1,000 and 2,000 Hz, over 60 dB{A) and at the lower frequencies are INDIAN J. ENVIRONMENTAL PROTECTION, VOL. 40, NO. 12, DECEMBER 2020 Zone [Purpose ofthe wan Fone Tiahest ve of extemal noe alowed IAD Equivalent nba Peak eves Baytime [Wake tine | ty a | Resmiar ehabinaton 38 #0 3 0 i [Exchaivaly housing, chid-bewng end educotloral nd) 8B ra 3 70 heath neues able gre and rsteaton sens IV | Tredng, business, housing end housing next to watlie | 60 30 70 75 Conridrs, warehouse elaing heey wansnert Tbe 2. Levels of noise 04.08.2018 022810 mu me mae, iat aey tad dey at aay 120 Dat values oA 10 ba | bo bw fb bso wb bo 00 je6.7|73.2 [99.6 |e7.0 |75.8 |70.8 [ees |73.1 aaa _ 90) [Evening values dBiA) & 80) he [ts hoo ew fb hee ew fs bee 37 2 /67.0|77.4 [68.8 [67.6 [78.1 [70.0 [65.9 |74.7 [69.2 ight vats a8) sof 0 CC CO 1 SOME 16 31.5 63 128 250 500005 200040008000'6000 AL. es|704 [ses [ose [707 [07 [eee [o0.7 [oo Frequency (Hz) Figure 2. Frequency noise analysis for L,.~67.9 dB(A) 2 Leg day (4B(A)) 2 Leg night (4B(A)) n 48 2012 2014-2015 Year Figure 3. Average levels of noise per years 2016 2017 above 50 dB(A) (Figure 2, Table 3). Noise level, noise spectrum and variation in noise level with time are three elements of traffic noise. Noise is composed of, various frequencies within a noise spectrum that de- fines the character of the noise. Different characteris- tics of noise environments vary with duration and time of day. This roundabout constantly emits a high level of noise for longer periods, especially because of the ‘major road (M16, north-south} Banja Luka - Jajce (west, transit) 1267 © 2020 - Kalpana CorporationTable 3. ,, values of noise levels depending on the frequency We ae ie 125 [250__ [500 i000 [2000 -]a00o | 8000 __] 16000 81) soe [sa7 [seo [60.7 jos [oe [sez [soe Table 4, Levels of noise per year (28) dey [tna [Number of vehicles 2012 [o29 49.2 [69.713 zou fesor [ess |es.270 2015 [65.67 50.17 [63.681 2016 [69.9 e718 [67,989 2017 [72.2 4.08 [71,255 Equivalent levels of noise in the study area have been constantly growing between 2012 and 2017. The first, measurements in the study area were made in 2012 [26]. After the first studious research in 2014, con- trol measurements were continued for the next three years (Figure 3, Table 4). Noise levels of L,, for day- time, L,, for night time and the number of registered vehicles in Banja Luka in the period between 2012 and 2017 are shown in table 4. Results of the correlation analysis for the level of significance p < 0.05 and p < 0.01 based on the data in table 4 are shown in table 5. By using Pearson correlation coefficient, a strong posi tive correlation (r=0.986) was found between the L,, for day and the number of vehicles. The value of 7, the coefficient of determination, is 0.972. Between the L,, for night and the number of vehicles, there is also a strong positive correlation (r=0.789). The value of r?, the coefficient of determination, is 0.623. The correla tion was also confirmed by the Spearman's rank cor- relation coefficient and Kendall rank correlation coefti- cient. According to the regular standards, the associa- tion would be considered statistically significant. National legislation does not define L, for evening pe- riod. Noise level in the evening is from 65.9-67.6 dB(A), L from 74.7-78.14B(A) and L,, from 68.8-70.0 d8(A) [28]. L,, for night is above the allowable values and ranges from 62.5-63.9 dB(A), which is in relation to the allowed equivalent levels 40 dB(A) (for the zone I), more than 22.5-23.9 dB(A) and 45 dB(A) than 17.5- 19.94BIA) (for the zone Ill) and 50 dB(A), than 2.5- 3.9 dB(A) (for the zone IV). The measured values are higher than those obtained in the previous survey at the same site when the value of the equivalent noise level was 49.2 dB(A) [26]. The measured values are lower compared to the values in the main city street, Bulevar Kralja Petra | Karadordevica, when the value of the equivalent noise level was 67.0-67.4 dB(A) [27]. Peak level L, in all three night measurements ranges from 68.7-70.7 dB(A) and allowed for the zone lis 60 dB(A), zone Ill is 70 d8(A) and for the zone IV is 75 dB(A). The measured values in relation to the allowed are 8.7-10.7 dB(A) higher {for the zone |) and for two measurements are 0.4-0.7 db(A) higher (for the zone IID. For zone IV, the measured values of the peak level L, meet the allowed levels. Peak level L,, in all three night measurements ranges from 64.4-67.6 dB(A) and 55 dB(A), is allowed for the zone |, 65 dB(A) for the zone Ill and 70 dB(A) for the zone IV. The measured values in relation to the allowed are 9.4-12.6 dB(A) higher (for the zone |) and in two measurements are 0.4.0.6 dBIA) higher (for the zone Ill). For the zone IV, the measured values of the peak level L,,meet the allowed levels. ‘The main source of noise in this area is the noise from motor vehicles, Counting period was 15 min, during which time at the measured equivalent noise at round- about upto 363 vehicles pass during the day (about 24 vehicles/min). During the evening, the number of ve- hicles decreases from 224-275 {about 17 vehicles/min} and during the night 96-123 vehicles {about 7 vehicles! min) based on the above. It can be concluded that the Table 6. Correlation between L,, day, L,, night and number of vehicle Pearson Spearman Kendall Laday Leight 0.847" 0.038 200" | 0.042 | 0.800" | 0.042 Laday Number of vehicles 0.986" (0.001 o.so0r | 0.042 | 0.600" | 0.042 La Aight - Number of vehicies 0.789 0.056 0.800 0.087 | 0.600 fo.ri7 *pe0.08, **-p<0.01, one-talled Note : All tests one-tailed, for positive correlation 1268 INDIAN J. ENVIRONMENTAL PROTECTION, VOL. 40, NO. 12, DECEMBER 2020 © 2020 - Kalpana CorporationTable 6. Number of vehicles at roundabout 1st day 2nd day 3rd day Day [evening [Nght [Day [evening [Night [Day [Evening _[ Night Vehicle number aes 22a [vre_faar [aaa [a2a—[sae [27s [oe Passenger vohicies 1%) [90.08 [e704 [94.02 [0.20 orse oreo esas |ere7 |eo.66 Bus 1%) 221 [090 190 [iis [iso [rst [rss [oss van (9%) 306 [402 [ase [ase [aes [223 [es2 [201 [1.60 Motorcyle (3 ves [512 x90 fose [ora [os2 [rss loos rack> 5 19 221 [402 |izo_ [2ae [aoe ars [sez |se6 [5.66 Table 7. Average values of equivalent noise and peak levels L, and Lg Measure. [Average noise [Allowed noe valves (aBIAi) Highor thon allowed noiee values (aB(AN mant type _|valuas (481i) [Zone 1 [zene i [Zona Day period Leg ses [a5 55 60 21.8" ne [ee ut 74.0 60 70 75 146.0" a0 wo eas 5 co 70 1a ao Evening period Leg e58 5 ut 76.7 i Lo 69.2 Night pariod Leal 63.3 [a0 5 30 2a Tes" 13.3 ut 69.9 60 70 75 929 to 66.2 55 65 70 12 72 Alarming raise values average of 22,464 vehicles passes in this street within 24 hr. Passenger vehicles prevail at this city location all day (day, evening, night), from 90.20% (day) to 91.67% (evening) and 94.92% (night). Frequency of, the vans is 6.32% (day), 4.02% (evening) and 3.38% (night). Frequency of the motorcycles is 1.90% (day), 3.12% (evening) and 0.95% (night) (Table 6). What is. characteristic for the subject location is that in situ noise level measures that the traffic was reduced for about one-third in the evening and for about two-thirds at night. All measured values of equivalent noise dur- ing the day and during the night in all three measure. ments at the measuring point and partly the values of, the peak levels L, and L,,highly exceed the allowable values for the zones | and Ill (Table 7) The average equivalent daily noise level (9 a.m. - 3 p.m.) at the roundabout shown in figure 4a was 66.9 BIA) (allowable noise level 45 dB(A) (zone I), 55 dB(A) (zone Ill) and 60 dB(A) (zone IV) and night (after 10 a.m.) level was 63.3 dBA) {allowable noise level 40, dB(A) - zone |, 45 dB(A) - zone Ill and 50 dB(A) - zone INDIAN J. ENVIRONMENTAL PROTECTION, VOL. 40, NO. 12, DECEMBER 2020 IV). In daily period, an average measured value of equivalent level for the zones | and Ills 21.9 and 12.5 dB(A) higher than the allowable values and exceeds the value of the noise level, which was identified as alarm- ing [25]. Values of the peak levels L, and L,,are in the category of alarming values for the contents belonging to the zone |. In the night period, average measured values of equivalent level for the zones |, Ill and IV are 23.3, 18.3 and 13.3 dB(A) higher than the allowable values that exceed the value of the noise level, which was identified as alarming [25]. Values of the peak lev- els L,, are in the category of alarming values for the contents belonging to the zone |. In day period, average values of peak levels L, and L,, for the zone | are 14.0 and 14.9 dB(A) higher and 9.9-11.2 dB(A) higher for night period. By considering all the aforesaid noise levels, meteoro- logical parameters (temperature, wind speed, humid: ity) and other factors, a noise map was generated for day, evening and night periods. Different colour codes indicate different L, noise levels in dB(A) in all three 1269 © 2020 - Kalpana CorporationNight Figure 4. Noise map during day, evening and night noise maps. Noise levels ranging from 35-40 dB(A) and 40-45 dBIA) are indicated by different shades of green, 45-50 dB(A) are indicated by the shades of yellow, 60-65 dBIA) are indicated by the shades of red, whereas the noise levels ranging from 75-80 dB(A) and >80 dBIA) are indicated by different shades of blue (Figure 4). The noise map clearly indicates all emission noise levels. The results have shown that the equiva- lent noise level exceeded noise level limits for all noise indicators (L,,,) because of the intense traffic flow on the major road (M16, north-south) Banja Luka- Jajco (west transit). The highest noise levels were found at, the roundabout in the evening and daytime. Due to the expansion of the city and the increased needs for trans- portation, urban road traffic is becoming more inten- ive. The trend of increasing the number of road ve- hicles is evident, which further leads to noise pollu- tion. This is additionally contributed by the dominance of diesel engines (68% of vehicles in the entire coun- 1270 Evening ‘Areas of polygon classes Noise level of immision levels 35.0 dB(A) @ -- 40.0 dB(A) @ -- 45.0 dB(A) @ <- 50.0 dB(A) @ -- 55.0 dB(A) a 60.0 aB(A) a 65.0 dB(A) @ -- 70.0 4B) @ -- 75.0 dB(A) a 80.0 dB(A) a - 80.0 dB(A) try). An especially important factor of traffic noise is, ‘the age of road vehicles. In this low-standard country, 65,6% of vehicles are older than 10 years and inad- equately maintained as well [29]. In addition to the above, the frequency of traffic at the subject round- about is significantly increased after the construction of the GradiSka - Banja Luka Highway (2011), which further intensified a transit road traffic towards the capital city of Sarajevo. All of these are significant, spatial and economic factors that certainly have to be. considered when analysing the results obtained by Roise measurement at the subject location. 4. CONCLUSION ‘The aim of the research was to establish whether the design of a small roundabout has an influence on traf= fic noise emissions and to test whether a roundabout is the most suitable intersection type for noise reduc- tion in urban areas. Roundabouts as a traffic flow mea- INDIAN J. ENVIRONMENTAL PROTECTION, VOL. 40, NO. 12, DECEMBER 2020 © 2020 - Kalpana Corporationsures lead to an improvement of traffic flow and safety and to a decrease of noise annoyance. That is why a roundabout is a very popular tool for carrying smooth road traffic flow. In this study, itis shown that a round- about, under certain conditions, may produce a traffic noise increase. Due to this fact, it can be con- cluded that the noise level valuas in this area are alarm- ing and this is the noise that by 10 dB(A) exceeds the value of the corresponding zones. According to the obtained measurements and experimental results, it, ccan be found that the emanated noise level at the round- about is exceeded. The results indicate that the small roundabout designed so has not contributed to reduc- ing the noise level. The high levels of noise values can bbe explained by a better traffic flow in the roundabout, which is leading to a higher exit speed and hence a higher noise level despite lower acceleration. As well, those results can be explained by a different age of, the roundabout and street pavements. Having regard to the health effects of urban traffic, noise (psychological and physiological harm), itis rec- ‘ommended to search for solutions to reduce the amount required by WHO Diractive and national legislation. The. control and reduction of exposure to noise is an impor- tant public health measure of fundamental importance in the framework of sustainable urban development. This is a really important issue for a more comprehen- sive approach when planning, designing, constructing and maintaining roads since very often itis not easy to predict the noise impact of the specific urban area. So, with noise mitigation policies, it is necessary to rethink urban design, architecture and designing of road in order to improve the management of urban traffic, noise for human health, ‘The planning and design process must deliver road traf- fic that is suitable for its intended use with an accept- able environmental and health impact. The outcome of this research is a framework to predict the noise level at a roundabout that can be a powerful tool in the pro: cess of traffic management. During the urban traffic planning and design processes, itis necessary to in- crease the distance between the source and receiver. As one of the main contributors to the traffic noise is, tyre/road noise, in the existing situation, reducing emis sions can be achieved by pavement rehabilitation us- ing the asphalt mixtures with the material and struc- tural performance of the new generation - quieter sur- faces technologies with texture modification. Differ- ent noise barriers can affect the acoustical perfor- mance. According to the material and surface treat- ‘ment of a noise barrier, a portion of the original noise energy can be absorbed, reflected or scattered back towards the source. Among the noise barriers, it should be proferred a plant material as economically, aestheti- cally and psychologically more suitable than the con- crete, stone, wood, metal and plastic noise barriers. The plants also contribute to the reduction of urban heat islands and air pollutants, especially of dust domes. 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