TRANSPORTATION

RESEARCH BOARD

COMMITTEE A1F04

"TRANSPORTATION-RELATED

NOISE AND VIBRATION"

NEWSLETTER

DECEMBER 2001

From the Chairman:

Welcome to the A1F04 December newsletter for 2001. This has been our traditional mechanism for transmitting information to committee members regarding the Annual TRB meeting in January. As of the time of this printing, the newsletter (as well as many other new and exciting things) are also available on the A1F04 web site at http://www.tiac.net/users/a1f04/. I strongly suggest members use this valuable resource, and I encourage all to forward ideas to me on how to enhance the site.

TRB's upcoming annual meeting will be held in Washington, D.C. between January 13th and 17th, 2002. At the meeting I will be officially handing the chairmanship over to my esteemed colleague and friend Ken Polcak from Maryland State Highway. Please come and join me in supporting Ken in his new role. Best wishes Ken!!!

Enclosed with this newsletter are agendas for all A1F04-related sessions at the upcoming January meeting. A convenient single page schedule/summary sheet is also included. As has been the case in the past, all A1F04-related sessions will be held at the Washington Hilton. The A1F04 sessions are structured such that the Aircraft and Guided Transit subcommittee meetings will take place the morning of Wednesday, January 16th, the two formal paper sessions will take place during the afternoon of the 16th, the Harter Rupert Awards dinner will take place the evening of the 16th, and to keep everyone from leaving early (hopefully), the highway noise subcommittee meeting and main committee meeting will take place during the morning of the 17th.

With regard to the committee dinner, come join us in honoring this year's recipients of the Harter Rupert Award for the best paper on transportation-related noise: Darlene D. Reiter and William Bowlby. Their paper is entitled Using the FHWA Traffic Noise Model (TNM) to Assess Noise Reflections from Elevated Bridge Structures. It received an overall score from reviewers of 91 out of a possible 95. Congratulations Darlene and Bill!!! The dinner will take place at the Thai Chef Restaurant on Wednesday Evening, January 16th, beginning at 6:30 p.m. See the enclosed dinner reservation form for more details. Note that this is a new venue! The Thai Chef has a private function room upstairs and it is within walking distance of the Washington Hilton in Dupont Circle at 1712 Connecticut Avenue, NW. I want to specially thank Cynthia Lee for organizing the awards dinner this year. Reservations and payments must be submitted to Cyndy by December 28th and January 4th, respectively.

In keeping with the committee's goal of successfully nominating at least one member each year for emeritus status, during the main committee session on Thursday, TRB officials will be immortalizing long-time A1F04 committee secretary Win Lindeman. We are all aware of Win's many accomplishments so I won't go into them here. However, I have attached a copy of the letter that was drafted on behalf of the committee by Roger Wayson, Cyndy Lee, Mariano Berrios, and myself. This letter along with the committee's unanimous vote (in favor) led to Win being awarded TRB emeritus status. Win joins Rudy Hendriks (2001) Grant Anderson (2000) and Eric Stusnick (1999) as the committee's only members with emeritus status. Be sure to come to the committee meeting for the presentation. Also, anyone wishing to nominate other individuals for emeritus status should contact Ken Polcak and/or myself. As a committee, we have established a goal of nominating at least one member each year.

For those individuals interested in TRB activities in subject areas other than noise, the full preliminary Annual Meeting Program is available online, along with registration information at http://www.national-academies.org/trb/meeting.

The formal announcement has been distributed for TRB's Environmental Research Needs Conference. It will take place from March 20-23, 2002 at the Holiday Inn Georgetown and the National Academy of Sciences Green Building. As you are aware, the conference is by invitation only and historically very few committee members have been able to attend the meeting. Consequently, it is critical that we as a committee have our statements in fairly good shape prior to the conference so attendees can best represent the committee as a whole. I have attached the needs statements as they currently stand. In general, they are in pretty good shape. I would encourage committee members to review them and be prepared to discuss them in each of the subcommittee and main committee sessions in January. If I don't receive any comments or updated statements, what you see is what Ken and myself will go into the conference in March with. This is your last chance for input on this very important topic. Thanks!!!

The last thing I want to mention is related to the upcoming summer meeting scheduled for July 2002 in Austin, TX. Ms. Jean Beeman (mailto: Jbeema0@dot.state.tx.us) and Mr. Mike Shearer (mailto: Mshearer@dot.state.tx.us) of Texas DOT will be hosting the meeting. Currently, Ms. Beeman and Mr. Shearer are working to identify area consultants that would be willing to assist with conference preparation and planning. They are also working with area hotels to identify a specific week. I hope to have more specific details in January. As always, I would like to encourage folks to apply for the summer meeting scholarship. We anticipate being able to award 2 to 3 scholarships for the 2002 summer meeting. Anyone interested in the scholarship program should contact Cyndy Lee at 617.494.6340 or lee@volpe.dot.gov.

Hope to see all of you in January!!!

Committee A1F04-Related Sessions for

2002 Annual Meeting of the Transportation Research Board

(All Meeting Rooms Located at the Washington Hilton Hotel)

Session	Wednesday

January 16, 2002	Thursday

January 17, 2002

FIRST

MORNING

SESSIONS

8:00 a.m. to 9:45 a.m.

Aircraft Noise	Subcommittee A1F04(1)

Neil Philips

Metropolitan Washington Airports

Authority, chair

Bancroft Room

8:00 a.m. to 9:45 a.m.

Highway Noise	Subcommittee A1F04 (3)

Kenneth D. Polcak, Maryland State Highway Administration,
chair

Hemisphere Room

SECOND

MORNING

SESSIONS

10:15 a.m. to Noon

Guided Transit Noise Subcommittee A1F04 (2)

James T. Nelson,

Wilson, Ihrig & Associates, chair

Bancroft Room	10:00 a.m. to Noon

A1F04 Committee

Gregg G. Fleming and Kenneth D. Polcak,

Volpe Center Acoustics Facility and Maryland State Highway

Administration, co-chairs

Hemisphere Room

AFTERNOON

SESSIONS	1:30 p.m. to 3:15 p.m.

Highway Noise Modeling

Judith L. Rochat

Volpe Center Acoustics Facility,	presiding

Lincoln West

--------------------

3:30 p.m. to 5:15 p.m.

Transportation-Related Noise Issues

John Jaeckal

HNTB Corporation

presiding

Lincoln West

EVENING

SESSIONS

6:30 p.m. (cash bar)

7:30 p.m. (dinner)

Awards Dinner

The Thai Chef

TRB Annual Meeting

Aircraft Noise Subcommittee A1F04(1)

Chair: Neal Philips

Washington Metropolitan Airport Authority

Wednesday, January 16, 2002 (8:00 a.m. to 9:45 a.m.)

Bancroft Room

Washington Hilton Hotel

PRELIMINARY AGENDA

I.	Call to Order

II.	Welcome and Introductions of Members and Guests

III.	Reports

A.	Remaining TRB Week Activities

B.	Summer Meeting 2001 - New Orleans, LA

C.	Others

IV.	Announcements

A.	A1F04 Awards Dinner

B.	A1F04 Summer Meeting 2002 - Austin, TX (July)

C.	Internoise 2002 - Dearborn, MI (August 19-21)

V.	Research Needs - Rank Ordering

VI.	Presentation

School Classroom Noise Measurement and Sound Proofing Eligibility by Alex C. Chen, The Louis Berger Group, Inc. (See Attached Abstract)

VII.	Open Discussion on Topics of Mutual Interest

VIII.	Adjournment

INSERT ABSTRACT

TRB Annual Meeting

Guided Transit Noise Subcommittee A1F04(2)

Chair: James T. Nelson

Wilson Ihrig and Associates

Wednesday, January 16, 2002 (10:15 a.m. to Noon)

Bancroft Room

Washington Hilton Hotel

PRELIMINARY AGENDA

I.	Call to Order

II.	Welcome and Introductions of Members and Guests

III.	Reports

A.	Remaining TRB Week Activities

B.	Summer Meeting 2001 - New Orleans, LA

C.	Others

IV.	Announcements

A.	A1F04 Awards Dinner

B.	A1F04 Summer Meeting 2002 - Austin, TX (July)

C.	Internoise 2002 - Dearborn, MI (August 19-21)

V.	Research Needs - Rank Ordering

VI.	Presentation

VII.	Open Discussion on Topics of Mutual Interest

VIII.	Adjournment

TRB Annual Meeting

Highway Noise Subcommittee A1F04(3)

Chair: Kenneth D. Polcak

Maryland State Highway Administration

Thursday, January 17, 2002 (8:00 a.m. to 9:45 a.m.)

Hemisphere Room

Washington Hilton Hotel

PRELIMINARY AGENDA

I.	Call to Order

II.	Welcome and Introductions of Members and Guests

III.	Reports

A.	Remaining TRB Week Activities

B.	Summer Meeting 2001 - New Orleans, LA

C.	Others

IV.	Announcements

A.	A1F04 Awards Dinner

B.	A1F04 Summer Meeting 2002 - Austin, TX (July)

C.	Internoise 2002 - Dearborn, MI (August 19-21)

V.	Research Needs - Rank Ordering

VI.	Presentations

Measurement of sound absorption in situ including barriers, roadways, and even anechoic rooms by Rich Peppin, Scantek, Inc., Roger Wayson, University of Central Florida and Svein Arne Nordby

Highway noise activities in Arizona by Angela Newton, Arizona DOT

VII.	Open Discussion on Topics of Mutual Interest

VIII.	Adjournment

TRB Annual Meeting

Committee A1F04

Chair: Gregg G. Fleming & Kenneth D. Polcak

Volpe Center Acoustics Facility & Maryland State Highway Administration

Thursday, January 17, 2002 (10:00 a.m. to Noon)

Hemisphere Room

Washington Hilton Hotel

PRELIMINARY AGENDA

I.	Call to Order

II.	Welcome and Introductions of Members and Guests

III.	Statements by Jon Williams, TRB Staff Liaison; and

Tom Weck, Section Chairman

A.	Presentation of Emeritus Status to Win Lindeman

III.	Reports

A.	Aircraft Noise Update - Neil Philips

B.	Guided Transit Noise Update - Jim Nelson

C.	Highway Noise Update - Ken Polcak

D.	Summer Meeting 2001 - New Orleans, LA

E.	Others

IV.	Announcements

A.	A1F04 Awards Dinner

B.	A1F04 Summer Meeting 2002 - Austin, TX (July)

C.	Internoise 2002 - Dearborn, MI (August 19-21)

V.	Research Needs - Rank Ordering

VI.	Presentation

An Implementation and Simplified Method to Compute Ground Effects by John MacDonald, University of Central Florida

VII.	Open Discussion on Topics of Mutual Interest

VIII.	Adjournment

TRB Annual Meeting

Highway Noise Modeling

Judith L. Rochat

Volpe Center Acoustics Facility, presiding

Wednesday, January 16, 2002 (1:30 p.m. to 3:15 p.m.)

Lincoln West

Washington Hilton Hotel

PRELIMINARY AGENDA

Using the FHWA Traffic Noise Model (TNM to Assess Noise Reflections Off Of the Underside of Elevated Bridge Structures (02-4125) by Darlene D. Reiter and William Bowlby, Bowlby and Associates, Inc.

A Comparison of Measured and Modeled Sound Levels in The Vicinity of Traffic Noise Barriers: Part A, Measurement (02-3409) by Roger L. Wayson, University of Central Florida, John M. MacDonald, University of Central Florida, Wayne Arner, University of Central Florida, Winfield M. Lindeman, Florida DOT, Mariano Berrios, Florida DOT

A Comparison of Measured and Modeled Sound Levels in The Vicinity of Traffic Noise Barriers: Part B, Modeling (02-3799) by Roger L. Wayson, University of Central Florida, John M. MacDonald, University of Central Florida, Wayne Arner, University of Central Florida, Winfield M. Lindeman, Florida DOT, Mariano Berrios, Florida DOT

Application of The Boundary Element Method to the Prediction of Highway Noise Barrier Performance (02-4081) by Sanghoon Suh, Luc Mongeau, J. Stuart Boton, Purdue University

TRB Annual Meeting

Transportation-Related Noise Issues

John Jaeckal

HNTB Corporation, presiding

Wednesday, January 16, 2002 (3:30 p.m. to 5:15 p.m.)

Lincoln West

Washington Hilton Hotel

PRELIMINARY AGENDA

A Comparison of Transverse Tined And Longitudinal Diamond Ground Pavement Texturing for Newly Constructed Concrete Pavement (02-4090) by Paul Burge, Acentech, Keith Travis, Parsons Transportation Group, Zoltan Rado, Pennsylvania State University

Analysis of Diffracted Multiple Reflected Ray Paths for Noise Barrier Access Areas (02-3795) by Shailaja Tamvada and Lloyd Herman, Ohio University

Defining Reasonable and Feasible Traffic Noise Abatement: Consideration of a Quantitative Approach (02-2852) by Win Lindeman, Florida Department of Transportation

Measurement, Modeling and Mitigation of Arterial Traffic Noise in a Medium-Size Urban Area (02-2048) by Bapatla P. Chandrasekher, Regional Engineering College, Warangal, Parviz A. Koushki, Kuwait University, Mohammed A. Ali, Kuwait University, CSRK Prasad, Regional Engineering College, Warangal

TRB January 2002 Annual Meeting

A1F04 Committee Awards Dinner

WHAT:	Committee Dinner

Harter Rupert Award for the Best Paper on Transportation Noise

(Darlene Reiter and William Bowlby will receive the Best Paper Award this year)

WHEN:	January 16, 2001, Wednesday Evening

Social Hour at 6:30 p.m. - Dinner at 7:30 p.m.

WHERE:	Thai Chef Restaurant (NEW PLACE !!!)

1712 Connecticut Avenue, NW

(No more crowded rides on the metro - Thai Chef is just a 5-minute walk south of the

Washington Hilton on Connecticut Avenue)

WHO:	Committee Members and Friends

COST:	$23.00 for Buffet Feast - Tax & Tip included

(Spring Rolls, Thai Salad with Peanut Dressing, Basil Chicken, Drunken Beef,

Sweet Lemongrass Mussels, Veggie Pad Thai, and Mango Sorbet)

We need to have a firm count of attendees by FRIDAY, DECEMBER 28th to finalize reservations with the restaurant.

Payments made by check must be received by JANUARY 4th !!! All payments received AFTER JANUARY 4th must be in CASH. Note: Last minute payment is OK, but last minute reservations are NOT.

Please call Andrea Goldstein (617-494-2019) if you have any questions. To make a reservation, e-mail to: GoldsteinA@volpe.dot.gov, or detach and mail in the form below by DECEMBER 28th.

Name _______________________________________ No. Attending ____________________

Address ______________________________________________________________________

City ______________________________, State ________________________, Zip _________

Phone Number __(____)_______________________

Enclosed $________________________(make checks payable to: Cynthia Lee)

Checks payable to CYNTHIA LEE must be received by JANUARY 4th

Send to:	Andrea Goldstein

Volpe Center

55 Broadway, DTS-34

Cambridge, MA 02142

May 18, 2000

Thomas L. Weck

TRB Section F Chairperson

President, Louis Berger & Associates, Inc.

100 Halsted Street

East Orange, New Jersey 07019

Dear Mr. Weck,

It is a pleasure for the Committee A1F04, Transportation-Related Noise and Vibration, of the Transportation Research Board (TRB), to nominate Mr. Win Lindeman for Emeritus Membership. Mr. Lindeman has been an active participant for more than two decades in TRB noise committee activities. During this period his dedicated, organized, conscientious approach has not only resulted in numerous technical contributions to the Committee but also to the organizational betterment of the Committee.

Over the last 23 years, Mr. Lindeman has been a regular participant at the TRB annual meetings, as well as the summer meetings of A1F04. Following are example presentations, papers and other activities he has participated in or provided under the aegis of TRB:

1978 Conference on Highway Traffic Noise Mitigation (December 11-15, 1978) - Los Angeles, CA: "The Birth of a Barrier - A Case Study: I-275 in St. Petersburg, Florida"

1985 Annual Meeting (January 14, 1985) - Washington, D.C. : "Noise as a Factor in Eminent Domain Proceedings"

1985 Summer Meeting (July 1-2, 1985) - St. Petersburg, FL: "Noise as a Factor in Eminent Domain Proceedings"

1985 Summer Meeting (July 1-2, 1985) - St. Petersburg, FL: Hosted the Meeting

1992 Summer Meeting (July 12-15, 1992) - Colorado Springs, CO: "Noise Barrier Construction in a High Water Table Environment: An Alternative Method"

1994 Annual Meeting (January 9-13, 1994) - Washington, D.C.: "Development of Reference Energy Mean Emission Levels for Highway Traffic Noise in Florida" (15th Annual Harter Rupert Best Paper Award)

1996 Summer Meeting (July 21-24, 1996) - Lisle, IL: "Pensacola Weigh-in-Motion Site Noise Study: A Case History"

1997 Summer Meeting (July 20-23, 1997) - Toronto, Canada: "Determination of Reasonable and Feasible for Special Land Uses"

1998 Annual Meeting (January 11-15, 1998) - Washington, D.C.: "Method To Determine Reasonableness and Feasibility of Noise Abatement at Special Use Locations" (19th Annual Harter Rupert Best Paper Award)

1998 Summer Meeting (July 12-15, 1998) - St. Petersburg, FL: Hosted the Meeting

As the Statewide Noise Program Administrator in the Environmental Management Office at Florida Department of Transportation (FLDOT), Mr. Lindeman, has provided dedicated service to FLDOT for almost 30 years. Mr. Lindeman is credited with the prominence of the FLDOT noise program, which is considered one of the most proactive programs in the nation.

In addition, Mr. Lindeman was an original member of the technical team responsible for the development of FHWA's Traffic Noise Model (TNM).

As Secretary of A1F04 for the past 14 years, Mr. Lindeman has been an invaluable contributor to the Committee. He is regarded by his peers as visionary in the field of transportation-related acoustics. He has eagerly shared his creativity, innovation and scientific rigor with the TRB Noise community. On behalf of committee A1FO4, it is my true pleasure and privilege to nominate Mr. Win Lindeman for the TRB Emeritus Membership.

If you any questions regarding this nomination, please contact me at the telephone number listed below.

Sincerely Yours,

Gregg G. Fleming, Chairman

TRB Committee A1F04

(617) 494-2372

cc:	J. Williams; TRB

W. Lindeman; FLDOT

K. Polcak; MDSHA

N. Philips, MWAA

J. Nelson; Wilson Ihrig & Associates

A1F04 RESEARCH NEEDS STATEMENTS (DRAFT)

I.	HIGHWAY NOISE

The following presents a compilation of proposed research needs statements related to the subject of highway noise. This compilation includes 1) needs already identified in the last TRB Conference on Environmental Research Needs in Transportation held in November, 1996, but not yet addressed, and 2) newly proposed needs statements.

******************Carry-over Items from 1996 Conference Report******************

1.	Atmospheric Effects on Highway Traffic Noise Propagation

Problem Statement: With the imminent release of the Federal Highway Administration's Traffic Noise Model (FHWA TNM), atmospheric effects remain the largest source of error in highway noise modeling. The absence of atmospheric effects in the TNM degrade the accuracy of predictions directly (through refraction) and indirectly, since atmospherics are interrelated with ground effects, as well as noise barrier insertion loss.

Research Objective: The objective of this research is to develop appropriate algorithms that can be included in the TNM to allow for more accurate modeling of atmospheric effects on noise propagation.

2.	Benefits of Reduced Vehicle Noise (THIS IS TO BE INCORPORATED INTO NEEDS STATEMENT RE: TIRE NOISE)

Problem Statement: Traffic noise is bothersome to adjoining uses and is a point of resistance in expanding roadway capacity. Noise mitigation currently consists of noise barriers, with varying effectiveness and questionable aesthetic consequences.

Research Objective: Identify and measure the benefits of quieter vehicles. Technology exists that could be employed to produce significantly quieter vehicles. If a substantial portion of the fleet were made quieter, traffic congestion would become less bothersome, a broader range of adjacent uses would be appropriate, and noise barriers would not be needed. Information on these and other factors would be useful in the event of consideration of a new noise standard for vehicles.

3.	Defining Substantial Noise Impacts (THIS TOPIC HAS APPARENTLY BEEN ADDRESSED)

Problem Statement: In addressing noise impacts of proposed highway projects, substantial increases must be addressed. However, FHWA has no criteria to define substantial increases. The State Highway Agencies (SHAS) have varied values.

Research Objective: Assess how FHWA's Washington, Regional, and Division Offices define substantial increases in noise. Also, review the SHA criteria. Make the information available, perhaps to obtain a consensus on a range of dB increases to cause a consideration of abatement.

4.	Measurement of the Effect of Highway Noise Barriers on Air Pollutant Concentrations

Problem Statement: Air pollution and noise from highways are transported into the adjoining neighborhoods. Barriers have been and are being installed to reduce the noise levels. These barriers also have an effect on the transport of air pollution into the adjacent neighborhoods; however, the magnitude of the influence of these barriers has not, to our knowledge, been measured.

Research Objective: Measure air pollution concentrations (i.e., carbon monoxide) on both sides of selected noise barriers and, preferably, obtain concentration data for those areas before the noise barriers were installed. The CO concentration would be measured via bag sampling (i.e. later analysis by non-dispersive infrared spectroscopy) and battery-operated sampling pumps. The measured CO concentrations could be compared with existing air pollution dispersion models to determine what modifications would be required of these models to take into account the installation of the noise barriers. Also, it would be possible to incorporate the measurement of noise levels into this research project.

5.	Mitigation of Nighttime Construction Noise (CLARIFICATION OF SPECIFIC AREAS OF NEED IS REQUIRED; I.E. IDENTIFICATION OF SOURCES, MITIGATION, NOISE AND VIBRATION? IN ADDITION, REFERENCE WAS MADE TO AN NCHRP SYNTHESIS REPORT AS A POSSIBLE RESOURCE.)

Problem Statement: Many states perform construction work at night to reduce traffic congestion. Noise from these activities significantly affect nearby residents in urban areas.

Research Objective: Determine cost-effective, temporary methods to reduce noise from construction operation and equipment-especially "impact" type construction methods.

6.	Noise and Vibration Monitoring Prior to, During, and After Construction (A REVISED STATEMENT WILL BE SUBMITTED BY MR. WIN LINDEMAN ON THIS TOPIC – SEE END LIST.)

Problem Statement: Many times, noise and vibration are monitored and/or predicted during the E.I.S. process during construction. After construction, noise and vibration are not considered unless a complaint is registered.

Research Objective: Review and catalogue existing methodologies for quantifying and assigning values to wetland attributes. Make field investigations, apply the methodologies, make pre- and post-construction evaluations, and compare the methodologies.

7.	Physics of Noise Within the Urban Highway Center (abridged from 1996 report)

Problem Statement: The number and types of vehicles traveling our highways has created a corresponding increase of noise generated. Noise abatement techniques have been developed to reduce the impacts of noise generation within transportation corridors. The continuing increase of noise within the corridor has been considered too complex to model effectively in three-dimensional space. The transportation corridor is traditionally treated as two-dimensional rather than a three-dimensional space for noise abatement engineering. Research is needed to characterize the dynamics of highway corridor noise. This research would analyze the physics of urban highway noise as to its typical specific components and their frequency, intensity, pitch, and duration. Analytic characterizations of noise should consider highway corridor itself as three-dimensional space overlapping contiguous property. This would be a similar modeling approach to air pollution studies assessing pollution indices extending beyond the highway corridor.

Research Objective: The investigation of urban highway noise physics would include: 1) Empirical measurement and characterization of component noises generated within urban transportation corridors using selected corridors with a variety of typical noise abatement treatments in place. Measurements would be conducted both at ground level and above ground to establish the three-dimensional physics of the sound waves. 2) Identifying the elements of the noise generated which have greatest potential for abatement research, those which have the least opportunity for control beyond those regulations currently in force, and those which have the most enduring effect when reduced. 3) Creation of a "noise source model" for the type and duration of the noise components identified, treating them as sound waves spreading dynamically through space as a function of time. 4) Utilization of a spatial information modeling system to develop dynamic maps of component sound waves moving through space. Noise abatement procedures would be modeled as surfaces of varying degrees of "roughness" which the sound waves flow.

8.	Projected Traffic Volume and Attendance Noise Level Verification (THE CONSENSUS OF THE GROUP WAS TO DROP THIS STATEMENT.)

Problem Statement: State Highway Departments and Transportation Authorities are constructing increasing numbers of noise barriers to mitigate highway project impacts. The design is based, in part. on traffic volumes predicted to 20 years beyond construction. Are the predicted levels accurate and if so, are the corresponding noise levels accurate?

Research Objective: Conduct literature review of traffic prediction verifications for interstate highway projects. Conduct traffic volume and mix classifications on interstate highways which are in operation at least twenty (20) years and compare the results to volumes predicted in the design phase. If possible, this should be done where noise barriers have been constructed so the predicted traffic volumes and noise levels can be compared to actual counts and readings. The study's goal would be to determine if our prediction methods are reliable, or to identify what factors should be modified to improve prediction technology.

9.	Using Recycled Materials in Noise Wall Construction

Research Objective: Develop a guidance manual for municipalities and small business enterprises to promote the greater development and utilization of commonly available and recycled materials as noise barriers. The manual should include a description of materials suitable for use as barriers; discuss methods for forming materials into suitable shapes for use as barriers; and provide a guide on cost comparison to aid selection.

********************************New Items************************************

1.	Highway Traffic Noise Emissions from the Underside of Bridge Structures

Problem Statement: Receptors adjacent to bridge structures are often subjected to undesirable noise levels even after noise barriers are constructed on the structure. It is unclear whether such emissions are caused by vibration of the structure deck, and whether different structure designs (open beam, box girder, reinforced concrete slab, etc.) may be a factor. The problem is to determine the mechanisms and/or sources of the noise emissions, and if there are ways to mitigate the situation. A related side issue relates to the degree of influence that may exist due to the open median area between parallel bridges, and how this may influence overall levels as well.

Research Objective: Determine the source or sources of noise/vibration emissions from bridge structures, and quantify differences that may be associated with various bridge designs. Determine feasible mitigation measures, which may include a determination of the best design approaches to minimize structure noise.

Submitted by: Harvey Knauer, Environmental Acoustics

2.	Method for In-Situ Testing of Noise Barrier Sound Absorption Qualities

Problem Statement: During the construction of a noise barrier, the quality and physical characteristics of every component that arrives or is constructed on site, can and usually are verified by the owner. This verification can take the form of either visual examination, structural calculations, or lab testing. The only characteristic assumed to meet acceptance criteria without testing on a regular basis is sound absorption. This property is usually only verified by lab testing when the product is introduced to the agency for initial acceptance. Ideally, it would be preferable to be able to test sound absorption of a wall system for each installation. This can not be done currently in the absence of an efficient and effective method of in-situ acoustical testing, either at the manufacturing plant, as product is delivered, or after installation. An in-situ testing method would also assist in monitoring the performance of installed sound absorptive barriers as they age, and could serve as a tool to detect early deterioration of absorptive materials.

Research Objective: Develop an efficient and effective method for field testing noise barrier systems for sound absorption qualities.

Submitted by: Soren Pedersen, Ministry of Ontario & The Wall Journal

3.	Develop Standards for Tire/Noise Characteristics of Pavements

Problem Statement: There have been at least 6-9 dBA differences in pavements based on their characteristics. A draft ISO standard has been developed without any US testing. There is no standard tire for noise testing. Quiet pavements can be developed without affecting skid resistance.

Research Objective: Develop standards for testing and characterizing tire/noise properties of pavements.

Submitted by: Michael McNerney, University of Texas

4.	Tire/Road Noise

Problem Statement: Tire/road interaction noise is the primary source of noise at highway speeds for passenger cars and trucks and one of the primary causes of environmental noise in cities. European trials, which have concentrated primarily on pavement solutions, have found that a 10 dB reduction in noise generation is possible with some advanced porous highway and rubberized highway concepts. This eliminates or reduces the need for noise barriers and will reduce public resistance to future increases in highway density.

Research Objective: European technology is still in development to improve durability and further optimize the noise reduction effect. In parallel, US research effort is required to:

1. Adapt European technology to the US. European approaches do not directly translate to US construction techniques or durability and safety standards. Adaptation and testing of these approaches for US application is needed.

2. There is potential additional benefit in looking at the fundamentals of tire behavior and tire/road interaction to better understand noise generation to further optimize tire/road behavior to reduce noise. Better understanding of the noise generation mechanism is required.

Submitted by: Bob Bernhard, Purdue University Institute for Safe, Quiet, and Durable Highways

5.	Title: Highway Construction Noise and Vibration Impact Criteria and Mitigation Techniques

Problem Statement: Most state DOTs address construction noise and vibration impacts on a case by case basis as they arise, usually during the construction phase. It is desirable that early identification and mitigation for potential impacts be addressed in the Project

Development stage. However, specific criteria to identify potential impacts have not been developed on a national or international basis. Therefore, research needs to be conducted to address this void.

Research Objective: The objective of this research project would be to review existing highway construction noise and vibration impact criteria that are being used throughout the US and other countries and then propose a set of criteria that can be applied uniformly across the US, similar to the NAC developed by FHWA for traffic noise impact assessment.

Submitted by: Win Lindeman, Florida DOT

6.	Highway vehicle source noise distribution (i.e., expansion of Florida Atlantic Work)

Problem Statement: In the FHWA's Traffic Noise Model (TNM), the total sound energy emitted by a vehicle noise source is first apportioned between two sub-sources (a lower source representative of tire/pavement noise and an upper source representative of engine/exhaust noise) before being propagated out to receptors. These subsource-height relationships were developed using an extensive data base of frequency-dependent vehicle noise source heights measured by the Florida Atlantic University (FLAU) at 16 different sites in Florida. Due to an insufficient amount of data, however, individual subsource-height relationships were not computed for specific pavement types, over varying speeds, and other roadway conditions. Further measurements are necessary to determine if additional relationships should be incorporated into future versions of TNM.

Research Objective: Determine if there is a significant dependence of subsource-height relationships on vehicle speed, pavement types, graded versus level roadways, and under interrupted-flow conditions.

Submitted By: Cynthia Lee, U.S. DOT / Volpe Center

7.	TNM Performance Improvement with Irregular Terrain

Problem Statement: When using TNM to model highway sites with irregular terrain, the TNM-predicted sound levels are sometimes counter-intuitive and misleading. Highway sites may include terrain with undulations of varying size, with slopes to and from the roadway to the receiver, or with sharp discontinuities (in-cut or elevated road). For certain cases, TNM is over- or under-predicting the sound levels at such sites. It is important to explore the cause of such results. Investigations should include 1) running TNM to find as many cases as possible for which the predictions are counter-intuitive; 2) performing field measurements at highway sites that contain irregular terrain and comparing TNM-predicted sound levels to measured sound levels; 3) analyzing the TNM code for potential related coding errors or algorithm improvement. Executing such investigations would identify "problem" terrain geometries, the degree to which TNM is over- or under-predicting, and, ultimately, [!] the steps necessary to produce a more accurate and useful highway traffic noise model.

Research Objective: Explore the performance of TNM for cases with irregular terrain in order to ultimately produce a more accurate and useful highway traffic noise model.

Submitted by: Judith L. Rochat, U.S. DOT / Volpe Center

8.	Jake Brake Data Synthesis

Problem Statement: All highway traffic noise prediction models use a database of reference energy mean emission levels (REMELs) for various types of vehicles traveling on level roadways. Most of these models also include REMELS for heavy trucks traveling uphill, or at least use correction factors to the level roadway REMELs. Some of the models also have a database for accelerating and decelerating vehicles. Trucks traveling in the downhill direction, and those slowing down on level roadways, often used noisy Jake brakes. However, heavy trucks traveling in the downhill direction are treated in the noise prediction models as those on the level roadways at constant speeds, i.e. there is no correction to account for the noise increase due to Jake brakes. A synthesis of Jake brake data could be used to examine the current state of knowledge of Jake brake noise and, perhaps with further data collection to fill in the gaps, develop algorithms to deal with its contribution in predicting highway traffic noise.

Research Objective: Develop a synthesis of all available data on Jake brake noise and conditions under which Jake brakes are used.

Submitted by: Rudy Hendriks, Caltrans Retired Annuitant

II.	RAIL NOISE

1.	Transfer Mobility Test Methods

For example, we have found that you can get away with a relatively low coherence in transfer functions and still have good data as long as you have a large number of averages. That is, how low can the signal be in the noise floor and still be acceptable? In addition, we have been thinking about using shakers with a swept-sine signal or the use of MLS or other modern

signal processing techniques as alternative test methods (Submitted by Dave Coate, Acentech).

2.	Locomotive Warning Horn Noise Criteria Development

Problem Statement: Acentech and several other consulting/research groups have been working on major railroad merger projects over the last several years. In particular, Acentech worked on the Union Pacific/Southern Pacific Merger and conducted the follow-on noise mitigation studies in Wichita, Kansas and Reno, Nevada. Major concerns regarding locomotive warning horn noise were raised in these two cities. Recently we completed the Conrail Acquisition EIS-one of the largest noise EIS efforts to date-the study area was the eastern half of the U.S. More recently we worked on the Canadian National/Illinois Central and the BNSF/CN Merger. The specific noise issue at the heart of these studies is locomotive warning horn soundings at grade crossings where increases in train traffic (hence horn soundings) could cause a noise impact. The distance to the 65 dBA Ldn noise contour can extend as far as 500 to 1000 feet from the grade crossing and can encompass a large number of homes. The Surface Transportation Board (STB-the oversight agency for these mergers) currently uses a noise analysis threshold of 65 dBA Ldn and a 3 dBA Ldn increase. However, the STB environmental rules do not refer to this threshold as a threshold for significant noise impact. During the course of our studies, we were asked by the STB to research if these criteria could be used to determine significant impacts, or if another more suitable criteria should be used. The FAA uses a 1.5 dBA Ldn increase at 65 dBA Ldn as significance criteria. The 1.5 dBA Ldn increase is based on a 3 percent increase in people highly annoyed. We applied the same 3 percent increase to the rail "Schultz" curves at 65 dBA Ldn and found that the allowable increase would range from 2 to 4.2 dBA. That is, the dose-response data does support the premise that railroad noise is less annoying than aircraft noise, and also supports the 65/+3 dBA Ldn threshold currently used by STB.

Research Objective: We reviewed the does-response data upon which the Schultz curve and its variations are based and none included locomotive warning horn noise. We think that is a major gap in the supporting research for these merger projects. It could be, for example, that the "startle effect" of these horns would result in a 1 dBA allowable increase. Or perhaps the Ldn is the wrong metric to use. We believe that a comprehensive attitudinal survey/noise measurement program should be conducted to address these issues (Submitted by Dave Coate, Acentech).

3.	Vibration "Schultz" Curve Development

Problem Statement: Vibration propagation through the ground is physically very similar to the propagation of noise through the air. Vibration and noise are similar in other respects as well, however the criteria by which scientists judge the acceptability of noise and vibration are quite different. For example, environmental noise is typically judged on the basis of cumulative noise exposure via the Day Night Average Noise Level (DNL) metric. The DNL is essentially a 24-hour average with a 10-decibel nighttime penalty to account for people's increased sensitivity to noise at night. The well-known "Schultz" curve is a dose-response relationship between DNL and % Highly Annoyed. This curve forms the basis for the expected change in noise impact due to either increasing noise level or the frequency of occurrence of noise events. However, the vibration impacts of transportation projects are assessed solely on the basis of maximum vibration level, and do not explicitly take into account the frequency of occurrence of the events. Attitudinal surveys for vibration, similar to surveys used in the "Schultz" curve development, would be required to develop such a vibration curve.

Research Objective: Develop a dose-response curve for vibration to assess the change in annoyance due to a change in the frequency of occurrence of vibration events.

Submitted by: David E. Coate, Acentech Incorporated

4.	Data Synthesis for Vibration Insertion Loss Afforded Tie and Ballast Trackwork with Ballast Mats, Tie Boots, and Trenches

Problem Statement: Increased emphasis on a national scale is being placed on expansion and refurbishment of fixed-guideway transit systems, especially steel rail/steel wheel formats. This has exacerbated the need for accurate information regarding effective methods of reducing the potential adverse effects of transit-induced ground vibration. Many existing rail transit systems are in close proximity to dense residential and other vibration-sensitive development. New rail systems that are in the planning, development, and design stages are often located in urban environments very close to vibration-sensitive use. This juxtaposition of seemingly incompatible use is not "encroachment" in the traditional sense; it is actually desirable and necessary to place these systems adjacent to and within origin and destination uses such as residences, medical facilities and high-tech research and development and manufacturing areas. Thus, the ability to co-locate transit systems with origin and destination uses, without creating unacceptable adverse groundbourne vibration or noise, is increasingly important.

While the efficacy of the most sophisticated (and most expensive) vibration isolation systems such as floating-slab are well documented, there is a definite need for access to comprehensive information regarding performance and applicability of the more practicable alternatives of using ballast mats, tie boots, and trenching methods of vibration isolation. This will allow the system designers, environmental analysts, funding agencies, and the affected public a better understanding of the overall effects of the rail transit system and the cost/benefit aspects of providing a transit system that is compatible with vibration-sensitive uses.

Research Objective: Synthesize a comprehensive data base addressing initial and long-term technical effectiveness, initial and life-cycle costs, construction concerns and delay mechanisms, and applicability preferences of using ballast mats, tie boots, and/or trenching approaches to vibration isolation of rail transit systems. The synthesis could include a meta-analysis of existing research and where new research might provide cost-effective solutions to existing and anticipated problems.

Submitted by: Rob Greene, URS Corporation.

5.	PROGRAM FOR REDUCING THE NOISE FROM CORRUGATIONS IN TRANSIT RAILS

Problem Statement: The operation of steel-wheeled transit vehicles on steel rails may develop short-pitch corrugation of the rails. The interaction of the wheels rolling over the corrugated rails generates noise with a tonal component, which is usually harsh and uncomfortable for transit patrons and obtrusive to wayside receivers, and has been associated with "singing rail" condition. Several variables may contribute to the development of corrugation, including rail car suspension components, wheel composition and resonance characteristics, rail metallurgy, tie spacing (both average distance apart and variation), tie composition, tie or rail fixation, roadbed composition, and possibly other unknown elements. Rail corrugation eventually reaches the point where noise exceeds reasonable levels and the nearby community complains. Current practice is to remove rail corrugation by grinding the rail to restore the original profile. On some rail transit properties, a more sophisticated grinding program is followed, which uses multiple profiles to equalize the wear across the wheel tread, and special profiles for curves, which also reduce wheel wear. This program, where rails are ground every two to three years, reduces corrugation and controls rutting of the wheel tread. However, maintenance costs would be reduced if a design solution or preventive measures besides rail grinding could be found.

Research Objective: Determine the causative relationships of various design parameters or conditions that contribute to short-pitch rail corrugation. These include track support stiffness, lateral stiffness, damping properties, tie spacing, wheel resonances, rail and wheel metallurgy, tie characteristics, etc. Develop efficient and effective design approaches and methods for preventing corrugations from developing.

Submitted by: Jim Sowell, L.A. Transit Authority

III.	AIRCRAFT NOISE

1.	Research on Helicopter Noise Impacts to the Community

Problem Statement: Helicopter and tiltrotor aircraft present more complex noise characteristics than do fixed wing aircraft. This complexity directly impacts the manner in which their noise must be modeled. Part of the complexity is the highly directional nature of the generated noise. For instance the advancing side (side on which the rotor is moving forward) is usually louder than the retreating side (side on which the rotor is moving backwards). Also rotary wing noise is dependent on the flight condition, such as descent, and the resultant blade-vortex interaction (BVI). BVI produces louder levels forward of the aircraft than to it's sides or rear. Current aircraft noise models, such as the FAA's Integrated Noise Model (INM), the Military's NoiseMap, and the FAA's Helicopter Noise Model (HNM), do not include these important dependencies. NASA's Rotorcraft Noise Model (RNM) does include these characteristics if it is reflected in the source noise data that is inputted into the program. The RNM source data requirements are significantly more complicated than those for fixed winged aircraft.

Research Objective: Research is required to develop source data for rotary wing aircraft so that their unique noise characteristics can be appropriately modeled and their noise impacts can be properly accounted for in community noise impacts assessments

Submitted by: Micah Downing, Wyle Labs

2.	Aircraft Source Noise Reduction

Problem Statement: Although not conducting or directly funding any research, the Federal Interagency Committee on Aviation Noise (FICAN) fosters inter-agency research programs, which have resulted in more efficient use of federal funds. For research on aircraft noise reduction technologies, NASA is the lead federal agency in cooperation with FAA through its Advanced Subsonic Technology (AST) Program. Specific technologies being investigated include: integrated engine and nacelle development, fan noise reduction concepts, active noise control of engines, jet noise reduction, advanced absorptive engine liners, active noise control in engine ducts, airframe/high-lift operational procedures and aeroacoustic design methodology.

Research Objective: Based on this ongoing research effort, we recommend deleting this item from the A1F04 Statement of Research Needs.

Submitted By: Doug Barrett and Chris Menge, Harris Miller Miller & Hanson, Inc.

3.	Aircraft Noise Health Effects Study

Problem Statement: Over the past two decades, there has been an increasing amount of concern about the possible adverse effects of exposure to high levels of transportation noise on the health of exposed populations. Most of the concern has focused primarily on potential cardiovascular effects (e.g., hypertension, myocardial infarctions, and arrythmia) and immune system deficiencies. In addition, exposure to transportation noise and the existence of any of these medical problems may predispose individuals to a higher level of susceptibility to adverse physiological effects from other stressors, including exposure to occupational noise, other environmental noises, and non-noise stressors. All of these concerns have been well documented in the scientific literature, mainly from studies conducted in Europe, and in the proceedings of various international scientific conferences such as those sponsored by the International Congress on Biological Effects of Noise (ICBEN) and the International Congress on Acoustics (ICA). The recent World Health Organization Guidelines for Community Noise report (WHO, 2000) also reported serious concern about the possibility of adverse effects of community noise exposure and strongly recommended reductions in exposure to community noise, especially in or near large cities.

Research Objective: Although various definitions of human health exist, various transportation noise sources can be studied, a large number of possible adverse health effects which can be studied, and various research designs can be selected, the recommended approach for a study to be conducted in the U.S. is to plan and implement a prospective epidemiologic study (i.e., a longitudinal field study) of possible cardiovascular effects due to exposure to high levels of aircraft noise. It is recommended that two groups of people living around major metropolitan airports (the exposed groups) and two control populations (the non-exposed control groups) be selected for inclusion in this study. It will be very important to select the exposed and control groups so that there is a large difference in their aircraft noise exposure levels, but their total exposure to other noise sources should be fairly similar. Ideally, there should be at least a 20dB DNL difference in the total annual aircraft noise exposure between the exposed and control groups, and less than a 5dB DNL difference in exposure to other noise sources for these groups. Also, the subjects would need to be exposed to only the exposure levels which naturally occur in their environment, in order to adequately protect the exposed subjects. That is, only adventitious exposure can be used, with no purposeful additional exposures being added during the study. Finally, expert epidemiologists would need to agree on the set of potential confounding personal ethnographic variables which would need to be controlled through proper subject selection procedures. Examples of such variables include age, sex, health habits such as smoking, existing physical conditions such as obesity, etc.

The subjects in this study should be followed for approximately ten years, with annual physical examinations and health questionnaires. The data collected each year would be analyzed and interim reports published. At the end of the study, reports on the study conclusions would be published and the implications of the findings would be discussed in a series of national forums.

Submitted By: Lawrence Finegold, AFRL

IV.	OTHER PLACEHOLDERS

1.	Land Use Compatibility

Problem Statement: Land adjacent to highways should be developed so that noise-sensitive uses are prohibited or the development is planned, designed, and constructed in such a way that highway traffic noise impacts are minimized. However, State and local governments often lack the resources and/or tools necessary to foster successful noise compatible land use planning. Research is needed to develop tools which can be effectively applied to the local growth and development process to aid in controlling the problems of highway traffic noise. These tools should include promotional and educational materials (videos, brochures, pamphlets, etc.), as well as regulatory or program guidelines (examples of existing or model state laws and/or regulations, examples of existing or model local regulations or zoning ordinances, a sample implementation plan for incorporating noise compatible land use planning in a local growth and development process, etc.).

Research Objective: Develop efficient, effective tools to be used by state and local entities in noise compatible land use planning.

Submitted by: Lloyd Herman, Ohio University, Robert Armstrong, FHWA

2.	Definition of Laeq1hr Criteria for Off-peak Periods

Problem Statement: Current Federal Highway Administration (FHWA) and State noise criteria are currently related to either an equivalent noise level (Leq) or an L10 noise level for the noisiest hour of the day. This time period often occurs during the morning or afternoon peak traffic hour. On heavily congested highways (where peak hour traffic significantly restricts highway vehicle speeds), the noisiest hour often occurs during a period within several hours prior to or following the peak traffic hour.

While noise levels are typically lower during evening, nighttime, and early morning hours, citizen complaints and their concerns associated with annoyance are often focused on noise levels during these periods. These concerns are often directed at heavy vehicle-generated noise. While trucks volumes during these periods are generally lower than during peak traffic noise hours or daytime off-peak hours, the truck percentage is often higher. As such, individual and multiple truck operations (normal passbys, acceleration, deceleration, jake brakes, etc.) are more noticeable since they are more pronounced in relation to the general noise level (noise floor) during that period. In addition, the majority of residents are at home during these periods and are engaged in leisure activities or sleeping.

While the design of noise abatement devices typically focuses on the traffic noise levels during peak noise periods, noise barriers are often equally effective (in terms of insertion loss) during all hours of the day. However, as truck percentages vary during the off-peak hours of concern, the source height of the average vehicle traveling during these periods can vary from that during the peak noise hour, thus affecting barrier performance.

Research Objective: Evaluate the variation of noise-related annoyance for all periods of the day and develop appropriate modifications to current highway-related noise criteria. Evaluate these modifications in terms of effects on noise abatement design criteria and policies and test results using actual barrier design projects.

Submitted By: Harvey S. Knauer, P.E., Environmental Acoustics, Inc.

3.	Simple Construction Site Noise Prediction Procedure

Problem Statement: No longer can project proponents simply dismiss construction noise as a short-term necessary consequence. Today communities are more politically-organized and regulatory agencies are more sensitized regarding the need to successfully mitigate construction noise, or else face the very real threat that distressed community groups may bring construction progress to an expensive and embarrassing halt. To enhance the construction noise control state-of-the-art, it is suggested that an improved construction noise prediction model be developed. The model currently in general use today stems from old EPA methods promulgated in the 1970's which are based on noise emission source strength levels associated with generic types of equipment. Shortcomings in the current model include the fact that existing equipment noise databases are expressed only as maximum (Lmax) broadband A-weighted emission levels, which oversimplifies the importance of frequency (tonal) effects. Also, the temporal (time-varying) changes in noise as equipment cycles through work operations are currently only estimated from acoustic usage factors (U.F), or the percent of time that equipment is working at full power. Moreover, with better mufflers and engine housings, noise emissions associated with today's typical construction equipment have changed significantly over the course of the past 30 years. Thus the current method of modeling construction noise metrics of interest, such as Leq or L10 percentile levels, are gross estimates at best.

Fortunately modern noise measurement instrumentation, combined with the unique field data collection opportunities afforded by the CA/T Project, provide an opportunity to quickly develop a much-improved construction equipment noise database and prediction model algorithm on a spectral basis. The frequency-dependent effects of noise barriers, distance and ground losses, atmospheric absorption, and interaction with structures or buildings can be modeled much more accurately. There will no longer be a need to estimate acoustic usage factors because the time-varying noise effects of construction operations will be inherent in the sampled spectral databases. And, resulting construction noise predictions will still be able to be evaluated against established noise criteria limits which are typically expressed in broadband (A-weighted) levels. It is envisioned that such a model can be developed in spreadsheet format using commonly available programs such as Excel or Lotus123. Input geometries in the model could be graphical or tabular (as with TNM), and construction equipment of interest could be selected from database lookup menus.

Research Objective: Improve the construction noise control state-of-the-art by developing a new construction equipment noise spectral database and propagation prediction model.

Submitted By: Erich Thalheimer; Lead Noise Control Engineer, Central Artery/ Tunnel Project

4.	Audible Warning Criteria Synthesis (Including Locomotive Horns, Crossing Bells, and Mobile Equipment Backup Alarms)

Problem Statement: Audible warning systems including, locomotive horns, railroad crossing bells, mobile equipment backup alarms, and emergency vehicle sirens are necessary for safety but can be a source of considerable annoyance to bystanders and residents near locations of their regular application, particularly due to their intentionally distinctive, high-amplitude acoustical signatures. These signatures are unlike the transportation vehicle exposures that are the basis for the annoyance-response surveys that guide most judgments of environmental noise acceptability. For example, backup alarms often generate complaints merely by being audible. Regulation and mitigation of these devices can be rationally pursued only with an understanding of the annoyance evoking potential of the signature's amplitude, frequency content, duration, and modulation.

Research Objective: Develop a synthesis of all available data on audible warning system annoyance response.

Submitted by: Michael A. Staiano, Principal, Staiano Engineering, Inc.

5.	Synthesis of Noise-effects on Wildlife Research

Problem Statement: In considering the effects of highway traffic noise on areas adjacent to highways, analysts normally give primary consideration to exterior areas of frequent human use. However, highway traffic noise can also affect wildlife populations living along highways. Extensive research has been conducted over the past several decades to study the effects of highway traffic noise on humans. However, knowledge gained from studying the effects of highway traffic noise on humans is not directly applicable to wildlife.

Research Objective: Research on the effects of highway traffic noise on wildlife has been limited; many data gaps still exist. An information base on the effects of highway traffic noise on wildlife is needed to properly assess potential traffic noise impacts to wildlife populations. This may include physiological responses, such as changes in heart rate, metabolism, and hormone balance or stimulation to the nervous system and chronic stress. This may also include behavioral responses, such as minor responses of head-raising or body-shifting or major responses of panic and escape. Physiological and behavioral responses have the potential to cause injury, changes in nutrition and reproduction, and habitat avoidance and abandonment. Information is needed on both the short-term and the long-term effects of highway traffic noise disturbance.

Submitted By: Robert Armstrong, Federal Highway Administration

6.	Development of a Multi-Modal Noise Model

Problem Statement: As population growth and urban sprawl continues in the U.S., our transportation infrastructure is continually expanding. Airport authorities are building new runways and adding terminals, interstate roadways are being widened and new roads are being built. Rail corridors are being expanded and upgraded to meet the growing demand for regional transportation. The ever-expanding transportation infrastructure in the U.S. comes at a substantial cost to the environment, particularly in the area of noise. In fact, in a recent survey of the 50 major U.S. airports conducted by the General Accounting Office (GAO), it was concluded that noise is the primary environmental obstacle to growth, both now and in the future.

The traditional approach of conducting noise analyses separately by transportation mode is becoming more and more inappropriate. Conventional wisdom has historically dictated that if a noise study was being conducted near an airport all one needed to do was conduct an INM analysis. Similarly for a highway noise study use of TNM, or its predecessor STAMINA was all that was needed. Reality is such that a substantial portion of the U.S. population is subject to the combined effects of noise from more than one type of transportation source. In many communities noise from aviation, highway and rail systems is commonplace.

Unfortunately, there is currently no methodology for simultaneously assessing noise from aircraft, highway and rail sources. This can result in wildly inaccurate predictions of the noise environment at locations in the vicinity of multiple transportation sources. There is a recognized need for a Multi-Modal Noise Model (MNM) which can compute the composite noise from multiple transportation sources. This paper overviews a general approach to MNM development.

Research Objective: There is a recognized need for the development of an integrated multi-modal noise prediction model. The objective of a proposed MNM would be to provide the noise analyst with an easy-to-use, seamless tool which would allow for the assessment of noise impacts associated with integrated transportation corridors which include noise contributions from aircraft, highway and rail sources. Most of the building blocks currently exist for the model, although development of a rail noise modeling capability with the TNM would be necessary. It is likely too early to reliably estimate the resources necessary to develop MNM. However, it would seem an appropriate point in time to develop a detailed design document for an integrated MNM. Such a document could in-turn be used to identify the necessary resources for model development. This document should include a detailed description of: (1) the MNM input/output requirements; (2) the MNM GUI, including sample user windows; and (3) the required modifications to TNM to support a rail noise computational capability, including the identification and review of existing rail noise databases.

Submitted By: Gregg G. Fleming, U.S.DOT / Volpe Center