Transport

TRANSPORT by (Name) The Name of the Class (Course) Professor (Tutor) The Name of the School (University) The City and State where it is locatedThe Date Transport Task 1: The Pathways Approach to Noise Impact Analysis.The construction and operation of the new station, the related urban development, and traffic changes create several potential pathways for noise pollution in the area. Using the pathways approach, this analysis can determine and assess major shifts in noise levels and their implications. The pathways approach incorporates EIA methods in a noise modeling framework. At the core of this approach is identifying the sources, pathways, and receivers of noise. Some of the conceptual frameworks are the Source-Pathway-Receptor Model, which describes the process of noise generation, transmission, and exposure, and the Land-Use-Transport Interaction (LUTI) Model, which explains the relationship between the transport system and land use, mobility, and noise. Another model that can be used is the Environmental Kuznets Curve (EKC), which claims that the levels of urban noise pollution rise with development but may level off or fall as more and more measures are taken to reduce them. The primary noise sources are the on-site activities, like using heavy machinery, cranes, and excavation equipment, and the increased HGV traffic to and from the construction site. Night work is another primary noise source because of efforts to reduce disturbances to rail services. There are three main ways noise is transmitted: through the air as direct noise, through the ground as vibrational noise, which may affect nearby structures, and through reflection by the built environment through structures such as narrow streets (Forouhid, Ilkah and Mahmoudi, 2021). Receptors during this phase include residential areas east of the station, sensitive sites such as a primary school located 150 meters from the station site, and commercial areas, including the shopping mall and the planned commercial zones. Construction noise affects people’s health in different ways, such as stress, sleep annoyance, and hearing loss. Furthermore, noise from construction may interfere with learning processes in the primary school and business activities in the vicinity, which will cause community annoyance and a lower quality of life.The operational noise poses new problems, including station activities such as announcements, trains coming and going, and maintenance. Traffic noise can be expected to increase because of enhanced accessibility and increased density, and land-use changes related to the incorporation of mixed-use development will generate new noise sources, including retail and live-work spaces. Operations noise transmission is through rail noise, including rolling, aerodynamic, and increased road traffic noise (Faisal, Abdul Rahman, and Ahmad Kamal, 2023). Other physical elements of urban design, including the height of buildings and the presence of paved surfaces, may also contribute to and enhance noise levels. Receptors in this phase include houses along the road segment J3 and the existing houses to the east of the station, the park, and the bus interchange, as well as the people exposed to noise while in transit and waiting for the bus. Some of the long-term effects of operational noise include chronic health effects, which include increased risk of cardiovascular diseases and cognitive impairment. The economic effects may consist of noise discouraging potential residents or businesses, and social effects may include changes in the community’s perception of noise and their satisfaction with it. Traffic noise effects are significant because of the anticipated changes in traffic flow. The peak hour traffic is expected to rise; hence, the noise pollution along the major routes like road segment J3 will also increase. Night-time traffic is restricted, but HGV movements are allowed during construction phases, which may cause noise disturbance to residents in the nearby homes (Bhattacharya et al., 2023). Some of the noise increases may be offset by modal shifts brought about by improved public transport facilities that discourage the use of private cars. However, these shifts should be done in a manner that will bring about the most positive change. The following measures have been suggested to reduce the noise effects. In the construction phase, it is possible to use temporary noise barriers around the site to protect sensitive receptors and perform noisy operations during the daytime. For instance, it is also possible to minimize the effects by using low-noise machinery. In the operational phase, noise barriers like double-glazing windows in nearby residential buildings can significantly reduce noise pollution. Noise-reducing elements such as noise barriers in public areas and on buildings also help a lot. Other measures include traffic control measures like speed bumps, speed limits, and no entry of heavy vehicles at certain times of the day, especially at night (Gilani and Mir, 2021). Monitoring noise levels is routine to ensure that the set standards are not exceeded, while community involvement assists in solving issues and implementing measures that can be adapted. Ultimately, the construction and use of the new station, the city's development, and changes in traffic conditions result in numerous noise propagation paths and a wide range of noise receivers. Using the pathway approach and theoretical models, noise impacts are considerable, and mitigation measures have been implemented to address them. These measures not only assist in reducing the current noise pollution but also in conserving the environment in the future. This is a reasonable approach since it provides for achieving the development objectives, the community's welfare, and the environment's preservation. Task 2: Noise Impact Assessment The development of a new train station and the regeneration of the urban area along road segment J3 is expected to bring about several changes in the local environment, especially in terms of noise pollution. Noise, one of the most studied stressors in the environment, has been associated with several adverse health effects, including cardiovascular disease, sleep disorders, and general poor health. Due to the construction and operation of this project, traffic will be higher than before. Therefore, noise pollution will increase, particularly in the 400 residential homes along the segment. This study will estimate the noise level from changes in road traffic using the Department for Transport's Transport Analysis Guidance (TAG) and the Calculation of Road Traffic Noise (CRTN) methodology and the assumptions that must be made due to the lack of data. Collection of Data and Assumptions The information used for this noise assessment was collected from several sources emphasizing traffic, population, and noise prediction parameters. The traffic data was captured for the day and night periods under both the base case 'With Scheme' and the counterfactual 'Without Scheme' conditions, with a clear distinction of the traffic flow by vehicle type, namely motorcycles, cars, taxis, LGVs, and HGVs. The noise exposure was grouped into 14 different noise levels from less than 45dB to more than 81dB to capture all the affected households. The analysis involved 400 residential properties within 2m of the affected road segment. The household distribution per noise band was based on proximity to the road and predicted traffic flows. The graph shows the number of households by noise level bands (from <45 dB to >81 dB) for the daytime and nighttime for the “With Scheme” and the “Without Scheme.” The noise levels (LeqL_{eq}Leq) for each scenario were estimated using traffic data and the CRTN formula, and households were then grouped according to their exposure to these noise bands. The horizontal axis is the noise bands, and the vertical axis is the number of families impacted. Four bars in each noise band correspond to the scenarios: It includes four scenarios; “Daytime With Scheme,” “Daytime Without Scheme,” “Nighttime With Scheme,” and “Nighttime Without Scheme.” The graph shows higher noise exposure during the day and under the “With Scheme” condition with higher household impacts. This analysis indicates a need to use barriers and traffic control to reduce the effects of noise pollution, as presented in the table above. Several assumptions informed this analysis. It was assumed that weather conditions were constant throughout the analysis to make the sound propagation modeling easier. The road surface was simulated as bituminous and had a slope of 2%; all vehicles were believed to be moving at 20 mph. The analysis considered future years of project implementation: the first year of project operation (2025) and the following forecast years (2030 and 2040) with the net present value (NPV) based on the 3.5% discount rate. Methodology The analysis was conducted using the Department for Transport’s (DfT) TAG guidance and the Calculation of Road Traffic Noise (CRTN). The CRTN approach enabled calculating the baseline and forecast noise levels under the “With Scheme” and “Without Scheme” scenarios (Abraham et al., 2022). Noise levels were expressed in terms of the Equivalent Continuous Sound Level (Leq, 16h), a measure of average noise over a 16-hour daytime period, using the formula: Leq = 10 log10 [1 / T ∫₀ᵀ P(t)² dt] where: - P(t): SPL at time t, - T: Time taken, 16 hours for daytime. Where: - C_t: Cost in year t, - r: Discount rate (3.5%), - T: Total analysis period. Possible countermeasures included noise barriers, low-noise surfaces, and HGV curfew at night. The potential of these measures was evaluated based on their ability to reduce adverse impacts and improve the quality of life of affected households. Leq, or Equivalent Continuous Sound Level, was calculated using the formula: Leq=10log⁡10(Σ(Leq,i×Traffic Flowi))Leq = 10 \log_{10} \left( \Sigma \left( L_{eq,...