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Environmental Impacts Socio-Economic Environment Land Use Transportation System Design & Construction of Facilities Operations & Maintenance Activities.

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Presentation on theme: "Environmental Impacts Socio-Economic Environment Land Use Transportation System Design & Construction of Facilities Operations & Maintenance Activities."— Presentation transcript:

1 Environmental Impacts Socio-Economic Environment Land Use Transportation System Design & Construction of Facilities Operations & Maintenance Activities Environmental Impacts

2 Environmental Impacts (Continued) Short & long term land use and socio-economic changes (mixed benefits & mixed reactions from citizens) Energy, air pollution, green house gas (GHG)emissions Noise Water pollution & runoff changes Vibrations Visual effects Thermal effects (release of heat) Other ecological impacts

3 Environmental Impacts: Broader than Physical Environment Accessibility to economic, social and recreational opportunities. Impacts on land values

4 Environmental Impacts (Continued) Energy : Mostly petroleum; some electricity & alternative fuels - Major consumers: automobile, truck, air Direct Energy: used for propulsion Indirect Energy - Energy used for the production & transmission of energy - Vehicle production energy - Vehicle maintenance energy - Infrastructure construction energy - Infrastructure operation & maintenance energy

5 Environmental Impacts (Continued) Energy-Related Transportation Actions (The broader picture) Technological innovations (Vehicular & other) Facility design innovations (for energy efficiency) Improvements in operations - Improvements in traffic flow (for road traffic) - Avoiding congestion in railway & air networks - optimizing aircraft flight profile for energy efficiency - Etc. Reduction in total vehicle kms of travel (road transportation)

6 Air Pollution & GHG Emissions Road Vehicle Operations: Rural/suburban roads Networks Corridor Arterial Freeway Arterial

7 Vehicle Emissions CO HC NOx CO 2 (VOC) Avg. speed Avg. speed Avg. speed Avg. speed Notes: CO 2 is directly proportional to fuel consumption. Other GHGs are not shown. PM Particulate matter is not shown. CO Carbon monoxide CO 2 Carbon dioxide HC/VOC Hydrocarbons/Volatile organic compounds NOx Oxides of Nitrogen

8 Noise Noise is commonly measured as a pressure in decibel -- as a function of the ratio between a particular noise pressure and a standard low pressure, the limit of human audibility (0.0002 dyne/sq. cm) The intensity of a single sound is usually measured on a relative logarithmic scale that employs a unit called a bel (B) or in terms of its subdivision, the decibel (dB) Noise Measurement I = Intensity of a sound corresponding to L bels I = 10 L I 0 where I 0 is reference intensity – the threshold of human hearing

9 Noise Measurement (Cont.) I = Intensity of a sound corresponding to L bels I = 10 L I 0 where I 0 is reference intensity – the threshold of human hearing or L = log 10 ( ) in B (bels) or L=10 log 10 ( ) in dB (decibels) At the threshold of hearing: For I = I 0 L = log 10 (1) = 0 At L ~ 14 B, or L= 140 dB, sound is painful to the ear. I IoIo I I0I0

10 Noise Measurement (Cont.) dBA Scale Since human response to sound varies with the frequency of the sound, several frequency-weighted sound scales have been developed. In transportation-related noise measurements, the A-weighted sound level (dBA) is used since it correlates well with human response. Sound meters that read dBA are available.

11 Noise & Human Activities 0 dBA Hearing begins 50 dBA Quiet; a normal conversation; light auto traffic at about 30m 70 dBA Telephone use difficult; Noisy restaurant; Freeway traffic 90 dBA Very annoying; Hearing damage (8 hrs); heavy truck (at about 15m) 120 dBA Maximum vocal effort; Jet aircraft takeoff at 65m Note: In general, mitigation in residential areas is required for > 65 dBA external noise & >50 dBA internal noise level.

12 Mitigation of Road and Rail Traffic Noise Source control: development of quieter vehicles/ components, quieter pavements Path control: noise barriers, elevate highways, depress highways, tunnel Receiver control: distance (as a buffer) between receiver & highway, noise insulation

13 Noise Control Noise barrier Elevated highway Depressed highway Vertical side wall Sloping side wall

14 Aircraft Noise Day-night average level L dn (also called DNL) is used. For a given aircraft type, L dn is given by: L dni =NEL i + 10 logN e - 49.4 Where L dni = day-night average noise level in dBA for aircraft type i NEL i = single-flyover noise level of aircraft i, dBA, corrected for the duration of the sound N e = equivalent daily operations, N e = N d + 10 N n N d = total number of operations between 0701 and 2200 h N n = total number of operations between 2201 and 0700 h

15 Aircraft Noise (Cont.) Aircraft Noise (Pearson International Airport, Runway 24R Departures) de Havilland DASH-8 71.1 dBA (average) Airbus A320 72.2 Boeing 767 74.7 Boeing 747-400 79.3 DC9 80.6 B727 87.6

16 Aircraft Noise Mitigation Reduction of noise at source: quieter aircraft Restrict operating hours of noisy aircraft Use of carefully developed departure & landing procedures to minimize impact on residential areas Restriction on engine testing and other noise- generating operations at the airport during quiet hours at night. Land use planning: compatibility of land use around airports Monitor adherence to noise operating restrictions

17 Aircraft Noise Mitigation LDN contours Runway D C B A Land use Zone A Noise Exposure Minimal B Moderate C Significant D Severe

18 Software Free software from the Ontario Ministry of Energy & Environment STAMSON for Road & Rail modes Commercial Software Available for all transportation modes


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