A Comprehensive Development Plan for a Multimodal Noise and Emissions Model (2010) / Chapter Skim
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Pages 101-130
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F-1 APPENDIX F ALTERNATIVE DESIGN CONCEPTS There were five multimodal model design concepts in the first round.
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F-2 For emissions, the model would: ● Predict fuel consumption which would serve as a basis for energy usage (needs to take into account the different fuel types) ; ● Provide emissions of both criteria pollutants and Greenhouse Gases (GHG)
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F-3 of existing noise and emissions models. We will identify viable model design candidates drawing from various model development efforts both here and abroad.
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F-4 its integration with SAGE into AEDT Global. This is the mindset that we propose to adopt in the design of the MDP.
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F-5 TABLE F-1 Current Thinking on the Model Build Sequence to the End State Design Description Rationale Schematic 1 Develop a post-processor to combine outputs of the executions of each of the standard noise and/or air quality models used for each transportation mode. Elements of this build: Produces common outputs, such as, DNL and combined emission inventories.
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F-6 TABLE F-1 Current Thinking on the Model Build Sequence to the End State Design (continued) Description Rationale Schematic 3 Construct screening tools to allow primary agency to use the full power of its current model (like AEDT)
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F-7 TABLE F-1 Current Thinking on the Model Build Sequence to the End State Design (concluded) Description Rationale Schematic 5+ Version 5 begins the process of integrating the ground and air components into a single multimodal model with the objective to have: Centralized sources database (vehicle performance, noise, and emissions indices)
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F-8 F.2 Design Alternative #1: Build on AEDT The Federal Aviation Administration (FAA) has developed a design tool named the Aviation Environmental Design Tool (AEDT)
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F-9 emission inventory process is included and local dispersion based on the accepted air quality dispersion model, AERMOD. AERMOD has been used for many sources, is now being considered by FHWA for motor vehicles, and as such could allow for a single air dispersion model to be used.
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F-10 ● The model is easily adapted for other cases allowing mitigation and future enhancements to be analyzed using the same model structure reducing cost and time of implementation. Expansion of AEDT would require establishment of a common data base, inclusion of new transportation modes, and should be initially expanded in some areas such as counting time above events.
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F-11 term. Table F-2 includes the major tasks and research efforts that would be required.
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F-12 http://www.faa.gov/airports_airtraffic/airports/environmental/airport_noise/noise_exposu re_maps This design proposal extends the precedent to the other modal agencies and suggests centralizing the study information at a single internet clearinghouse under the auspices of the appropriate federal agency, such as the Office of the Secretary of Transportation (OST)
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F-13 TABLE F-2 Key Milestones in the Development of the AEDT Expansion End State (concluded) Implementation and Study Data Clearinghouse Track R&D Track Longer-term (after 6 years)
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F-14 identification of the need to model high performance aircraft in a more appropriate, realistic, and accurate manner. By defining source emanation characteristics in terms of first principles – such as spectral directivity for noise and modal fuel-burn rates for emissions – the model's propagation algorithms may be varied according to an analyst's scenario.
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F-15 ● Building of current simulation models will circumvent developmental constraints caused by legacy approaches of lesser fidelity; ● Ray tracing algorithms for noise can be applied to any source regardless of transportation mode; ● Proper inclusion of meteorological effects, terrain, and other heterogeneous scenarios; ● Sufficient detail in the output will provide thorough understanding of any scenario; ● Inputs provide accurate representation of sources based on first principles rather than assumptions or calculated metrics (as is the case with AEDT) ; ● Knowledge and validation from existing simulation models will streamline development; ● Updates to propagation and dispersion algorithms can be independent of source definitions; ● Sufficient detail in output will allow any standard or supplemental metric to be calculated; ● Existing tools that model source movements may be used and tracks may be translated into timevarying spatial and conditional source trajectories; ● The main drivers for noise and emissions, such as acceleration and power setting, can be directly listed or inferred from a sufficiently detailed trajectory file; ● Potential exists for a harmonized source definition file to contain noise and air quality data together as well as rules for interpolation and extrapolation thereof; and ● The ability to define multiple emissions components emanating from a single source for a single mode (such as separate definitions for both the main and tail rotors of a helicopter)
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F-16 Ambient. A time history of air quality indices such as NOX, CO2 Consideration at all times and frequencies of the three fundamental drivers could lead to a burden on the user for extensive input.
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F-17 TABLE F-3 Key Milestones in the Development of this Model's Multimodal End State Operational Track R&D Track Near-term (1-2 years) • Agency guidelines on Environmental Assessments (EA)
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F-18 pollution evaluation along with their existing, highly flexible noise modeling frameworks. This incorporation was presumably a relatively straightforward task, considering the modular structure of their software architectures.
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F-19 Existing Calculation Methodologies and Accepted Standards Implemented Exhibit F-1 Within SoundPLAN and CadnaA a. Road Noise Module Name Availability Further Information such as Associated Country Acceptance / Validation SoundPLAN CadnaA RLS 90, VBUS X X Germany DIN 18005 X X Germany CoRTN X X United Kingdom – "Calculation of Road Traffic Noise" Statens Planverk 48 X Nordic Road Noise Prediction FHWA X Federal Highway Model NMPB-Routes-96 X X France, EC Interim STL 86 X Switzerland Nord2000 X Nordtest method NT ACOU 107 Czech Method X Czech Republic TemaNord 1996:525 X Scandinavia RVS 04.02.11 X Austria RVS 3.02 X Austria b.
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F-20 Exhibit F-1 Existing Calculation Methodologies and Accepted Standards Implemented (continued) Within SoundPLAN and CadnaA c.
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F-21 Exhibit F-1 Existing Calculation Methodologies and Accepted Standards Implemented (concluded) Within SoundPLAN and CadnaA f.
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F-22 set based on a federal mandate to use a commercial product for an environmental analysis. However, it may be possible to glean some guidance from software licensing of models in other realms of analysis, such as SIMMOD – an airport and airspace simulation model validated by the FAA and maintained by ATAC.
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F-23 TABLE F-4 Key Milestones in the Development of the Commercially-based Multimodal Model End State Operational Track R&D Track Near-term (1-3 years) • Continued use of existing federal tools • Federal agencies specify which tools shall be implemented • Government announces a commercial tool will be required and accepts proposals • Analysts purchase existing tools to familiarize themselves with their use • Software companies prepare prototype versions for US • Software companies propose versions for US call for proposals • Emerging companies see future development opportunity, begin writing their own software packages Mid-term (4-5 years)
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F-24 available methods were sufficient to satisfy the requirements of the EC Directive 2002/49/EC. Similar to the current state of transportation noise modeling in the United States, no harmonized methodologies and data were available.
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F-25 The IMAGINE/Harmonoise project teams recognized that the quality and accuracy of the results depends upon the level of detail of the input data, especially data associated with sound propagation calculations. Therefore the project provided two kinds of propagation method: a reference model based on the numerical solution of the wave equations and an engineering model based on analytical formulae and heuristics.
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F-26 While the architecture of the Department of Defense (DoD) Advanced Acoustic Model (AAM)
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F-27 The EC approach is to turn the algorithms and technical guidance over to commercial software developers who will create the models to be used for strategic noise mapping for the Member States. For development of the domestic multimodal noise and emissions model, federally funded research and development (R&D)
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F-28 matter (PM) and chemically reactive pollutants.
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F-29 to the public. There is already federal precedent for making transportation environmental study data available to the public.
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F-30 TABLE F-5 Key Milestones in the Development of the "Build on EC IMAGINE Project" Multimodal End State Operational Track R&D Track Near-term (Years 1-3) • Inter- and intra-agency guidelines for application of existing noise and emissions models to environmental assessments (EAs)
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