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Based on the differentiated strategy of "roads first, housing second" and "housing first, roads second".
I. The Dilemma of Noise Control in Two Planning Models
The "roads first, buildings later" model (roads built first, buildings built later)
The core issue is that after the road was built, the surrounding land development did not reserve space for noise reduction, resulting in residential buildings being built "right next to the road" and directly exposed to frequent traffic noise (70-85dB).
Typical case: In a newly built residential community along a city expressway, the developer failed to install soundproof windows, resulting in an 80% complaint rate from residents after they moved in.
The "Building First, Road Later" Model (Building houses first, then roads)
The core issue is that existing buildings did not take into account the impact of future road noise, and residents are forced to endure new noise pollution after road construction, resulting in high remediation costs and prominent conflicts.
Typical case: A newly built overpass next to a historical district did not have a fully enclosed sound barrier installed, which triggered a collective lawsuit by residents.
II. Governance Strategy: Planning Logic Determines Technological Path
1. The "Road First, Housing Later" Model: Centered on "Planning Prevention"
Planning phase:
✅ Noise-sensitive zone designation: Construction of new residential buildings and schools is prohibited within the compliant distance outside the road red line;
✅ Reserve space for noise reduction: Developers are required to set up compliant green isolation belts or setback buffer zones in the land use plan.
Construction phase:
✅ Building protection: Buildings adjacent to the road shall adopt ventilation and sound insulation windows (sound insulation ≥35dB) and floating floor slabs (impact sound pressure level ≤65dB);
✅ Road optimization: Use porous asphalt pavement (noise reduction of 3-5dB), but increase later maintenance costs.
2. "Houses First, Roads Later" Model: Focusing on "Responsive Remediation"
Road design:
✅ Fully enclosed sound barrier: For sensitive building sections, sound insulation ≥15dB;
✅ Low-noise road surface: OGFC road surface is used, reducing noise by 3-5dB;
Renovation of existing buildings:
✅ Government-subsidized renovation: Soundproof windows will be installed free of charge for residents living along the road, with the cost borne by the road construction company.
III. Responsible Parties: Multi-level Collaborative Governance Framework
Planning Department:
Noise environmental impact assessments are mandatory for "buildings first, roads later" projects, and approval will not be granted if they fail to meet the standards.
Developer/Construction Unit:
During the construction of roads prioritizing housing, noise reduction measures are implemented simultaneously, and the costs are included in the project budget.
Residents and Community:
Supervise the implementation of environmental remediation projects and safeguard environmental rights through legal means.
IV. International Experience
The UK government has created a road traffic noise map based on road information from 2001. People can find out the noise level of their area by entering their postcode on the noise map website (noisemapping.org).
V. Conclusion: From "Inverted Power and Responsibility" to "Full-Cycle Governance"
The essence of traffic noise control is the redistribution of planning responsibilities:
"Road first, building later": This emphasizes prevention, bringing costs forward through planning constraints, and making developers primarily responsible for noise reduction.
"Houses first, roads later": This approach emphasizes compensation, with the road construction company bearing the cost of road improvement and the government coordinating a balance of interests.
Only through a triple mechanism of legal enforcement, technological adaptation, and public participation can the predicament of "mismatched planning, with the whole population paying the price" be broken.