## 5 Conclusions  
The authors draw attention to the fact that the reduction of traffic noise induced by the reconstruction of intersections into roundabouts consists of several factors. Both the new road surface of the intersection [15; 57] and the change in traffic processes (traffic volume, speed of the traffic flow, and composition of the traffic flow) [27; 35; 38; 72] contribute to the presented reduction in traffic noise at the roundabout, as determined using direct measurements and modelling. In the case of the presented intersections, minimal differences in the traffic volume and the composition of the traffic flow (proportion of trucks) were recorded before and after the reconstruction. The authors showed that a gradual increase in noise emissions was induced by the degradation of the asphalt surface morphology: on average, 1 dB after a million vehicles had passed, 3 dB after 10 million, and 5 dB after 100 million [14]. Within this paper, the authors presented their own research results, which show a reduction in traffic noise caused by the reconstruction of a non-signalized intersection into a roundabout. In the case of intersections in the city of Michalovce, decreases in the noise level detected by field measurements at the new roundabout were 1.9 dB for R1, 2.5 dB for R2, and 2.8 dB for R3. In the case of measurements in the city of Zilina, field measurements at the new roundabout detected decreases in the noise level of 3.4 dB at MS1 and 2.9 dB at MS2. Noise dispersion in the vicinity of intersections in the city of Zilina was also modelled using the CadnaA program. Decreases in the noise level at the new roundabout were 3.3 dB at MS1, 1.5 dB at MS2, and 2.9 dB at MP1. After five years of use of the Zilina roundabout, an average increase of 1 dB occurred due to wear and smoothing of the asphalt pavement surface. The authors assume that the presented research results will contribute to the improvement of the contextual solution for urban intersections under Slovak conditions by integrating acoustic, psychoacoustic, architectural, environmental, and economic aspects, providing a holistic approach to road design.  
The following supporting information can be downloaded at: [[https://www.mdpi.com/article/10.3390/app12178878/s1](https://www.mdpi.com/article/10.3390/app12178878/s1)]([https://www.mdpi.com/article/10.3390/app12178878/s1](https://www.mdpi.com/article/10.3390/app12178878/s1)), Table S1: Parameters of homogenous sections (road segments) used in road traffic noise models.  
Conceptualization, D.J. and M.D.; Data curation, K.H., P.P. and D.B.; Formal analysis, M.D.; Investigation, D.J., M.D., K.H., P.P. and D.B.; Methodology, D.J. and M.D.; Resources, K.H., P.P. and D.B.; Software, D.J.; Supervision, M.D.; Validation, D.J. and M.D.; Visualization, D.J. and M.D.; Writing--original draft, M.D.; and Writing--review & editing, D.J. and M.D. All authors have read and agreed to the published version of the manuscript.  
This research received no external funding.  
Not applicable.  
The paper was supported by a VEGA 1/0337/22 grant entitled \"Analysis of the influence of the pavement surface texture on skid friction, road safety, and the potential of road dust resuspension\".  
The authors declare no conflict of interest.  
References