## 1 Introduction
From the aspect of noise emissions, non-signalized roundabouts are believed to have a significantly lower noise load than non-signalized intersections. However, the situation is significantly different in the case of light-controlled roundabouts. According to [31], the noise levels at a distance of 60 m from the central point of intersections with comparable traffic volumes are higher for signalized roundabouts by 3.3-6.7 dB in relation to non-signalized roundabouts. According to researchers [33], one way to reduce road noise in residential areas is to regulate road traffic at intersections. A comparative analysis between signalized intersections and roundabouts under the same road traffic flow revealed a reduction in noise pollution of 1-2 dB for roundabouts [34]. Another study [35] showed that the improvement of traffic fluidity (for example, by roundabouts) can reduce noise by 2-4 dB [36]. The reconstruction of a signalized intersection to a roundabout makes a reduction of 1 dB possible. The noise reduction from cars approaching the roundabout at a lower speed is 5 to 10 dB; however, this is compensated by the noise increase of cars accelerating when leaving the roundabout, producing an increase in noise of 3 to 8 dB [35]. A study [37] showed that roundabouts lead to a reduction in noise of between 3-4 dB compared with that of standard intersections. The impact of a roundabout on the noise level and its applicability as a traffic calming device and a noise abatement measure should be investigated in the early design stage by modeling noise levels [38]. Recently, many authors have described various Context Sensitive Multimodal Assessment (COSMA) methods for the purpose of improving road design. The context is defined in terms of a range of land use, socioeconomic, environmental, transportation, and psychoacoustic factors that are presented spatially [39; 40; 41]. Another paper [32] addressed the COSMA design of an MCA(Multi-criteria assessment) methodology for at-grade intersections in both urban and rural areas of the Czech Republic. In urban areas, such methods should constitute the deciding element related to the design of the network. From the broad issue of MCA contextual urban road design, the authors set themselves the goal of refining the input of noise prediction in the vicinity of non-signalized intersections. These can be used by road designers to develop proposals for road infrastructure design to minimize negative impacts on the ecosystems of residential buildings, allow road authorities to improve the environmental safety of residents around the roads, and facilitate the management of green residential buildings [42; 43]. The authors of this article believe that, in the current period, the immediate surroundings of residential buildings should be perceived as an integral part of human habitats, as one of the ecosystems of the inclusive urban environment. The authors assume full convergence of the presented issue with Transforming our world: The 2030 agenda for sustainable development [44], especially regarding Goal 11 (Make cities and human settlements inclusive, safe, resilient and sustainable). To fulfill the set goal, comparisons of measured and predicted traffic noise emissions in the vicinity of non-signalized intersections before and after reconstruction into roundabouts were made. At the same time, relevant characteristics of the traffic streams of all intersection arms (speed and proportion of passenger and truck vehicles) influencing the propagation of noise in the outdoor environment of residential buildings were investigated. In all considered cases, the measured values of noise emissions were evaluated (measurements realized in Michalovce city and Zilina city), and in the case of the reconstruction of a three-arm intersection into a roundabout in the city of Zilina, a model was created in the CadnaA program. The \"Nouvelle Methode de Prevision du Bruit\" methodology (NMPB-1996) was used to create a noise propagation model around intersections [45; 46].