Abstract
Tire/road noise in most driving conditions dominates other sources of traffic noise. One of the most efficient ways of reducing tire/road noise is to use the so-called “low noise pavement”. According to numerous studies, at present, poroelastic road pavement that is composed of rubber and mineral aggregate and polyurethane or bituminous binder gives the best noise reduction up to 12 dB. Unfortunately, there are many problems with making durable poroelastic pavements. This article presents the first results of a project that is executed in Poland and aims at the development of a durable, low noise poroelastic pavement based on polymer-modified asphalt binder called Safe, Eco-friendly POroelastic Road Surface (SEPOR). Two test sections were built in 2019 to test the production technology and performance of the SEPOR pavement. It is observed that some of the problems with previous poroelastic materials were mainly eliminated (especially delamination from the base layer and raveling) but noise reduction is a little less than expected (up to 9 dB). Rolling resistance for car tires is acceptable and fire properties (damping of spill fuel fires, toxic gas emission) are very good.
Highlights
IntroductionThe best method to lower tire/road noise is to use road pavements that reduce the efficiency of noise generation mechanisms related to airflow in tire tread grooves and impacts of tire tread elements interfering with the pavement
Tire/road noise in most driving conditions dominates other sources of traffic noise
Poroelastic road pavements contain a considerable amount of rubber that is flammable so, in theory, they may promote the spread of spilled fuel fires during car accidents
Summary
The best method to lower tire/road noise is to use road pavements that reduce the efficiency of noise generation mechanisms related to airflow in tire tread grooves and impacts of tire tread elements interfering with the pavement. A typical way of reducing airflow-related mechanisms is to provide good ventilation of tread channels by the porous structure of the pavement and “open” grooves layout. Impact-related mechanisms may be reduced by using smaller aggregate in pavement mixtures as well as by lowering pavement stiffness. As it results from the above, to reduce tire/road noise it is beneficial for the pavement to have a porous structure and at the same time be flexible. Poroelastic Road Surfaces (PERS), which are currently in the experimental stage, are characterized by such features
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