Pavement Noise Research Articles

Evaluation of the Functional Performance of Paving Materials Based on the Driving Wheel Pavement Analyzer

There is still a lack of suitable methods for evaluating pavement functional performance according to the characteristics of real-world environment and traffic. This study developed an acceleration test method based on the Driving Wheel Pavement Analyser (DWPA) to evaluate the anti-sliding properties, anti-stripping properties, and tire–pavement noise of AC-13, SMA-13, and OGFC-13 asphalt mixtures, and MS-1, MS-2, and MS-3 micro-surfacing materials. The results indicate that the OGFC-13 mixture exhibited the largest texture depth, and the SMA-13 mixture exhibited the largest British pendulum number (BPN) at the end of the test. The MS-3 material had the best anti-sliding performance among the micro-surfacing materials. Coarse gradation improved the anti-stripping performance of the micro-surfacing materials. The tire–pavement noise for all materials increased with the increase of wheel repetitions. The OGFC-13 mixture and MS-3 micro-surfacing material exhibited the best and worse noise reduction performance, respectively. The new measurement method for evaluating the pavement surface functional performance was proved to be efficient.

Quarter Car Active Suspension System Design Using Optimal and Robust Control Method

This paper offers with the theoretical and computational evaluation of optimal & robust control problems, with the goal of providing answers to them with MATLAB simulation. For the robust control, -synthesis controller and for the optimal control, LQR controller are designed for a quarter car active suspension system to maximize the ride comfort and road handling criteria’s of the vehicle. The proposed controllers are designed using Matlab script program using time domain analysis for the four road disturbances (bump, random sine pavement and white noise) for the control targets suspension deflection, body acceleration and body travel. Finally the simulation result prove the effectiveness of the active suspension system with -synthesis controller. Keywords: Quarter car active suspension system, optimal control, robust control, linear quadratic regulator DOI: 10.7176/CTI/9-03 Publication date: April 30 th 2020

Prediction models for distress noise generated due to tire-pavement surface interaction

The major objective of this research is to assess the distress noise generated due to tire-pavement surface interaction for different modes and to evolve a noise prediction model for any manner taking into consideration the different factors impacting the distress noise generation. Seven flexible and four rigid pavement roads were chosen for the calculation of the noise in Baghdad city. Tire-pavement interaction noise was calculated using Onboard Sound Intensity (OBSI) Method by restricting the noise generated from the vehicle exhaust and the engine systems. Prediction models were developed for assessing tire pavement noise from vehicle speed, pavement age, wheel load, mean texture depth (MTD) and pavement distresses. Four statistical models were obtained from this research to assess the distress noise generated due to tire-pavement surface interaction using linear regression stepwise method. These models showed the effect of different types of distresses in addition to the factors that have been taken into consideration on tire pavement noise. Vehicle speed was the greatest considerable variable influencing the noise generated due to tire-pavement surface interaction. Some distresses and factors have been excluded from the models due to their poor relationship with tire-pavement noise. These models have been categorized based on the type of pavement surface (flexible or rigid) and the presence or absence of pavement distresses. The predicted statistical models were verified with calculation, by comparing the data estimated by the models and data form field tests. Therefore, it can be used as a method of detecting distresses rather than visual inspection.

Development of a Methodology to Measure the In-Vehicle Noise Levels due to the Tire–Pavement Interaction

The prime objective of the current study is to develop a methodology to measure the in-vehicle noise levels due to the tire–pavement interaction. Accordingly, noise levels were measured in a passenger car using a handheld sound level meter and a three-axis stabilizer-mounted sound level meter placed near the driver’s ear. The noise levels captured using both the sound level meters were compared at the different vehicle speeds ranging from 40 to 70 kmph. The noise levels recorded in the stabilizer-mounted sound level meter were up to 2 dB (A) lower than the noise levels recorded in the handheld sound level meter. Average variation of 3.4–5.4 decibels dB (A) was observed between the selected asphalt and cement concrete pavements, with the highest noise being produced by cement concrete pavements. Apart from the increase in noise levels with an increase in speed, it was also observed that for every 10 kmph increase in speed, the noise levels due to tire–pavement interaction on cement concrete pavements increased by approximately 1 dB (A) more than the asphalt concrete pavements. Further, the noise levels in windows open condition are 1.33 dB (A) more than the windows closed condition. Even though the past research works measured the in-vehicle noise levels perceived by the commuters, the methodology adopted in this study is first of its kind in the tire–pavement noise research where the noise levels due to the reduced effect of tremor vibrations near the driver’s ear were captured.

Analysis of Skid Resistance and Noise Characteristics for Varieties of Concrete Pavement

To establish evaluation criteria for the pavement skid resistance and noise level in tunnels pavements, the zoning and control standards for skid resistance and concrete pavement noise were examined. Transverse friction coefficient (TFC) test equipment and the on‐board sound intensity (OBSI) method were used to evaluate the antisliding characteristics and noise levels of several tunnel pavements. The results indicated poor antisliding characteristics and noise levels in ordinary grooved cement concrete pavement, whereas new types of cement concrete pavements, such as exposed concrete pavements and polymer‐modified cement concrete pavements, had good antisliding characteristics and achieved low noise levels. Combined with the cluster analysis method, a zoning method for the antisliding and noise level in concrete pavement is proposed. The antisliding characteristics and noise levels of the pavement are divided into three zones. To ensure safety and comfort during driving, the antisliding value (SFC) of the tunnel pavement should be more than 50, and the noise level should not exceed 105 dB. Finally, the correlation between the antisliding and noise levels for pavement was analyzed. The results indicated that the antiskiding value of pavement has a strong correlation to the noise level.

Development of a Trailer to Measure the Noise Generated at the Interface between Tire and Pavement Surface

Abstract Noise pollution is another environmental pollutant to be formally recognized as an actual threat to human health and the quality of life. The growth in noise pollution is unsustainable because it involves direct and cumulative adverse health effects. Pavement characteristics are one of the important factors affecting noise generation and propagation. The selection of an appropriate pavement mixture or texture with the proper maintenance efforts is the best method to control the main cause of pavement noise. Therefore, the major objective of this research study was to develop a methodology to evaluate tire-pavement noise. Other objectives were investigating the effect of the pavement surface characteristics on the generation and propagation of the noise of asphalt concrete (AC) and portland cement concrete (PCC) at varying traffic speeds, and finally the development of a statistical model for prediction tire-pavement noise at varying traffic speeds. Field noise measurements were performed using a noise trailer developed in this study and attached to the parent vehicle. Overall, PCC sections with higher skid resistance and lower average texture depth produced the highest noise levels compared with the conventional AC sections; PCC type had an average difference of about 1 dB(A) compared with the AC pavement. The presence of surface distress led to increasing the tire-pavement noise level by 7 dB(A). There were increments of about 1 dB(A) and 7 dB(A) to change vehicle speed from 20 to 40 km/h and from 40 to 60 km/h, respectively. Regarding the measurement period effect on the tire-pavement noise level, tire-pavement noise had an increment of about 7 dB(A) during daytime compared with night.

Acoustic Absorption Analysis and Modeling of Asphalt Mixtures

Abstract Highway traffic noise is a major environmental issue all over the world. This is particularly annoying to residents who live nearby major transportation corridors. Noise pollution adversely affects the quality of their life. It also causes sleep disturbance and anxiety. The most commonly used noise abatement technique is the use of noise barrier walls, which is costly and not always effective. Reducing the tire–pavement noise at the source is a viable alternative to cut down the noise level. This study examined the use of an impedance tube to measure the acoustic absorption of asphalt mixtures in the laboratory. The effect of various parameters on the acoustic absorption was investigated including aggregate gradation, aggregate type, binder type, percent air voids, and specimen thickness. In addition, factors that could affect the acoustical performance of asphalt mixtures after pavement construction were also investigated including air void structure, surface texture, temperature, and surface conditions. Percent air voids and layer thickness were found to have a significant influence on the acoustic absorption of asphalt mixtures. An analytical model was proposed to estimate the acoustic absorption coefficient of asphalt mixtures during the design stage. A good correlation was found between predicted and measured absorption coefficients in the laboratory. In addition, a double-layer system of asphalt mixtures was found to be effective in providing improved acoustical performance that overcomes the issues associated with the use of open-graded friction course as a wearing surface.

Groove Depth Detection Method Base on the Line Laser Vision Measurement on Cement Concrete Pavement

The groove depth has a decisive influence on the anti-sliding performance of cement concrete pavement, and it also plays an important role on the noise of cement concrete pavement. Aiming the shortcomings of traditional measurement methods of groove depth detection on the cement concrete pavement, a measurement method base on the structure light vision model was proposed. This method was realized by that the groove depth was obtained by 3D coordinate of the light strip according to the camera model and the structure light plane equation. A new algorithm based on double 2D plane pane target was proposed as the key step of this method.

Noise reduction characteristics of asphalt pavement based on indoor simulation tests

Abstract Low noise asphalt pavement mitigates the impact of traffic noise on the ecological environment and surrounding population to a certain extent. To explore the noise reduction characteristics of different asphalt pavements, an indoor simulation device for pavement noise reduction is developed in this paper, based on the principle of pavement noise reduction. The device simulates the process of noise reflection and interference on the surface and inside of the pavement, which consumes the sound energy to achieve the noise reduction effect. The mechanical performance of six different types of asphalt mixtures is first tested. The noise reduction performance of the asphalt mixtures is then studied using the self-made noise testing device and Kundt’s tube method to verify the accuracy of the device. The influence of surface texture on pavement noise is also analyzed, and test results show that the six types of asphalt mixtures used in this study all meet mechanical performance requirements. A strong correlation is also observed between the noise testing device and the traditional Kundt’s tube method. The noise testing device is found to accurately measure the noise reduction characteristics of asphalt mixtures. For noise of different sound pressure levels, the same type of asphalt mixture displays different noise reduction capabilities. The better the noise reduction performance, the lower the sensitivity to sound wave changes, and the more stable the noise reduction effect. Excessive air void content does not significantly improve the pavement noise reduction performance, and it is recommended that the pavement air void content is maintained within the range of 17%–24%. The density of the asphalt mixture is found to be negatively correlated with the noise reduction performance, while the air void content and the mean texture depth is positively correlated with noise reduction. The results of grey relational analysis show that air void content is the most important factor affecting the noise reduction characteristics of asphalt pavement, followed by mean texture depth. Aggregate particle size is also found to exert a significant influence on noise reduction characteristics, and the influence degree of 9.5 mm particles is found to be the greatest, with 1.18 mm and 2.36 mm particles also showing a high degree of influence. Reasonable control of aggregate particle size should therefore be carried out in the design of low noise asphalt pavement.

DEVELOPING A MODEL FOR EVALUATION OF TIRE NOISE ON DIFFERENT TEST PAVEMENT SECTIONS

The objective of this study is to develop a model for evaluating tire/ pavement noise of the various in-service pavement sections in Baghdad city. The scope of this work includes field noise measurements for three selected conventional asphalt concrete roads which are (Senaha Street constructed in 2010), Palestine Street (resurfaced in 2012) and Street2 Locality902 (newly resurfaced in 2017) and one concrete Muhammad Al-Kassim (constructed in 1983). The tested section was selected according to AASHTO TP76 which requires the length of the section to be 440 ft. at varying constant speeds such as(20,40,60,80) km/h using two types of tire (235/45R18, 185/65R15) KUMHO tire and at a different temperature

Tire–Pavement Noise and Pavement Texture

AbstractHighways are widely considered to be the most pervasive producer of environmental noise. Of vehicle component noise sources, tire–pavement interaction dominates. Tire–pavement noise results...

Pavement noise measurements in Poland

The objective of this study is to investigate the feasibility of the On-Board Sound Intensity (OBSI) system to measure tire-pavement noise in Poland. In general, sources of noise emitted by the modern vehicles are the propulsion noise, aerodynamic resistance and noise generated at the tire-pavement interface. In order to capture tire-pavement noise, the OBSI system uses a noise intensity probe installed in the close proximity of that interface. In this study, OBSI measurements were performed at different types of pavement surfaces such as stone mastic asphalt (SMA), regular asphalt concrete (HMA) as well as Portland cement concrete (PCC). The influence of several necessary OBSI measurement conditions were recognized as: testing speed, air temperature, tire pressure and tire type. The results of this study demonstrate that the OBSI system is a viable and robust tool that can be used for the quality evaluation of newly built asphalt pavements in Poland. It can be also applied to generate reliable input parameters for the noise propagation models that are used to assess the environmental impact of new and existing highway corridors.

Tyre–pavement interaction noise levels related to pavement surface characteristics

In recent years, the quieter pavement surface which can affect traffic noise levels has been needed largely due to increasing public awareness and demand. The objective of this research is to utilise two methods of measuring tyre–pavement interaction noise and to investigate the influence of different pavement characteristics on tyre–pavement noise level. The first method used the close-proximity noise trailer and the second method used on-board sound intensity measurement. The pavement characteristics considered are pavement texture and smoothness, air voids, pavement stiffness, and nominal maximum aggregate size (NMAS) of asphalt mixtures. The tyre–pavement noise was measured by different techniques from various types of pavement sections in the National Center for Asphalt Technology test track. Testing was conducted on four major family groups of Superpave fine and coarse graded, open-graded friction course, and stone matrix asphalt mixes from 2009 Test Track research cycle to evaluate the changes over time. Relative significance analysis is performed to detect the combined effect of pavement texture and smoothness, air voids, pavement stiffness, and NMAS on tyre–road noise levels. The results show that the noise levels vary widely according to pavement surface type. The evaluation confirms that macrotexture increases the low-frequency noise and higher air void content reduces the high-frequency noise level, while other surface characteristics were found to have less influence on noise levels. The content of this study can be used in the vehicle and pavement noise development process to decrease the tyre–pavement interaction noise and for pavement design and construction to determine appropriate quieter pavement surfaces.

Analysis on the De-noise Effect of Anti-skid Noise Reduction Asphalt Pavement

Through the field test for the noise of anti-sliding and noise-reducing asphalt pavement in the test section and the compare the test results with dense gradation asphalt pavement in the adjacent test section, the analysis results showed that the anti-sliding and noise-reducing asphalt pavement possessed obvious noise reduction performance, but it has a certain attenuation in the later process of using. In general, the anti-sliding and noise-reducing asphalt pavement generates smaller noise than the ordinary dense gradation asphalt pavement, and it has a broad application prospect in urban road.

Deployment of the Next Generation Concrete Surface in Minnesota

Development of a quiet diamond grinding configuration commenced in an initial laboratory effort at Purdue University, followed by research iterations from 2007 to 2010 at the pavement test track research facility (MnROAD) of the Minnesota Department of Transportation (DOT). This paper catalogues the stages in the development and deployment of the Next Generation Concrete Surface (NGCS) from the configuration development at MnROAD, coupled with the simultaneous development of a tire–pavement noise predictive model deployed on Interstate 94 near Saint Cloud, Interstate 35 in Duluth, and Interstate 394 in Minneapolis, Minnesota. NGCS in these projects caused noise reduction of 3 to 6 dB, representing 50% to 75% sound intensity reduction. Diamond grinding was performed on the preexisting textures: burlap drag on Interstate Highway 94 near Saint Cloud, transverse tining on Interstate Highway 35 in Duluth, and Ultra-Thin Bonded Wearing Course (UTBWC) on Interstate 394, Minnesota DOT exceeded the goal of not increasing the pregrind tire–pavement noise level by these rehabilitations. The predictive tire–pavement interaction noise model was validated in these deployments, including on Interstate 394, where the full acoustic benefit of NGCS had been attenuated by the anomalous effect of undulations reminiscent of the previous concrete–UTBWC interface, which had inadvertently conferred a background configuration to the new diamond-ground surface.

Review of Cement Concrete Pavement of Noise Reduction Method

In recent years, with the rapid development of the economy, a sharp increase in car ownership in China, the rapid increase in cities traffic volume. Meanwhile, the effect on the normal life, work, study, rest and environment of residents along grows increasingly fierce both in extent and scope. Cement Concrete Pavement noise reduction measures seem more urgent. In this paper, introducing the current commonly used cement pavement noise reduction measures, and discussing the research and development direction of cement concrete pavement noise reduction measures.

Influence of texturing method on tyre/road noise of cement concrete pavement

The texture of pavements influences the tyre/road noise. This refers especially to cement concrete pavements. This article presents the results of studies on sound level on concrete pavements in Poland, which were textured using burlap drag, broom drag and exposed aggregate methods. It was established that on exposed aggregate cement concrete, the maximum aggregate size, which is a key factor in the surface’s macrotexture, has a significant influence on tyre/road noise. It should not exceed 8 mm in the upper layer. When using aggregate size 11 mm, the maximum sound level of a passing-by car increases by approximately 2 dB. Pavements textured using the broom drag and burlap drag methods turned out to be not a beneficial solution due to the sound levels emitted by heavy vehicles moving at a speed above 80 kph. Pavement texturing using the transverse broom drag emits sound levels from heavy vehicles which are approximately 3 dB higher in comparison to values noted on SMA11. The methods of pavement texturing using diamond grinding, used in some countries, point towards the possibility of obtaining beneficial acoustic properties.

State-of-the-Art Review on Sustainable Design and Construction of Quieter Pavements—Part 1: Traffic Noise Measurement and Abatement Techniques

Noise pollution due to highway traffic has drawn the attention of transportation agencies worldwide. Noise pollution is an irritant to residents, especially in urban areas near roads with high traffic volume. In addition to its adverse effects on the quality of life, traffic noise can induce stress that could lead to sleep disturbance and anxiety. Traditionally, noise barrier walls have been used for highways to mitigate traffic noise. However, using barrier walls as a noise abatement measure has proven to be very expensive. In addition to the cost, noise barrier walls are not always effective because they must break the line of sight to work properly, which is not always possible in case of intersections or driveways. Therefore, researchers especially from Europe and USA have been very proactive to reduce the noise at source. A number of research studies show traffic noise can be reduced by using an alternative surface type or changing texture of the pavement while complying with other requirements of sustainability, i.e., safety, structural durability, construction and maintenance costs. This paper presents a comprehensive review of the research conducted on this subject. A review of the tire-pavement noise generation and amplification mechanism, various traffic noise measurement methods and correlation among these methods, in addition to the abatement techniques used by various agencies to reduce pavement noise, is also presented.

Quiet Road Pavements: Design and Measurement—State of the Art

For motor vehicles travelling at a speed above about 45 km/h, and for heavy vehicles above about 65 km/h, the primary source of noise emission is generally associated with the tyre/pavement interface. There is therefore considerable activity in both Europe and in the US in finding ways of minimising this source of noise. This paper presents an overview of state-of-the-art pavement design solutions being trialled to ascertain effectiveness and long-term viability. Of particular note is the development of low noise concrete solutions which potentially offer a long-term wearing surface. An important aspect of the ongoing effort in pavement noise reduction is the need to have reliable methods to measure the noise emission from those surfaces, not only to compare one with the other but also to assess the ongoing performance of any pavement surface over time. Three methods are described—the SPB method, the CPX method and the OBSI method—each in their own way having advantages and disadvantages, but each method having a formal standard underpinning it.

State-of-the-Art Review on Sustainable Design and Construction of Quieter Pavements—Part 2: Factors Affecting Tire-Pavement Noise and Prediction Models

Traffic noise is a combination of noises produced from a number of sources. Of all the traffic noise sources, tire-pavement noise, which is emitted as a result of the interaction of rolling, slipping, or dragging tires and the pavement surface, is the dominant contributor of overall noise, particularly when vehicles are moving at higher speeds. Therefore, a number of research studies have been conducted to identify and analyze the factors affecting the generation of tire-pavement interaction noise. This helps in identifying and selecting appropriate noise mitigation techniques. In this paper, an extensive literature survey on the factors affecting tire-pavement noise is presented, and different views on the impact of each individual factor are discussed. From the literature survey, it is also evident that there is a potential correlation between pavement’s material characteristics and tire-pavement noise. A comprehensive discussion about this correlation is presented in the paper. In addition, this paper discusses various mathematical models for predicting pavement noise, and their advantages and shortcomings.