Design Of Rumble Strips Research Articles

An optimization of sinusoidal rumble strip design parameters

Previous research has shown that rumble strips using a sinusoidal profile can reduce pass-by noise while creating equal or greater interior noise and vibration compared to more conventional discrete strips. Several different sinusoidal designs have been proposed and evaluated in previous research, however, a single design has yet to be confirmed. In the current research, 20 different sinusoidal designs were installed on a two-lane highway each with different parameters of wavelength, peak-to-peak amplitude, and recess below the existing pavement. The test matrix included wavelengths varying from 30.5 to 60.9 centimeters, peak-to-peak amplitudes from 7.9 to 12.7 millimeters, and recesses of 0 and 3.8 millimeters. Previous research has also shown that the performance of individual designs depends on the individual vehicles used in the testing. In this research, four vehicles of from each of four different design types were used and averaged together to judge the performance of the 20 rumble strip designs for pass-by noise, and interior noise and vibration. From this research, the recommended design is one with a 38.1 centimeters wavelength +/- 12.7 millimeters, no recess, and a peak-to-peak amplitude of 11.1 to 12.7 millimeters. The results used to justify this recommendation are presented in this paper.

Effective Low Noise Rumble Strip Design and Performance

The purpose of the NCHRP 15-68 Effective Low Noise Rumble Strips project research was to develop and recommend a rumble strip design to achieve somewhat conflicting goals. The design was to minimize the exterior noise that can affect residences along a roadway while producing sufficient interior noise and vibration inside the vehicle to alert the operator of a lane departure. Review of the previous research indicated that this could best be accomplished with a rumble strip of a sinusoidal profile. The first portion of this research was to develop a recommended test procedure which was presented at the 2022 TRB Annual Winter Meeting. Using this procedure, sinusoidal strips were tested in three different states, which included four different wavelengths, 12, 14, 18, and 24 in. The smallest of these produced sufficient interior noise and vibration; however, it produced higher levels of pass-by noise. The largest of these produced the lowest pass-by levels but insufficient interior noise and vibration relative to existing criteria. To explore the intermediate dimensions, 20 different designs of sinusoidal rumble strips were constructed and tested in Washington State. In addition to wavelength, the peak-to-peak dimension of the sinusoidal shape, and the amount that the shape was recessed relative to the existing pavement surface were tested. From the results of the testing of strips, a wavelength of 14 to 15 in., a peak-to-peak amplitude of 7/16 in., and no recess are recommended.

Development of a recommended practice for evaluating rumble strip noise and vibration performance

As part of the NCHRP 15-68 project "Effective Low-Noise Rumble Strips" project, a recommended measurement program was developed for evaluating the noise and vibration performance of rumble strip designs. Two rumble strip designs located in Northern California, which included cylindrical indentations ground into the pavement at regular intervals and a continuous sinusoidal profile, were used to assess the input to a vehicle operator and the resultant exterior noise when the vehicle departed from the travel lane. Measurements were conducted on and off shoulder rumble strips at 60 and 45 mph with eight light vehicles ranging from small compact passenger cars to large sport utility vehicles. Six triaxial vibration measurements and six microphone locations were evaluated on the interior of the vehicle, and from these measurements, one primary and one (optional) secondary location for noise and vibration were selected for the recommended procedure. Vehicle pass-by measurements were also made following the procedures of AASHTO TP 98 Statistical Isolated Pass-By Method. While not required, on-board sound intensity (OBSI) testing is recommended to establish the off-strips pavement level. The recommended procedure is intended to be used by transportation agencies and other practitioners to assure comparable results when evaluating existing and alternative rumble strip designs.

Effective low noise rumble strip design and performance

The purpose of the NCHRP 15-68 Effective Low Noise Rumble Strips project was to develop and recommend a rumble strip design capable of minimizing the exterior noise that can impact residences along a roadway while producing sufficient noise and vibration inside the vehicle to alert the operator of lane departure. A review of the previous research indicated that this could best be accomplished with a rumble strip of a sinusoidal profile. Twenty sinusoidal test sites were installed in Washington State, varying the wavelength from 12 to 24 inches, the peak-to-peak amplitude from 5/16 to 1/2 inch, and the recess from 0 to 1/8 inch. Each of the test sites were evaluated using the recommended test procedure developed during Phase I of the NCHRP project, which included a primary interior noise measurement, a primary interior vibration measurement, and an exterior pass-by measurement. Based on the accepted interior noise and vibration standard of 10 dB or more difference on and off the strips and the design goal used in this research of 5 dB or less at the pass-by location, the recommended rumble strip design is a sinusoidal profile with a 15-inch wavelength, a 7/16- to 1/2-inch peak-to-peak amplitude, and a 0-inch recess.

Investigation on Effectiveness of Rumble Strip Designs to Alert Run-off-road Vehicles on Expressways

"ENGINEER", established in 1973 by The Institution of Engineers, is a Journal for dissemination of Engineering knowledge, published quarterly.If you are interested in contributing an Original Technical Paper based on research by the author(s) (intended for Section I) or an Original Article of Professional or Technical interest related to Engineering. (Section II) to this journal please go through the publication checklist which can be downloaded from here.Cover DescriptionCover images show a few views of the Maduru Oya reservoir and construction of right bank canal. The Institution of Engineers, Sri Lanka, acknowledges Eng. L.D. Amila Sanjeewa of the Department of Irrigation for providing images and related information of the project.

A survey on road noise prediction for milled shoulder rumble strip designs

Cell phones, navigation systems and extended work hours are only some of the causes of distracted or fatigued driving, which increases the likelihood of crashes in road networks. To address this problem, Departments of Transportation (DOTs) nationwide have implemented warning devices called rumble strips, which can be installed on road pavements to alert the drivers of lane departures. While rumble strips are successful in preventing drivers from running off road, they create additional roadside noise, which sometimes becomes annoying for the residents in the vicinity. Ongoing research aims to mitigate rumble strip noise. This survey synthesises the current state of knowledge for noise assessment of rumble strips and identifies current gaps in existing techniques and associated models to guide future research efforts to best address rumble strip effectiveness.

A survey on road noise prediction for milled shoulder rumble strip designs

A survey on road noise prediction for milled shoulder rumble strip designs

In-Vehicle Evaluation of Milled Rumble Strips in Pre– and Post–Chip Seal Maintenance Periods

Driver fatigue and drowsiness can have a profound impact on safety. Centerline and shoulder rumble strips are popular countermeasures designed to produce audible and tactile warning when vehicles deviate from the travel lane onto the rumble strips. These warnings reduce the risk of lane departure crashes. Studies show that the noise produced by rumble strips is a function of many variables. Rumble strip depth is known to have the greatest impact in alerting drivers. However, chip seal pavement maintenance operations tend to reduce the original rumble strip design depth, which may have an impact on the functional effectiveness of the rumble strips. The purpose of this study was to conduct a controlled experiment to understand the relationship between milled rumble strip depth and noise and vibration in the vehicle cab. In-vehicle noise and vibration levels were collected on rumble strips of five depths (⅛, ¼, ⅜, ½, and ⅝ in.) and three types (shoulder, single centerline, and double centerline) on three highways in the state of Nebraska by two vehicles traveling at speeds of 45, 55, and 65 mph. Rumble strip depths at ⅛-in. intervals were used to simulate the influence of a chip seal on rumble strip effectiveness. From the in-vehicle sound and vibration levels of all the tested rumble strip depths, it can be hypothesized that a ⅛-in. reduction in the current milled rumble strip design depth, as a result of chip sealing, would not cause a practical reduction in the effectiveness of rumble strips producing audible and tactile warnings to alert drivers.

Centerline rumble strip sound level evaluation—Comparison of four designs

Results of sound level monitoring of four alternative centerline sinusoidal rumble strip designs are discussed: a single strip 14 inches wide and a double strip of two 8 inch wide strips 4 inches apart each with depths—3/8 inch or ½ inch. These results supplement those presented at the Pittsburgh 2015 meeting (3aNS5). Tests were performed at 60 mph with three different vehicles—passenger car, pickup truck, and a six-wheel heavy maintenance truck. One-third octave band sound levels were taken 50 and 75 feet from the edge of the roadway, as well as inside the vehicle. Digital audio recordings were also taken. The single 14 inch design with ½ inch depth was recommended for implementation by MnDOT since it provided good driver feedback but less exterior noise than the other designs for passenger cars but also good results for pickup trucks, a significant portion of the vehicle fleet. Based upon an evaluation of alternative rumble strips by motorcycles and bicycles at the MnROAD test facility, the single strip...

Rumble strip sound level evaluation—Comparison of three designs

Results of sound level monitoring from three types of longitudinal rumble strips installed along the edge of two-lane rural roads are discussed. This study was in response to objections by landowners about unwanted noise caused by vehicles traveling over rumble strips. The ultimate study goal is to provide maximum tactile and tonal sound levels at the driver position while minimizing exterior sound levels. Both exterior and vehicle interior sound levels were measured for three longitudinal edge-of-pavement rumble strip designs—California, Pennsylvania, and Minnesota. Simultaneous digital audio files were also recorded. Three vehicles types were tested at 30, 45, and 60 mph. Comparison of exterior levels and interior sound levels showed that the Pennsylvania design is the quietest, both interior and exterior. Interior levels from the Minnesota and California designs are similar but exterior levels are higher for the Minnesota design. The California design generates two tonal peaks. The Minnesota design generates only one higher tonal peak. Studies to date have not accurately addressed the distance at which a rumble strip signal can be heard. Sound levels were projected perpendicular to the roadway suggesting detectability at over a mile from the Minnesota design in a typical rural environment.

Increasing Road Safety by Influencing Drivers’ Speed Choice with Sound and Vibration

This paper discusses road safety issues and the necessity for safety enhancements, especially on rural roads. Points of discontinuity in infrastructure consistently lead to serious accidents. The major causes of these accidents are inattentiveness and excessive speed. A possible measure to increase attention and reduce speed is installation of transversal rumble strips (TRS). The German government funded a research project to evaluate the use of these strips in the approaches to hazardous bends. The design of rumble strips was optimized on the basis of literature research and metrological preexaminations. The resulting design is expected to create a maximal impact on the driver. The effect of these optimized rumble strips on speed choice was tested by field studies. In the approaches to hazardous bends on rural roads, rumble strips were installed according to the design of the pretests. The impact on the drivers’ behavior, especially on speed choice, was investigated by before-and-after analyses with radar measurements and video surveying. In addition to statistical analyses of the effect on the driving speed, detailed investigations on the impact to special driver groups and car types were performed. According to the analysis made in this research project, TRS are cost-efficient and have a positive effect on driving behavior and hence on road safety.

Factors that Influence the Effectiveness of Rumble Strip Design

This study focuses on the impact of vehicle speed, vehicle type, pavement type, and rumble strip design (e.g., application method and dimensions) on the level of sound change that motorists perceive when they traverse rumble strips. Through data collected for this study and from previous research, it was found that sound change is based on the ability of a rumble strip design to convert kinetic energy effectively from vehicle tires into sound. The factors investigated in this study and their impact on sound change are as follows: (a) Width, length, and spacing should be adequate to allow for maximum tire displacement while the vehicle tires are traversing rumble strips. Sound levels will increase as strip width and length increase until the tires are able to obtain maximum displacement. For raised rumble strips, sound will increase as spacing increases until maximum tire displacement is reached. (b) Provided that width, length, and spacing are not limiting maximum tire displacement, sound increases as rumble strip depth or height increases. (c) Milled, rolled, button, profiled, and formed rumble strips can produce adequate changes in sound for drivers of passenger vehicles provided the appropriate design is used. (d) Only milled rumble strips produced an adequate change in sound for drivers of commercial vehicles. (e) As the roughness of the pavement surface increases or as the speed of a vehicle increases, so does the ambient noise, which means that more aggressive rumble strip designs are necessary.

Analysis of Gap Patterns in Longitudinal Rumble Strips to Accommodate Bicycle Travel

Rumble strips can offer significant reductions in run-off-road crashes on rural highways. Newer ground-in rumble strip designs can be installed on a wider variety of shoulders, but these new designs have a much greater negative effect on bicycle traffic than did previous designs. The feasibility of placing gaps in a rumble strip pattern to permit bicycle traffic to cross the rumble strip area without striking the rumble strip pattern itself was investigated. A recommended minimum length for these gaps to accommodate bicyclists of varying abilities at speeds representative of downhill conditions was also determined. On the basis of experimental information collected, the researchers recommend that rumble strips on noncontrolled-access highways include periodic gaps of 3.7 m (12 ft) in length, and that these gaps be placed at periodic intervals at a recommended spacing of 12.2 m (40 ft) or 18.3 m (60 ft).