08 HansenNE AUPG Meeting Ha… · Nature of Noise – For speeds greater than 35 mph for cars and...
Transcript of 08 HansenNE AUPG Meeting Ha… · Nature of Noise – For speeds greater than 35 mph for cars and...
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Tire/Pavement Noise
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FHWA Guideline – 67 dB(A) -
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Noise terminology - dB
Acousticians use a logarithmic scale when measuring Sound Pressure Levels (SPL)The unit for SPL is the dB
0 dB is the threshold of hearing120 dB is the threshold of pain1 dB is the smallest difference in sound pressure level that our hearing is capable of perceiving under ideal circumstances
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Noise Terminology – dB(A)
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Noise Terminology - frequency
Frequency spectrum – graphical representation of SPL (dB) as a function of frequencyHearing range – 20 to 20000 Hz1000 Hz is considered the middle of the bandSound at low frequencies is less attenuated by distance than sound at high frequenciesThus low frequency sound will propagate further from the road
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Frequency Spectrum for a Pavement
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65
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85
95
400 800 1200 1600 2000 2400 2800 3200 3600 4000
Frequency (Hz)
Noi
se L
evel
(dB
)
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Nature of highway noiseTire/pavement
Generally the primary source at highway speeds (greater than 35 mph)
Level is dependent on vehicle type, vehicle speed and tire type
Other sources include Vehicle – engine, exhaust, etc.Aerodynamic sources
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Nature of highway noiseSound absorption
of pavementGreater absorption – less sound reflected off road and into communitiesSome quiet pavements absorb high frequency sound
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Nature of Noise –
For speeds greater than 35 mph for cars and 45 mph for trucks pavement/tire noise dominates. (Billera, et al., TRR 1601)
Sandburg – Cross-Over Speeds (the speed above which the tire/road noise is more important than the power train noise
Cars Cruising – 25 Km/hr (16 mph)Accelerating – 45 km/hr (28 mph)
TrucksCruising – 35 km/hr (22 mph)Accelerating – 50 km/hr 32 mph)
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Measurement of Traffic Noise
Source measurement – measures the effect of quiet pavement on the tire/pavement interaction at the sourceWayside measurements –measures the effects of quiet pavements on communities
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Source measurement
Finnish
English
French
Common Procedure in Europe
Standard is ISO 11819-2
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NCAT Close Proximity Noise
Trailer
Meets ISO 11819-2
Microphones
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NCAT TrailerAdvantages
Isolates tire/pavement noiseGreat for comparing road surfaces
Efficient and inexpensiveMeasures the road properties along extended length of road surface
DisadvantagesIsolates tire/pavement noise
Cannot determine the quiet pavement benefits in communities – correlation with wayside measurements is being investigatedSingle vehicle/tire type is represented
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NCAT CPX Trailer
AZ CPX Trailer
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100
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90 92 94 96 98 100 102 104 106
NCAT CPX TRAILER
AZ
CPX
TR
AIL
ER
R2 = 0.93
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Wayside measurementsStatistical pass-by method
Based on measuring the noise level from a minimum of 180 single-vehicle passbysCan compare pavements at different locationsMicrophones generally set at 50 ft from roadway
Controlled pass-by Same as statistical pass-by but with limited number of vehicles
Time-averaged methodNoise-level is measured continuously over a time periodTraffic counts & metrological data is needed
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Wayside Measurements –Site Layout
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Wayside measurementsAdvantages
Results account for mix of trafficResults account for noise from all sources (tire, engine, exhaust)Helps to determine enviromental effects & noise abatement policy
DisadvantagesTime consuming and costlyExamines road properties at only one locationStrict measurement conditions (site geometry, traffic density, etc.)
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Knowledge GapCan the source measurements be correlated to the wayside measurements?Two preliminary studies have been done – they showed it could be done and the difference is about 23 dB(A)Thus, if the trailer measures 95 dB(A) – at 25 feet from the source the noise level would be 72 dB(A)More work is needed!!
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Noise Characteristics of Pavement Surfaces
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Pavements tested
LocationsNCAT test track, Michigan, Alabama, New Jersey, Maryland, Colorado, Nevada, California, Arizona, Texas, Florida, Virginia
Numbers of surfaces testedTotal – 244 surfacesHMA – 201 surfacesPCCP – 43 surfaces
Currently conducting testing in –Minnesota and Colorado
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Transverse Tining
Average 103.6 dB(A)
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Longitundinal tining
Average 99.6 dB(A)
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Diamond Ground
Average 98.9 dB(A)
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DENSE GRADED HMA
Average of all testing – 95 dB(A)
Range 93 to 99 dB(A)
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SMA
Average 97.6 dB(A)
Range 95.5 to 100.5
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-19 mm100.5 dB(A)NJUS 1
200219 mm 96.9 dB(A)COI – 225 N
200319 mm96.3 dB(A)COI – 70 W
200212.5 mm96.2 dB(A)COUS 50
199419 mm99.0 dB(A)MDI - 83
200312.5 mm98.9 dB(A)MDI - 495
200312.5 mm97.7 dB(A)MDI – 270
20029.5 mm95.5 dB(A)MDMD 50
Date PlacedMixNoise LevelStateRoute
SMA
The smaller the nominal maximum size of the aggregate the lower the noise level.
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OGFC
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The OGFC Absorbs Part of the Sound Energy
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Open Graded Mixes
Alabama OFGCAverage: 97.2Range: 95 to 98
Nevada – No rubber1 yr – 93.7, 6 yr – 93.6, 8 yr – 93.811 yr – 98.8
Arizona – Rubber modifiedAverage: 92.0
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400 800 1200 1600 2000 2400 2800 3200 3600 4000
Frequency (Hz)
Noi
se L
evel
(dB
)
Colorado - {95.1 dB(A)} - 2003
Nevada - {93.8 dB(A)} - 2003
Alabama 1-7 - {98.6 dB(A)} - 2001
Arizona - {91.5 dB(A)} - 2002
OGFC Comparisons
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98.695.193.891.5Noise Level
17 %21 %--Air Voids
6.146.005.005.42Fineness Modulus
3.23.321.2No. 200
-611-No. 16
98-6No. 8
14114538No. 4
5664951003/8 inch
8998100-½ inch
100100--¾ inch
AL 1 – 72Colorado2Nevada1Arizona1Gradation
GRADATIONS
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Effect of Air Voids on Noise (OGFC)
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12 13 14 15 16 17 18 19 20 21
Air Voids (%)
Noi
se L
evel
dB
(A)
R2 = 0.71
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QUIET PAVEMENT - Europe
Two Layer Porous Asphalt- 2.5 cm fine grade (top) 2/6 or 4/8
mm aggregate
- 4/5 cm course grade 11/16 mm aggregate (lower layer)
- 8-9 dBA quieter than conventional mixes
- 4 dBA quieter than single layer (high speed)
- Higher cost than single layer mix (25-35 %)
2.5 cm fine grade
4.5 cm coarse grade
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Conclusions
OGFC mixes reduce the high frequency noise
The gradation of an OGFC affects the low frequency noise – the coarser the mix the higher the low frequency noise
Based on European testing – thickness may also reduce low frequency noise
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Variability on the Road
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Typical variability
HMA – Average variability over a one–mile section of roadway –3.6 dB(A)
PCCP – Average variability over a one-mile section of roadway –4.4 dB(A)
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MOGFC - 2
Under a Bridge
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Pavement Under Bridge
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Conclusions
The noise level of a highway is a lot more variable that most folks doing noise testing understand it to be.This variability needs to be considered when doing side line measurementsYou can pick – low or high noise areas depending on what you want to prove
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Effect of Age on Noise
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Test Track
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97
0 0.5 1 1.5 2 2.5 3 3.5
Age (Millions of ESALs)
Noi
se L
evel
(dB
(A)) SMA
NovaCHip
Superpave
OFGC
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What Makes a Difference?
TextureMaximum aggregate sizeNegative (rolled) surface
VoidsMore is better
ThicknessThicker is better
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Questions ?