“NOISELESS PAVEMENTS”

A SEMINAR REPORT

Submitted by
SHOURJYAJEET PAL
(3rd YEAR CIVIL)

Subject Name:
Seminar
(CE 681)

Seminar Guide:
Prof. Harita Gujjar
Prof. Swati Yadavalli

B.Tech 3rd year

2018

University of Engineering & Management (UEM)

University Area, Plot No. III - B/5, New Town, Action Area - III, Kolkata, West Bengal 700156

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 CERTIFICATE

This is to certify that the Seminar entitled “Noiseless pavements” presented by

Shourjyajeet pal bearing enrollment No - 12016009004015 of University of
Engineering and Management Kolkata has been completed successful .This is in
partial fulfillment for the award of Bachelor of Technology in Civil Engineering
.I wish him success in all future endeavors.

29th March, 2019

Examiner

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 ACKNOWLEDGEMENT

Our sincere gratitude and thanks towards our seminar guide Prof. HARITA GUJJAR,
Prof .SWATI YADAVALLI, University of Engineering & Management, Kolkata.
It was only with their backing and support that we could complete the project, efficiently
and legibly. They provided us all sorts of necessary help and corrected us if ever seemed to
make mistakes. We have no such words to express our gratitude. We acknowledge our
sincere gratitude to the lecturers, research scholars and the lab technicians for their valuable
guidance and helping attitude even in their very busy schedule.
And at last but not the least, we acknowledge our dearest parents for being such a nice
source of encouragement and moral support that helped us tremendously in this aspect. We
also declare to the best of our knowledge and belief that the seminar work has not been
submitted anywhere else.

SHOURJYAJEET PAL
Enrl. No: 12016009004015 Roll No.: 11

Department of CIVIL ENGINEERING.

 TABLE OF CONTENT

i. Certificate
ii. Acknowledgement

1. Introduction
2. Sources
3. Road tire noise
4. Noise optimised pavement technologies
5. Measurement techniques
6. Case study topic
7. Abstract
8. Conclusion
9. Reference
 INTRODUCTION.

• transportation-related noise is not merely an

annoyance; like other forms of pollution, it has
wide-ranging adverse health, social, and
economic effects
• Globally, highway traffic noise is a growing
problem, particularly, in urban areas where
traffic is growing at a rapid pace, and is
seriously considered a sustainable ‘‘quality of
life’’ issue.
• 3 decibel noise addition is estimated with each
doubling of traffic.
 SOURCES

• propulsion/ engine noise

• Aerodynamics

• Road/Tyre interaction

Vehicles travelling at speeds greater than 40 km/hr

, road-tyre interaction becomes a dominant
source of noise pollution in highways (accounts to
about 75–90% of the overall highway noise
energy).
 Road tyre noise

Depends upon various factors –

• Air is compressed, squeezed out and sucked back

in through successive impacts between the tyre
grooves and the road surfaces.

• Pavement’s texture and its bulk properties are

major governing factors. Generally, pavement mix
designs are done keeping in mind its texture,
porosity, stiffness, voids, number and thickness of
layers.
• Porosity – Higher the porosity, lower the noise as
it reduces the pumping of air through the tyres.

• Voids – Noise fails to propagate properly as the

voids filled with air have a dampening effect on the
propagating acoustic wave. Therefore its size and
number plays an important role. Smaller the voids
and increase in its number decreases the noise level
significantly
• Thickness – Generally thicker the pavement, lesser
is the noise.
• Pavement age – Every one year 0.5 dB increase in
the noise level.

• Vehicle speed – Increase in speed increases the

pumping of air, thereafter increases the noise level.
Noise optimised pavement technologies

POROUS ASPHALT

• Porous asphalt (PA) is to date, the most

efficient road surface technology in terms of
noise reduction. It is mostly used as a single
porous layer.

• 15-30% air voids.

• Thickness ranging from 40mm to 50 mm is

generally seen.

• Clogging of porous asphalt is a main

concern; as it reduces its efficiency.
Therefore is used in high volume high speed
roads where the suctioning effects of tyres on
pavement tend to pull out debris from the
pores.
POROELASTIC ROAD SURFACE (PERS)

• PERS is defined as a mix that contains

from 20 to 40% of air voids and is mainly
made of rubber. The rubber content is
about 20% in volume of the mix.
Aggregates and rubber are bound by a
polymer modified asphalt or polyurethane
binder.

• Virtually, any type of good performance

binder could be used; however, only
bitumen and polyurethane binders have
been used to the present time.

• This type of material provides a very

elastic surface which is beneficial to the
vibration rolling noise produced by vehicle
tyres. According to Swedish-Japanese
studies, poroelastic road surface provides
an effective reduction of tyre-pavement
 noise between 5 and 15 dBA compared
with conventional dense asphalt surfaces.

• Not used extensively as it fails to provide

sufficient adhesion between the pavement
and the base course. Low skid resistance
and poor fireproof performance contributes
as well.

• Relatively new technology and is

expensive.
STONE MASTIC ASPHALT (SMA)

• Small size aggregates are generally used

(5mm or 6mm).
• Gap graded course concrete.
• Fibres are used in the mix along with
powdered crumbs of rubber
• Void content ranges from 5 to 10%

ASPHALT RUBBER FRICTION COURSE

(ARFC)

• An asphalt rubber friction course (ARFC)

is usually a wearing surface layer that is
built using either a gap graded or open-
graded asphalt mix and which contains
from 15 to 20 percent of crumbs of rubber
in it, by weight of liquid asphalt cement.
• Noise reductions range up to 6.7 dBA.
• Costly
THIN, VERY THIN AND ULTRA-THIN
SURFACING (VTAC)

• Laying down is easy and quick, thus

limiting traffic hindrance and costs.

• Surface properties are homogeneous and

can be good in terms of noise reduction and
often excellent in terms of skid resistance.

• Open-graded thin layer are becoming very

popular for noise reduction in urban areas,
where porous surface are banned because
of clogging problems and low shear
resistance.

• The use of modified bitumen with

polymers prevents the binder from flowing
and enhances the mechanical properties
and the durability of the mix.

Reductions of road traffic noise between 3 and

9 dB
CEMENT CONCRETE SURFACES

• Porous concrete is the only type that can

be considered as “quiet”. The void
content is large, intentionally built in by
using a gap- or open-graded mix.

• Porous asphalt concrete, porous cement

concrete provides both low noise
emission and good drainage capacity.

All these are recent technologies contribute

towards mitigating the noise level . When
the pavements are made inculcating any of
the above technologies and preserves its
acoustical characteristics for over three
years (also in this case clogging evolves)
those can be qualified as a noiseless
pavements
MEASUREMENT TECHNIQUES

• Statistical Pass-By (SPB) measurement method

specified in ISO 11819-1 (1997).

• Controlled Pass-By (CPB) method.

• Close Proximity (CPX) method

Defined by (ISO/CD 11819-2, 2000; ISO 13472-1,
2002).

• On-Board Sound Intensity (OBSI) method

whose details are available in
AASHTO TP 76-12.

• The CPX and OBSI methods are very popular as

the two techniques house the noise measuring
microphones very close to the tyre/road interface.

CASE STUDY
TOPIC –
METHODOLOGY IN
DEVELOPMENT OF TYRE/ROAD
NOISE ASSESSMENT INDIA
 ABSTRACT

Field noise measurements of the 17

conventional asphalt concrete (AC), four
Portland cement concrete (PCC), and
two plastic modified asphalt concrete
(PMAC) in Bangalore city covering about
24 km of roadway stretches at varying
traffic speeds. Field noise measurements
were performed using a noise meter
mounted underneath a trailer developed in
this study and attached to the parent
vehicle. Overall, PMAC sections produced
the highest noise levels than the PCC
followed by the conventional AC sections
COMPONENTS OF NOISE TRAILER
CONCLUSION
• There was a reduction of about 2–3 dB in
pavement noise levels of AC sections, 3–4
dB for PCC, and 2–4 dB for PMAC with an
average 5 km/h reduction in the speed.
• The main characteristics of the flexible AC
mix that made it a noise-reducing material
were higher porosity (air voids) of about 4–
6% in comparison with the PCC mix of
insignificant porosity. PMAC sections did
not provide noise absorbing effect, instead
were noisier than the AC and PCC mixes.
The PMAC mix types in Bangalore had
higher stiffness (70% differential)
properties than the AC mix, which could
have produced higher noise levels .
• Increase of about 0.5–0.7 dB with every
year increment for the AC sections.
Although the two PCC sections that were
laid within the last 3 years had a difference
of about 2 dB.
• Both the PMAC sections were laid at
around the same time (6 years) and
hence, produced the same noise level.
 REFERENCE

• http://www.elsevier.com/locate/cscm

• www.sciencedirect.com

• www.google.com