Temperature effect on tyre–road noise

Anfosso-Lédée, Fabienne; Pichaud, Yves

doi:10.1016/j.apacoust.2006.06.001

Cited by 54 publications

(42 citation statements)

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“…‚ A semi-generic temperature correction coefficient of´0.06 dB(A)/˝C as proposed by [21]; ‚ For dense asphalt mixtures,´0.10 dB(A)/˝C, and for porous asphalt mixtures, 0.06 dB(A)/˝C [22]; ‚ A generic temperature correction coefficient of´0.10 dB(A)/˝C was used for all road surfaces in [23]; ‚ For dense asphalt mixtures,´0.10 dB(A)/˝C, and for porous asphalt mixtures, 0.05 dB(A)/˝C [24].…”

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confidence: 99%

The Acoustical Durability of Thin Noise Reducing Asphalt Layers

2016

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Abstract:Within the context of the European Noise Directive, traffic noise action plans have been established. One of those actions is to deepen the knowledge about low noise roads, as they are considered the most cost-efficient measure for traffic noise abatement. Therefore, ten test sections were installed in May 2012 in Belgium, with the objective of integrating Thin noise-reducing Asphalt Layers (TAL) in the Flemish road surface policy in a later stage. Eight test sections are paved with TAL with a thickness of a maximum of 30 mm and a maximum content of accessible voids of 18%. The other two sections consist of a Double-layer Porous Asphalt Concrete (DPAC) and a Stone Mastic Asphalt (SMA-10 as a reference section). The acoustical quality of the asphalt surfaces has been monitored in time using Statistical Pass-By (SPB) and Close-ProXimity (CPX) measurements up to 34 months after construction. Texture measurements performed with a laser profilometer are linked to the noise measurement results. Very promising initial noise reductions were found, up to 6 dB(A), but higher than expected acoustic deterioration rates and the presence of raveling led to noise reductions of a max. of 1 dB(A) after almost three years. It is shown that the construction process itself has a large influence on the acoustical quality over time.

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confidence: 99%

The Acoustical Durability of Thin Noise Reducing Asphalt Layers

2016

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“…In this condition temperature inversion driven stable atmosphere in the early morning and late evening monitoring hours. In the early morning and late evening hours temperature inversion also may occur which results in a stable atmosphere that hinders the dispersion of air pollutants an increase in traffic noise level close to the road due to lower pavement temperature has been reported by Anfosso-Ledee et al (37) and Bueno et al (38). Correlations between AEF and relative humidity and between AEF and wind speed were statistically insignificant for the post-monsoon season.…”

Section: Seasonal Relationship Of Aef With Air Temperature Relative mentioning

confidence: 82%

Assessment of Seasonal Variations of Average Traffic Pollution Levels in Curbside Open-Air Microenvironments in Kolkata, India

2016

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Background: Traffic is a source of both noise and air pollution, contributing more than 50% of the total environmental noise and air pollution load of urban areas. Objectives: The objective of the research was evaluation of seasonal variations of the average traffic pollution level (ATPL) in terms of traffic noise and concentrations of PM 2.5 and NO 2 in curbside open-air microenvironments in Kolkata, India. Materials and Methods: Number of total motorized vehicles (TMV) traffic noise, and PM 2.5 and NO 2 concentrations were monitored repeatedly in the microenvironments of 21 major roads between 08:00 a.m. and 08:00 p.m. in the post-monsoon (winter) and premonsoon (summer) seasons. Simultaneous data on air temperature, relative humidity, and wind speed were collected from a roof-top automated weather monitoring station. The exceedance factor (EF) was calculated for traffic noise level and concentrations of PM 2.5 and NO 2 . The average exceedance factor (AEF) was calculated to determine ATPL of the microenvironments in terms of traffic noise level and air pollutant concentrations. Interseasonal variations between the same variables were assessed with post-monsoon to pre-monsoon (W/S) ratio and correlation analysis. Results: ATPL was 3.35 times higher in the post-monsoon and 1.83 times higher in the pre-monsoon season than the permissible limits prescribed by the central pollution control board of India with respect to traffic noise level and PM 2.5 and NO 2 concentrations. W/S ratio and interseasonal correlation were 1.03 and 0.95, respectively, for TMV; 1.00 and 0.68 for traffic noise level; 2.40 and -0.11 for PM 2.5 concentration; 1.74 and 0.19 for NO 2 concentration; and 1.92 and 0.01 for AEF. Conclusions: ATPL was higher in the post-monsoon season. W/S ratio and correlation analysis revealed interseasonal homogeneity of TMV and traffic noise levels and interseasonal heterogeneity of air pollutant concentrations and ATPL in the city microenvironments.

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“…The correlation might be attributed to higher pavement temperature which co-occurs with higher air temperature [31]. Reduction in traffic noise level to proximity of a road due to higher pavement temperature was also accounted in the research work of Anfosso-LédéE et al and Bueno et al [32, 33]. On the contrary a very weak positive correlation of 0.19 ( p < 0.01) was accounted between relative humidity and prevailing traffic noise level at the microenvironment.…”

Section: Resultsmentioning

confidence: 99%

Critical assessment of day time traffic noise level at curbside open-air microenvironment of Kolkata City, India

Chowdhury

Debsarkar

Chakrabarty

2015

J Environ Health Sci Engineer

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BackgroundThe objective of the research work is to assess day time traffic noise level at curbside open-air microenvironment of Kolkata city, India under heterogeneous environmental conditions.ResultsPrevailing traffic noise level in terms of A-weighted equivalent noise level (Leq) at the microenvironment was in excess of 12.6 ± 2.1 dB(A) from the day time standard of 65 dB(A) for commercial area recommended by the Central Pollution Control Board (CPCB) of India. Noise Climate and Traffic Noise Index of the microenvironment were accounted for 13 ± 1.8 dB(A) and 88.8 ± 6.1 dB(A) respectively. A correlation analysis explored that prevailing traffic noise level of the microenvironment had weak negative (−0.21; p < 0.01) and very weak positive (0.19; p < 0.01) correlation with air temperature and relative humidity. A Varimax rotated principal component analysis explored that motorized traffic volume had moderate positive loading with background noise component (L90, L95, L99) and prevailing traffic noise level had very strong positive loading with peak noise component (L1, L5, L10). Background and peak noise component cumulatively explained 80.98 % of variance in the data set.ConclusionsTraffic noise level at curbside open-air microenvironment of Kolkata City was higher than the standard recommended by CPCB of India. It was highly annoying also. Air temperature and relative humidity had little influence and the peak noise component had the most significant influence on the prevailing traffic noise level at curbside open-air microenvironment. Therefore, traffic noise level at the microenvironment of the city can be reduced with careful honking and driving.

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Temperature effect on tyre–road noise

Cited by 54 publications

References 0 publications

The Acoustical Durability of Thin Noise Reducing Asphalt Layers

The Acoustical Durability of Thin Noise Reducing Asphalt Layers

Assessment of Seasonal Variations of Average Traffic Pollution Levels in Curbside Open-Air Microenvironments in Kolkata, India

Critical assessment of day time traffic noise level at curbside open-air microenvironment of Kolkata City, India

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