Curs Emisii Zgomot Asfalt PDF

Noise level reduction through
SILENT ASPHALT
Study carried out on the order of the

Federal Ministry of Public Works and Technology
by
Hon.·Prof. Dipl.-Ing. Dr. techno Gottfried Nievelt
a. o. Univ.-Prof. Dipl.-Ing. Dr. techno Gerhard Stehno
Dipl.-Ing. Dr. techno Helmut Stickler
Dipl.-Ing. Johann Ertl
Editor, Copyright, and Publisher:
CT Bitumengesel!schaft m. b. H.
Theobaldgasse 7, A·1060 Vienna
GF Dipl.·lng. A. Tibor Nemeth
Responsible for the contents:

Dipl.·lng. Zivilingenieur Dr. techno Gottfried Nievelt
Hon.-Prof. TU Innsbruck
Wiener StraBe 35, A·2000 Stockerau
a.o. Univ.·Prof. Dipl.-Ing. Dr. techno Gerhard Stehno
Zivilingenieur fOr Bauwesen
Wiedner HauptstraBe 23-25, A·1040 Vienna
Dipl.·lng. Dr. techno Helmut Stickler
Zivilingenieur fOr Bauwesen
Lohbachufer 21, A·6020 Innsbruck
Summary
"Silent Asphalt" (FIOsterasphalt) is a two-layer, extremely elastic road surfacing which can
be applied without joints in thicknesses of three to eight centimeters on any supporting base
course and road surfacing.
Tests carried out under this project on the Angath test section (A 12 km 14_5-16.0) demons-
trate that the road surfacing using silent asphalt offers considerable advantages when
compared with conventional road surfacings. These advantages include:
- The open·graded asphalt applied on a highly elastic membrane layer has a high voids
content ranging between 16 and 20 percent due to the special, highly elastomeric binder
used in its preparation and thus ensures satisfactory drainage of any surface water
accumulating on the road. During the "wet" measurements hardly any spray was thrown
up behind the vehicles passing by.
- The highly elastic membrane layer ensures perfect insulation against the penetration
of surface water into the underlying courses.
- In comparison with conventional drain asphalts the abrasion resistance is higher by

40 percent, so that rutting is prevented, and a long service life may be expected of the
silent asphalt surfacings.
- The extremely good flexibility at low temperatures and a rigidity modulus higher by
60 percent than that of conventional bitumens combine to provide durable open-graded
surface courses eliminating aquaplaning and spray and thus, increasing traffic safety.
- The application of silent asphalt takes little time, and traffic disturbances can be I(ept
to a minimum. Work on the Angath test section with an area of 30,000 square meters
was completed within eight calendar days.
- The appl ication of silent asphalt on the concrete pavement of the test section reduced
the traffic noise level by 4.1 to 5.5dB.
The highest mean noise level reduction (5.3dB) was obtained during the night measure-
ments followed by 4.9dB during the "wet" measurements and 4.3dB during the day
measurements. The results of the measurements taken on a dry road surface showed
that the noise level at all four measuring points by day and by night had on the average
been reduced by 4.8dB. The greatest noise level difference measured at the frequency
of 4,000 Hz was 10dB.
- The high-frequency whizzing sounds produced by vehicles passing by on a wet concrete
pavement had been eliminated by silent asphalt. The relevant energy-equivalent
permanent sound level was on the wet concrete pavement by 0.6dB higher than on the
dry one. In the case of silent asphalt there was no difference in the noise levels on the
wet and dry road surfaces.
- The road/tire noise level measured on silent asphalt for a passenger car was reduced
by 8.2dB and the road/tire noise level measured on silent asphalt for a truck was
reduced by 8.8 dB.
- The road/tire noise produced on concrete pavements is, because of its dominant high-
frequency content, much more disturbing than the road/tire noise on silent asphalt. In
the medium and high frequency range, traffic noise produced on dry silent asphalt
surfaces has a level by 4.0 to 15.0dB lower than that produced on concrete pavements.
This phenomenon may be attributed to the sound-absorption capacity of the mat and
non-skid surface as well as to its smoothness and elasticity. The results of the noise
measurements are confirmed by the subjective perceptions of the people affected.
Traffic noise of lower frequency is less disturbing and better tolerated.
The application of silent asphalt is a measure suitable to control traffic noise at its source.
Silent asphalt will thus supplement or replace structural measures aimed at sound isolation.
Preface
The Angath test section has been carried out by the "ARGE FIOsterasphalt", a joint venture
group made up of CT-Bitumen Gesellschaft, Vienna; ESSQ-Spezialbitumen, Vienna; Traunfellner
Baugesellschaft, Scheibbs.
The tests on the asphalt technology and the concomitant quality checks have been carried
out by the "Nievelt-Labor" (certified laboratory for the inspection of bituminous materials,
construction materials and concrete) in Stockerau near Vienna.
The authors of this report wish to thank Dipl.-Ing. Tibor NEMETH of CT Bitumen.
Table of contents
Page
1. Introduction .................................................................................................................................. 7
1.1 Formulation of the Problem ............................................................................................... 7
1.2 Silent Asphalt ........................................................................................................................ 8
1.3 Objectives of the Research Project ................................................................................... 10
2. Test Section A 12 - Angath ..................................................................................................... 10

2.1 Requirements with regard to the Road Surface Properties .......................................... 10
2.2 Laying of the Surfacing ....................................................................................................... 11
2.2.1 Preparatory Work ........................................................................................................ 11
2.2.2 Application of the Surfacing .................................................................................... 12
2.3 Acceptance Test on Site .................................:, .................................................................. 14
2.3.1 Planeness .................................................................................................................... 14
2.3.2 Skid Resistance .......................................................................................................... 14
2.4 Constructional Engineering Opinion ................................................................................. 15
3. Noise Measurements .................................................................................................................. 16

3.1 Set up of the Measuring Points ......................................................................................... 16
3.1.1 Description of the Measuring Points ...................................................................... 16
3.1.2 The Measuring Instruments Used ............................................................................ 19
3.2 Carrying out the Measurements ........................................................................................ 19
3.2.1 Traffic Noise Measurement ...................................................................................... 19
3.2.2 Road/Tire Noise Measurement ................................................................................. 23
3.3 Meteorological Data ............................................................................................................. 24
3.4 Traffic Data ........................................................................................................................... 25
3.4.1 Concomitant Traffic Census ..................................................................................... 25
3.4.2 Results of the Speed Measurements ...................................................................... 30
3.5 Noise Measurement Data ................................................................................................... 38
3.5.1 General - Definitions ............................................................................................... 38
3.5.2 Energy-Equivalent Permanent Sound Level and Cumulative Frequency Level. 42
3.5.3 Road/Tire Noise Level ................................................................................................ 50
3.6 Results ................................................................................................................................... 51
3.6.1 Energy-Equivalent Permanent Sound Level ............................................................ 51
3.6.2 Level Frequency Distribution .................................................................................... 59
3.6.3 Frequency Spectra of the Traffic Noise ................................................................. 60
3.6.4 Road/Tire Noise .......................................................................................................... 66
3.7 Examination of the Disturbances ...................................................................................... 74
3.7.1 Loudness Levels ......................................................................................................... 74
3.7.2 Determination of the Loudness Levels ................................................................... 75
3.7.3 Assessment of the Disturbance Effect ................................................................... 75
Page
4. Laboralory Tesls on Asphalt Paving Technology .................................................................. 80

4.1 Tests Carried out .................................................................................................................. 80
4.2 Binder Examination .............................................................................................................. 81
4.3 Aggregates ............................................................................................................................ 84
4.4 Deformation Resistance ...................................................................................................... 84
4.5 Wear Resistance ................................................................................................................... 87
4.6 Adhesion ................................................................................................................................ 88
5. Conclusion .................................................................................................................................... 89
5.1 Suitability of Silent Asphalt as a Road Surfacing .......................................................... 89
5.2 Results of the Noise Measurements ................................................................................. 89
5.2.1 Energy-Equivalent Permanent Sound Level ............................................................ 89
5.2.2 Level Frequencies ...................................................................................................... 91
5.2.3 Frequency Spectra of Traffic Noise ........................................................................ 91
5.2.4 RoadlTire Noise .......................................................................................................... 91
5.3 The Sound Emission of Silent Asphalt in Comparison with other Road Pavements 92
Lileralure ........................................................................................................................................... 93
1. Introduction
1.1 Formulation of the Problem
Traffic noise is one of the least tolerable phenomena that we have to face on a daily basis.
Opinion polls taken over the last few years show that one out of every three inhabitants in our
country is disturbed by highly bothersome traffic noise. Scientists in all fields of transportation
technology and the automobile industry, as well as experts in road construction and environ-
mental engineering have been searching for decades for suitable solutions to improve living
conditions along roads exposed to heavy traffic.
So far attempts have been made to protect the people living near major roads mainly
through structural measures aimed at sound isolation. The passive protection measures taken
alongside available roads consisted mainly in the construction of nOise-isolating wall barriers,
steep earth banks, the installation of sound-isolating windows or a combination of these
protective solutions. However, these measures very often interfere with the beauty of the
landscape and, by restricting the flow of traffic, cause considerable disruption while the
construction work is going on. What is more, the installation of sound-isolating windows may
create a nuisance for the people who are affected_ These unsatisfactory structural solutions
have prompted extensive research work in the sector of road pavements and vehicle
construction.
According to ULLRICH [31] it may be assumed that the vehicle noise level of passenger
cars upshifted into the highest gear is only 1 to 2dB higher than the road/tire noise level. This
slight difference means that road/tire noise is more intensive than the motor noise and that
thus the total noise level produced by driving vehicles is basically determined by the type of
the tires, the road surface and the vehicle speed.
The maximum measured mean difference between the road/tire noise levels on a grooved
bituminous mastic concrete pavement and an asphalt concrete pavement was 6dB. This value
may be considered the maximum achievable in the attempts to reduce the road/tire noise
produced by passenger cars with the road pavements used today.
Apart from downgrade road sections where the road/tire noise alone may be relevant, the
difference will in general be lower, because the motor noise contributes to the effective noise
level. Thus, the road/tire noise reduction by 6dB will mean a reduction in the level of noise
produced by a flow of passenger cars on motorways and expressways of 3.5dB [10]. Depending
on the share of trucks, this reduction will diminish.
Considering that the reduction of the traffic noise level by 3dB (A) corresponds to
a doubling of the distance (line source),
a reduction of the traffic volume by half and
a reduction of the traffic speed by 25 percent, .,
the scope of the traffic noise implications is determined.
Therefore measures for reducing the traffic noise will be successful if within built-up areas
they aim at sound-proofing motors and outside of built-up areas with higher speeds and freely
flowing traffic they aim at the selection of appropriate road surfaces and tire deSign. Thus, the
question will have to be answered what the road construction technology may contribute to
noise control by road construction methods, pavement design, mix composition, application
processes and the finish of the road surfacings.
In selecting the type of surfacing, not only planeness, skid resistance, wear resistance and
stability but also the noise behavior as an important factor should be taken into consideration.
7
1.2 Silent Asphalt
Innovations in the sector of bituminous road pavements are at present microlayers

according to the slurry process and the hot·mixing method, both using highly elastomeric
bitumen. Also for the manufacture of open·graded asphalts intended to reduce above all
aquaplaning and the roadltire noise highly elastomeric bitumens are often used.
Open'graded asphalts have after application void contents of more than 15 percent by
volume, a coarse·grained granulometry, ensuring good drainage, and offer a number of advan·
tages for traffic safety and environmental protection [37]:
Drainage: The numerous voids of the order before·mentioned, having large intercon·
nected cross·sections, absorb the surface water within the surfacing, discharging it
into the drainage system if the rainfalls keep within certain limits. Under such circums·
tances the much-feared aquaplaning can be avoided. If precipitation, however, exceeds
the drainage capacity of the surfacing, a mechanism comes into play that also
prevents aquaplaning, i.e., the tire will press the water below its surface into the pores.
Since these pores are connected with parts of the pavement surface not touched by
the tire tread, the pressure is compensated and the wheel retains contact with the road
surface.
Roadltire noise: The voids described above are able to break the pressure waves hitting
the road at the moment the wheels rollover it and thus considerably reduce the
roadltire noise. If a highly elastomeric bitumen is used as binder, then certain elastic
components are active within the voids on the edges of the individual grains and
additionally reduce the roadltire noise, but above all its reflection in the environment.
Light reflection: Open·graded asphalts have on their surface numerous voids whose
lateral surfaces are vertical to the pavement surface. Since such areas may-unlike a
completely smooth road surfacing-reflect the headlight, open·graded asphalts seem
much lighter during the night when the headlights are on and make obstacles better
visible.
Open·graded asphalts basically consist of coarse chip fractions cemented together in

spots by fine grain fractions with a thick bitumen film. In the manufacture of the first open·
graded asphalts attempts were made to achieve high thicknesses of the binder film by the
addition of stabilizing fillers and by keeping the mixing temperature as low as possible.
Over longer transport distances, this method, of course, gave rise to difficulties. Only when
modern fiber materials were used, the necessary adhesion of thick binder films on the
aggregate could be achieved. If in addition a highly elastomeric binder is used, then the
stability of the opengraded asphalt surfacing may be highly increased and at the same time
the roadltire noise level within the surfacing additionally reduced.
The use of highly elastomeric binders means a further improvement of this open·graded
asphalt surfacing which in itself represents an innovation [37].
In the United States already the second generation of pavement surfacings using highly
elastic modified binders with special noise·absorbing properties has beed developed.
The so·called silent asphalt is a two·layer asphalt pavement using highly elastomeric
special bitumen. This special binder was developed by the Arizona Refinery Company and
standardized at the Asphalt Institute in Arizona (U.S.A.) [32 to 36]. The patent rights are held
by the Exxon Group which has been producing this special binder since 1974. Silent asphalt
has been used in Europe (for the first time in Belgium) since 1981.
Unlike the open·graded asphalts so far applied in Europe, silent asphalt is not spread
directly on asphalt or concrete pavements but instead a stress-absorbing membrane interlayer
is applied first. These courses lying between the asphalt or concrete pavement and the
drainage layer are made by spraying highly elastic bitumen at the rate of approximately 2.3 to
3.2 literslm' and covering it with precoated 5/8 or 8/12 chippings. This stress-absorbing
membrane interlayer (SAM I)
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creates a shear-resistant and durable bond with the open-graded surface course;
ensures perfect insulation against the penetration of surface water into the underlying
asphalt or concrete pavement; and
increases the noise-absorbing effect of the open-graded asphalt which is
manufactured with special patented binders and applied in a second operation step.
On this stress-absorbing membrane interlayer, the special open-graded asphalt, which

contains the highly elastomeric bitumen, is applied in a thickness of 3 to 8 cm and then
compacted.
The use of this new type of binder and the resulting high thicknesses of the film coating
the chippings produces the outstanding, permanently elastic behavior of such open-graded
courses, as they have never been achieved before with other types of bitumen [37J.
Both courses together make up the noise-absorbing silent asphalt.
1.3 Objectives of the Research Project
The satisfactory results obtained with silent asphalt abroad induced the Federal Ministry
of Public Works and Technology to apply this surfacing on a test section of the Inntal Motorway
A 12 (Fig. 1.1) to be able to carry out tests for determining
the suitability of silent asphalt as a road surfacing,
the noise-reducing properties of silent asphalt before and after its application.
The routing of the Inntal Motorway through the river valley and the heavy traffic with a high
share of goods transport means that the adjacent housing settlement areas are extremely
affected by the resulting noise.
Because of the special noise conditions near Angath, the concrete pavement in both
directions of the section 14.5-16.0 was covered by silent asphalt, since the noise-isolating
concrete wall barriers did not effectively reduce the nuisance for people living nearby.
The traffic noise on the concrete pavement and on the silent asphalt surfacing was
measured and analyzed with the following objectives in mind:
The determination of the differing energy-equivalent permanent noise levels;

At a distance of 25 m from the road;
Near buildings and structures particularly exposed to noise.
Determination of the possibility to reduce the energy-equivalent permanent noise level;
Frequency analysis of the traffic noise;
Frequency analysis of the roadltire noise alone.
2. Test Section Angath-Inntal Motorway A 12
2.1 Requirements with regard to the Road Surfacing Properties
The instructions for the preparation of the highly elastic binder as well as the mix formula-
tions were provided by the Central Laboratory of ESSO Belgium. The required binder properties
and the asphalt mix composition were determined in accordance with the binder and asphalt
qualities used in the area of the Brussels Ring.
10
Thus, in the construction of the silent asphalt test section on the Inntal Motorway A 12 in
the area of Angath in Austria binder qualities were used which in Belgium have been successful
since 1981 [13J. This means that not only the results of measurements are comparable but that
in addition the satisfactory results achieved with silent asphalt in Belgium provide the basis
for setting up requirements with regard to the road surfacing properties of the Austrian test
section. These requirements are as follows:
Fatigue resistance
Open·graded asphalt prepared with a highly elastomeric bitumen shows after an equal
number of stress and strain cycles, e.g. of 10' load repetitions, 80 percent of the
endurance strength of a conventional dense asphalt concrete, while an open·graded
asphalt made with conventional bitumen has, under the same load conditions, only
30 percent of the endurance strength of a conventional asphalt concrete. Also with
regard to permanent deformation caused by traffic silent asphalt is ahead of conven·
tional open·graded asphalts. Silent asphalt surfacings may take more than the 100·fold
stress and strain without an increase in permanent deformation in comparison with
conventional open-graded asphalts.
Wear resistance
Owing to the highly elastic properties of the special binder in the road surfacing, most
of the impact of spike tires is absorbed and abraSion, reduced.
Viscosity at high service temperatures
High cohesion and a very high viscosity of the special binder improve one of the
components of the deformation resistance deciSively, and that is the cohesive
deformation resistance. Therefore, silent asphalt shows virtually no rutting, provided
that a highly elastic binder membrane interlayer is properly laid between the open·
graded asphalt and the road surfacing and that only chippings with a Los Angeles
value of ,;20 are used for both, the chip seal and the preparation of the open·graded.
Flexibility at low temperatures
With regard to flexibility at low temperatures the highly elastomeric bitumen has a
definite advantage over conventional bitumens. Provided that at least 50 percent of the
chippings are well embedded, the loss of chippings due to low temperatures and
impact is with highly elastomeric bitumen much lower than with conventional bitumen.
2.2 Laying of the Surfacing
2.2.1 Preparatory Work

The following working steps had to be carried out before the laying operation:
Installation of the elastomer mixer immediately next to the asphalt mixing plant for the
preparation of the special binder. The elastomer mixer was a mobile machine specially
developed by ESSO Belgium.
Testing the operating condition of the elastomer mixer.
Preparation of the patented highly elastomeric bitumen with B 100 bitumen supplied by
the Schwechat refinery to which not volatile, aromatic oils in the prescribed boiling
range and synthetic ground rubber (both of foreign origin) are added. Preparation time
was two hours per batch of 15 tons basic bitumen material. At the same time the
temperature was raised from 160°C to 205°C. The changes in the viscosity of the
bitumen during the addition of additives was continuously checked.
Filling the highly elastomeric bitumen into the spreader trucks after the application
temperature of 205°C was achieved. These special vehicles are equipped with their
own heating system. They convey the binder from the mixing plant to the site and are
designed to apply the binder in a layer of uniform thickness.
11
Reloading of the special binder prepared in the elastomer mixer into the bitumen tanks
of the mixing plant and manufacture of the open-graded asphalt.
Closing the Inntal Motorway in one traffic direction and
Cutting of a wedge-shaped groove, 3 cm deep, into the concrete pavement at the
beginning and at the end of the test section to provide a neat delimination for the silent
asphalt surfacing.
Cleaning the entire test section from dust by means of a suction sweeper.
2.2.2 Application of the Surfacing
The two layers of the silent asphalt were applied in the following operations:
Application of the highly elastomeric bitumen on the concrete pavement in one

working step by spreading it evenly at the rate of 2.3 literslm' and at a working
temperature of minimum 200°C (Picture 2.1)_
Spreading on the binder membrane of precoated chippings 8/12 mm at a rate of ap-
proximately 20 kglm' by means of a chip spreader (Picture 2.2) following the spraying
truck at a maximum distance of about 40 m.
Compacting of the chippings in three operations using rubber-tired rollers.
Removing any loose chippings by means of a suction sweeper after the SAMI layer is
hardened.
Application of the like-grained open-graded asphalt using the same highly elastomeric
binder as for the binder membrane in a thickness of 3 cm by means of a finisher
(Picture 2.3).
Compacting by means of metallic rollers without vibration_
12
Picture 2.1: Application of the SAMI layer
\-
Picture 2.2: Spreading the chippings on the SAMI layer
Picture 2.3: Application of the open·graded asphalt
13
The stress-absorbing membrane interlayer was laid in dry weather at a pavement temper-
ature of about 15°C. The open-graded asphalt was in each case applied on the next working
day. For the laying of 1.5 km of silent asphalt, the Inntal Motorway A 12 was closed to traffic
only for three working days in each direction.
2.3 Acceptance Test on Site
2.3.1 Planeness
The acceptance of the planeness was carried out to RVS 8.627 item 6.64. The required
planeness in the longitudinal and transverse gradient was achieved throughout.
2.3.2 Skid Resistance

Measurements of the skid resistance by means of the Stuttgart Trailer have been carried
out by the Office of the Provincial Governor of the Tyrol. The sliding resistance coefficient
should at a speed of 60 km/h be at least 0.35 and at the speed of 80 km/h, at least 0.30. The
measured sliding resistance coefficients (Table 2.1) for silent asphalt by far exceeded these
values.
Table 2.1 Skid reSistance measurements using the Stuttgart Trailer
Date Road km LOC woc 40 60 80 Remarks
1984-10-30 A12 15.25 R 12°C 12°C 0.439 Dry pavement
A 12 15.25 L 0.445
A12 15.25 R 0.442
A12 15.25 L 0.447
A12 15.25 R 0.466
A12 15.25 L 0.465
Table 2.2 Skid resistance measurements taken with the SRT pendulum,.
Individual Corrected SRT

Carriageway Temperature °C
measurements values measuring value
A 12 Road to Innsbruck
Deceleration lane 53, 54, 52, 52, 52 19 52
Right lane of the

53, 53, 55, 53, 53 19 54
first carriageway
Right lane of the

55, 56, 55, 56, 55 19 55
first carriageway
A 12 Road to Kufstein
Acceleration lane 53, 54, 53, 54, 53 19 53
Acceleration lane 53, 56, 55, 54, 56 19 55
Right lane of the

59, 60, 57, 58, 57 19 57
first carriageway
14
The skid resistance measurements were carried out with the sliding resistance meter SRT
to the Swiss standard SNV 640.511 for roads with a design speed of more than 80 km/h. The
required skid resistance of 50 SRT units was on silent asphalt achieved with all measurements
(Table 2.2).
2.4 Constructional Engineering Opinion
After an inspection of the silent asphalt section with the Head of the Motorway Mainten·
ance Center concerned on March 12, 1985, the Office of the Provincial Governor of Tyrol,
Department of the Federal Road Administration, has issued the following opinion:
Assessment of the construction engineering condition

The silent asphalt in principle makes a very satisfactory impression. The coarse open·
graded layer still shows good porosity and macrotexture throughout. In the ruts made
by the truck tires the faces of the coarse chippings have become aligned parallel to the
road surface, recognizable by a light specular effect in these ruts. The bitumen film has
for the most part been maintained. On the contact surfaces, the microtexture of the
diabasic chippings is apparent.
The priming membrane described as SAMI layer between the concrete pavement and
the like·grained overlay showed at the time of the inspection, in spite of a temperature
of only 5°C, very good plasticity and could be easily moved. And yet no lateral displace·
ment or ruts are visible on the surface of the open-graded asphalt. The hairline cracks
developed in winter above the contraction joints of the concrete pavement have at the
onset of warmer weather nearly completely closed and can no longer be identified.
Minor losses of coarse chippings occurred on the edges of the asphalt pavement,
probably during snow removal operations (digging in of the snow plow).
At one point west of the Angath provincial road bridge, the priming membrane,
obviously due to a construction fault, has been pressed upwards over a length of about
10 m and a width of 0.5-1.5 m, forming a plastic slippery film. This fault must be
remedied shortly by milling off.
Behavior in winter
The open·graded asphalt has proved surprisingly good in winter. The original opinion
that more de-icing salt will be necessary has not been confirmed. The salt solution
remains in If,e large pores for a relatively long time and is drawn up by the tires so that
the road surface is constantly covered by a salt solution. It is for this reason that the
road surface remains wet for a longer than usual time.
It turned out that with the onset of snowfall the open-graded asphalt remained skid·
resistant for much longer than the adjacent concrete pavement, probably because the
snow is pressed into the pores and in the presence of the standing salt solution, melts
quickly.
The winter of 1984/85, however, was with regard to snowfall not representative. In the
very cold period (-10°C to -20°C) the weather was extremely dry so that the
combination of high air humidity with temperatures around DoC, leading to the much
feared glazed frost formation, hardly ever occurred.
From the findings established so far it may be however concluded that the behavior of
silent asphalt in winter is by no means worse than that of a concrete or asphalt
pavement. The only difficulty arose in connection with snow removal from the shoulder
not covered by the silent asphalt surfacing. The blade of the snow plow was because
of the bevelled wearing course not able to remove all of the snow. Thus, a snow wedge
remained along the carriageway edge and disappeared only under the effect of the
de-icing salt. In future therefore the entire width of the carriageway should be covered
with open-graded asphalt. If the shoulder is given a standard asphalt surfacing, water
would accumulate on the carriageway edge.
15
Behavior in summer
So far no statement can be made on the behavior of silent asphalt at high summer
temperature. In the summer of 1984 there was no extended hot weather spell so that
even with standard black top pavements hardly any lateral displacement occurred.
Owing to the permanently plastic behavior of the SAMI layer, certain distortions may,
however, be expected when the superimposed open·graded asphalt is subject to high
summer temperatures. The observation will in any case be continued by transverse
profile examinations in the summer of 1985.
So far it is not yet possible to establish whether the deterioration of the open-graded
asphalt has an influence on the acoustic values.
3. Noise Measurements
3.1 Set up of the Measuring points
3.1.1 Description of the Measuring points
By agreement with the Office of the Provincial Governor of Tyrol and the Federal Ministry
of Public Works and Technology a section of the A 12 Inntal Motorway near Angath between
the motorway km 14.450 and the motorway km 16.000 was selected as test track. The measuring
points were located with a view to a comprehensive recording of the noise situation. Between
the motorway km 14.660 and 15.450 an acoustic wall barrier made of concrete has been erected
along the road leading to Kufstein.
The main measuring cross·section was selected at motorway km 15.660 because this
section has a relatively straight alignment, a low longitudinal gradient, a pavement level not
much elevated above the terrain, and the acoustic wall barrier ends at a distance of only 200 m;
also because at this point (house No. 26) measurements have already been taken at an earlier
date and because no other noise sources are in the neighborhood.
The other measuring paints were located near apartment houses where traffic noise
measurements have at an earlier date been already taken.
The location of the measuring points is shown in Fig. 3.1. All indicated sound levels are
A-weighted if no other statements are made.
Measuring point 1: Motorway km 15.660

distance of 25 m from the axis of the road to Kufstein
3.0 m above the pavement surface (see Fig. 3.2a)

distance of 124.5 m from the axis of the road to Kufstein at the entrance
to house No. 26 (see Fig. 3.2a)
behind the noise barrier
distance of 114.5 m from the axis of the road to Kufslein on the balcony
of house No. 86 (see Fig. 3.2b)
Measuring paint 4: Motorway km 15.415

distance of 74.0 m from the axis of the road to Innsbruck on the balcony
of house No. 46 (see Fig. 3.2c).
The gradient of the motorway is at the measuring cross-sections approximately

0.5 percent. The measuring points and the local conditions are shown in Figures 3.3-3.8.
16
6
Y:
LJ
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cr:
en
U1
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Z
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Fig. 3.1: Location of Measuring points Y:
\]
17
~
0>
m~ noo
I
I I 2500 650 , 6"0
1
I
NR. 26
II I
I
MPl Y.P'-"-
V ~
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KUFST,EIN
+"'''' . .
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VE ~ 500 r-- -"
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ciS'
a) Main measuring cross-section with measuring points 1 and 2
'"i'-?
s:
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101,:'0 1600
::J
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c) Measuring point 4
3.1.2 The Measuring Instruments Used
The recording of the noise measurement results was carried out with the aid of integrating
precision noise level meters with an automatic determination of the energy-equivalent
permanent sound level and the exceeded levels. The measuring instruments meet the require-
ments of DIN 45.633. Part 1 and 2 [11].
For measuring and recording of traffic noise, the following instruments have been used:
Measuring point 1
Statistical level analyzer B&K4426
Alphanumeric printer B & K 2312
Magnetic tape measurement recorder,
tape speed 38.1 cmlsec B&K7003
Capacitor microphone with a wind screen B&K4165
Acoustic calibrator B & K 4230
Measuring point 2
Statistical noise level measuring instrument with printer CEl324
i-inch capacitor microphone with wind screen CEl
Measuring point 3
Acoustic measuring system lB - Electronics NOR 823
Axiom videoprinter lB - Electronics EX 850
Magnetic tape measurement recorder}
tape speed 19 cmlsec UHER 4200
Capacitor microphone with wind screen B & K 4145
Measuring paint 4
At this point the instruments of measuring
point 2 have been used.
For the evaluation and the analysis of the tape recordings in the laboratory the following
equipment was used:
Magnetic tape measurement recorders B & K 7003 and
UHER 4200
Statistical level analyzer B&K4426
level recorder B&K2305
X-Y recorder B&K2308
Acoustic measuring system lB - Electronics NOR 823
Narrow band real time analyzer B&K2033
3.2 Carrying out the Measurements
3.2.1 Traffic Noise Measurement
The measuring instruments were set up and the sound level measurements carried out in
compliance with the relevant requirements [8, 12, 20, 21].
The sound level measurements were taken in the same places shortly before and after the
asphalt surfacing has been applied. The measuring paints 1, 2 and 3 were operated at the same
time to ensure that external meteorological and road conditions were equal. Measuring point 3
was established at a distance of about 700 m from measuring point 1, with no exit or access
points lying in between and thus, without any major changes in the traffic conditions, which
were about the same for measuring point 3 as for measuring point 1.
The concomitant traffic census was therefore carried out only at measuring point 1. In
addition to the traffic census, for which the vehicles were recorded broken down by passenger
cars and trucks, the speed of the vehicles was recorded by means of a slight barrier recorder.
19
Picture 3.3:
Set-up at measuring point 1
Picture 3.4: Measuring point 1, instruments for measuring the traffic noise
and the traffic
20
Picture 3.5: Measuring point 1, instruments for measuring speed
MP 2
~ MP 1
House No. 26
Picture 3.6: Main measuring cross-section, measuring points 1 and 2
21
House No.8
Picture 3.7: Measuring point 3
Picture 3.8:
Measuring point 4,
House No. 46
22
The traffic census and the speed measurements were carried out on both sides of the
motorway.
Furthermore, the meteorological data such as temperatures, relative air humidity, wind
velocity and wind direction were recorded for each measuring period.
The following Table 3.1 lists the measuring days and hours during which the traffic noise
measurements were made.
Table 3.1 Traffic noise measuring schedule
Measuring Condition of the

Type of pavement Date Hours
points road surface
1, 2, 3 Concrete 1984·05·16 11.00-12.00 Dry

14.53-15.28 Wet-Spr. truck
16.15-17.15 Dry
21.00-22.00 Dry
4 Concrete 1984·05-16 18.30-19.00 Dry
1, 2, 3 Silent asphalt 1984·06·05 10.30-11.30 Dry

13.31-14.01 Wet·Spr. truck
15.00-16.00 Dry
21.30-22.30 Dry
4 Silent asphalt 1984·06·05 17.15-17.45 Dry
Since the differing types of road pavements in a wet condition produce different noise
levels than in a dry condition, storm water conditions were simulated by spraying the pavement
with water.
The measuring point 4, building 46, the Embacher house, is located opposite to the
acoustic wall barrier on the other side of the motorway. This house is particularly exposed to
the direct effect of the motorway noise and its reflection from the acoustic wall barrier. For this
reason the noise levels were recorded also near this house between the synchronized measure-
ments. With the aim of subsequently eliminating any disturbing influences of noise from other
sources, the sound levels established at the measuring points 1 and 3 were not only directly
evaluated but also recorded. Thus, it has become possible to analyze in the laboratory the
frequency ranges of the various types of pavement in various pavement conditions. Before and
after each measurement, the measuring instruments and the tape recorders were calibrated.
3.2.2 Road/Tire Noise Measurement
The traffic noise as recorded is basically composed of the road/tire noise and the motor
noise. A road pavement covered with silent asphalt will change the roadltire noise not only with
regard to the noise level but also with regard to the frequency characteristics.
For the determination of changes in the sound pattern and in the sound level, road/tire
noise measurements were carried out on the test section before measuring point 1.
For this purpose the motorway was for a short time closed to traffic in both directions. As
soon as no other vehicles were driving on the road section singled out for the measurements,
a truck and a passenger car were sent along the test track leading to Kufstein which was next
to the microphone.
About 100 m before measuring point 1, the test vehicle stopped the motor and coasted by
the measuring point; in the process the coast· by level of the road/tire noise was measured and
tape·recorded. The speed of the vehicle at the measuring pOint was also recorded. The drivers
of the test vehicles coasted by the microphone trying to stay in the middle of the lane so that
the distance between the vehicle and the microphone remained nearly equal.
A tape recording was made for testing the road/tire noise in the laboratory.
23
The two-axle truck was loaded with crushed stone and had a total weight of 16 tons. The
passenger car was a Ford station wagon. For both measurements the same vehicles were used.
The road/tire noise measurements were carried out on the concrete pavement on May 16,
1984 between 22.30 and 24_00 hours and on the asphalt pavement on June 5, 1984 between
19.00 and 21.30 hours. In the latter case the measurements were carried out earlier at the
request of the motorway police, because it is easier to stop the traffic by daylight.
3.3 Meteorological Data

The following meteorological data were collected at measuring point 1 and are shown in
Table 3.2.
On both measuring days the wind direction was almost the same; the winds, coming
mainly from the South, had on June 5, 1984 a velocity somewhat lower than on May 16, 1984.
The wind direction may be described as normal with regard to the sound propagation. Studies
made on the wind impact [17] have shown that with winds blowing vertically to the direction
of the sound propagation the wind impact is eliminated.
The temperature values established by the Central Institute of Meteorology and Geo·
dynamics for the area W6rgl-KitzbOhel were used to determine whether a temperature
inversion occurred on the measuring days.
The values shown in Table 3.3 are mean values provided by the meteorological stations of
Jenbach, Kirchbichl and KitzbOhel. The meteorological values provided by the mountain station
Ehrenbachh6he were used for the assessment of the temperature inversion (Table 3.4).
Table 3.2 Meteorological data
Average values
~
C
::>
~
'0;
'"
a
m
c
0
Date
Measuring
time "'
Q;
"-
E
Olc
> .-
:;:;~
~ E
::>
>
-0
c
:g
~
-0
Weather
Type of noise
measured
~
Ol Ol
I- OC.c -0
c
'C % km/h ~
16/05/1984 11.00-12.00 19 40 6.6 S Sunny Traffic noise
14.53-15.28 21 36 7.2 S Sunny Traffic noise
Moon·
21.00-22.00 15 34 5.5 SO Traffic noise
shine
Moon·
22.20-24.00 14 55 4.0 S Road/Tire noise
shine
05/06/1984 10.30-11.30 18 48 4.6 SW Sunny Traffic noise
13.30-14.01 18 50 4.2 SW Covered Traffic noise
19.00-21.00 13 89 6.5 SW Covered RoadlTire noise
24
Table 3.3 Meteorological data in the Worgl area
Tem· ReI. air Wind Wind Precipitation

Date Time perature humidity velocity direc· per day
% kmlh tian mm
"C
16/05/1984 8.00 16 73 6 S
15.00 20 31 22 S -
20.00 15 34 15 S
0510611984 8.00 13 73 7 SW
15.00 18 38 5 SW 1,5')
20.00 13 72 12 SW
') During the measurement there was no precipitation
Table 3.4 Temperatures at Ehrenbachhbhe
~e
Date
8.00 15.00 20.00
1984·05-16 11.2 20.2 14.3
1984·06·05 -3.2 9.1 5.2
No temperature inversion occurred on either of the measuring days. The meteorological

data in Table 3.3 correspond to those established at the place of measurement.
It may therefore be concluded that the meteorological conditions on the two measuring
days had no major influence on the no'ise level values measured.
3.4 Traffic Data
3.4.1 Concomitant Traffic Census
Together with the traffic noise measurements also the traffic volume was recorded at
measuring point 1. The cross-section count was, as the noise level measurement, carried out
in 15·minute intervals for both driving directions. The results were broken down by motor
vehicle types, that is, motorcycles, passenger cars, trucks, trucks with trailers, semitrailers and
buses.
The Tables 3.5 and 3.6 show the results of the traffic census taken at measuring paint 1.
The abbreviations used stand for:
EIN ................. Motorcycles

LKW + A .......... Truck with trailer
SAT .................. Semitrailer
BUS .................. Bus
This differentiated traffic census was carried out because according to [30] the noise
levels of all trucks differ over a range of 15dB at the same speed, while in the case of trucks
with more than three axles, i.e. semitrailers and trucks with trailers, the noise levels differ only
over a range of 5-8dB. The wide noise level range obtained by including the two·axle and
three-axle trucks is due to the large tonnage of these vehicles. In a detailed noise emission
25
Table 3.5 Traffic census Table 3.6 Traffic census
'"
en
at motorway I<m 15,660 Date: 16/5/1984 at motorway km 15,660 Date: 5/6/1984
Road to lnnsbrucll Road to Kufslein Road 10 Innsbruck Road to Kufslein
Time Time
EIN PI(W LKW U<.W + A SAT BUS EIN PKW LKW LKW+A SAT BUS EIN PI(W LKW LKW+A SAT 8US EIN PKW LKW LKW+A SAT BUS
11.00-11.15 0 65 6 7 17 1 0 66 10 8 12 0 10.30-10.45 1 109 6 6 8 1 1 80 13 6 12 2
11.15-11.30 2 68 10 5 7 1 2 61 3 9 16 , 10.45-11.00 1 95 5 11 15 0 0 83 9 5 8 4
11.30-11.45 0 76 7 6 16 2 0 68 6 7 13 1 11.00-11.15 0 89 10 10 16 0 0 88 10 6 17 0
11.45-12.00 I 65 3 0 0 68 14 9 9 2
11.00-12.00 3 274 26
22
40
"
64 2 263 33 33 50 7
11.15-11.30 3 104 8 10 12 1 0 77 12 4 'I 1
'I 10.30-11.30 5 397 29 37 51 2 1 328 44 21 41 7

14.53-15.08 0 67 6 11 12 0 0 72 7 8 4 0
13.31-13.46 1 83 10 13 24 3 0 83 9 2 12 3
15.08-15.23 0 6·1 14 11 1,1 0 0 80 8 7 8 0
13.46-14.01 0 99 9 9 24 4 0 80 9 3 14 4
15.23-15.28 0 27 4 2 11 I 0 37 4 2 7 0
13.31-14.01 I 182 19 22 48 7 0 163 18 5 26 7
158 24
14.53-15.28
16.15-16.30
0
0 76 6
" 7
37
15
1
0
0
0
189
73
19
10
17
12
19
14
0
0
15.00-15.15 0 80 6 14 16 0 4 118 5 5 16 1
15.15-15.30 0 68 3 17 15 0 2 123 8 6 9 0
16.30-16.'15 0 84 8 11 13 1 2 89 16 11 11 2
15.30-15.45 0 80 4 10 13 3 1 89 7 8 11 1
16.'15-17.00 0 88 6 10 11 3 5 92 5 9 18 0
15.45-16.00 0 75 11 11 17 0 0 96 6 4 19 2
17.00-17.15 3 7,1 2 9 14 4 0 84 7 12 17 4
15,00-16.00 0 303 24 52 61 3 7 426 26 23 55 4
16.15-17.15 3 322 22 37 53 8 7 338 38 44 60 6
17.15-17.30 0 104 6 14 19 0 3 105 5 11 18 6
18.30-18.45 1 65 6 4 21 3 0 65 8 9 11 2
9 1
18.45-19.00 1 62 2 6 14 0 0 51 2 7 12 2
17.30-17.45
17.15-17.45
0 80 3
" 0 84 9 8 11 3
0 184 9 23 33 1 3 189 14 19 29 9
18.30-19.00 2 127 8 10 35 3 0 116 10 16 23 4
21.00-21.15 21.30-21.45 0 25 0 6 17 1 0 29 1 2 10 1
0 22 2 9 18 0 0 17 1 12 6 0
21.15-21.30 1 2 12 21.45-22.00 0 14 1 8 13 0 0 31 1 8 4 3
21.30-21.45 0
"
20 3 11
14
8
0
0
0
0
23
24
5
2
3
5
14
6
0
0 22.00-22.15 0 25 1 10 11 0 0 18 7 6 15 0
21.45-22.00 0 17 1 10 11 0 0 22 2 5 13 0 22.15-22.30 0 18 1 15 7 0 1 16 1 9 11 0
21.00-22.00 1 83 8 42 51 0 0
I 86 10 25 39 0 21.30-22.30 0 82 3 39 48 1 1 94 10 25 40 4
Table 3.7 Hourly traffic intensity
Hourly traffic intensity
Direction Direction
Total traffic load
to Innsbruck to Kulstein Pavement
Date Time Type of pavement
condition
Vehicles Trucks Vehicles Trucks Vehicles Trucks
per h % per h % per h %
1984·05·16 11.00-12.00 411 32.6 388 31.7 799 32.2 Dry
(14.53-15.28) ') 418') 35.2 418') 22.5 836') 28.9 Sprinkler truck
16.15-17.15 445 27 493 30 938 28.5 Concrete Dry
(18.30-19.30r) 370') 30.3 338') 31.4 708') 30.9 Dry
21.00-22.00 185 54.6 160 46.3 345 50.5 Dry
1984·06·05 10.30-11.30 521 22.8 442 25.6 963 24.2 Dry
(13.31-14.01),) 558') 43.4 438') 25.6 996') 34.5 Sprinkler truck
15.00-16.00 443 31.6 551 21.4 994 26.5 Silent asphalt Dry
(17.15-17.45),) 500') 26.4 526') 27.0 1026') 26.7 Dry
21.30-22.30 173 52.6 174 45.4 347 49.0 Dry
') These measuring periods have been extrapolated to obtain hourly traffic volumes
'"...,
ijl Table 3.8 Results of speed measurements
Date: 16/5/1984, concrete pavement
Direction to Innsbrucl< Direction to Kufstein

c
Time C 0 Date:
Q)
Trucks Trucks Trucks Trucks
E '0 1984·05·16 Motor- Pass.- Trucks Semi- Motor- Pass.- Trucks Semi·
Q)
c without with Buses without with Buses
>
OJ 0 cycles cars total trailers cycles cars total trailers
D.. 0 trailer trailer trailer trailer
Aver. speed 116.33 119.1 82.84 82.4 79.94 95.67 83.89 130.5 123.93 85.28 85.55 81.74 102.5 85.24
11.00
Stand. dev. 16.65 195.54 7.62 6.31 7.29 9.29 7.36 0.71 18.03 8.02 9.03 5.75 10.78 4.98
to ~
0
12.00 Vmin 103.0 73.0 67.0 72.0 67.0 85.0 71.0 130.0 81.0 70.0 70.0 70.0 89.0 76.0
hours
Vmax 135.0 196.0 108.0 98.0 97.0 102.0 108.0 131.0 186.0 116.0 107.0 97.0 116.0 101.0
Aver. speed 0 114.54 78.64 78.68 77.1 104.0 78.76 0 114.11 81.15 83.0 74.47 0 81.44
14.53
C; Stand. dev. 0 19.73 7.11 7.12 7.46 0.0 5.59 0 17.29 9.33 15.18 5.99 0 6.13
to
15.28 S
Vmin 0 76.0 65.0 65.0 65.0 104.0 67.0 0 72.0 62.0 62.0 69.0 0 71.0
hours Q)
'§ Vmax 0 169.0 104.0 95.0 92.0 104.0 90.0 0 160.0 109.0 109.0 89.0 0 93.0
"c0 Aver. speed 119.33 119.83 81.50 77.87 79.91 98.67 81.7 116.0 121.22 83.59 83.88 80.8 91.6 84.73
0
16.15
to :>, Stand. dev. 4.16 20.02 8.93 12.42 8.28 3.14 5.5 8.46 16.76 7.93 11.94 5.93 5.9 5.39
17.15 0
Vmin 116.0 59.0 44.0 44.0 68.0 94.0 69.0 105.0 82.0 60.0 60.0 71.0 82.0 77.0
hours
Vmax 124.0 202.0 105.0 92.0 105.0 103.0 94.0 126.0 170.0 114.0 114.0 93.0 96.0 103.0
Aver. speed 128.0 120.57 80.1 85.0 76.6 0 82.36 0 122.37 82.23 86.7 77.78 0 83.74
21.00
to Stand. dev. 0.0 17.92 7.71 6.66 6.27 0 7.84 0 19.52 8.32 12.94 6.69 0 6.61
~
22.00 0
Vmin 128.0 71.0 65.0 75.0 66.0 0 65.0 0 72.0 67.0 67.0 68.0 0 70.0
hours
Vmax 128.0 161.0 105.0 94.0 95.0 0 105.0 0 178.0 107.0 107.0 91.0 0 99.0
'------ - - _ .. _. -, - --- ---- -
Table 3.9 Results of speed measurements
Date: 5/6/1984, silent asphalt
Direction to Innsbruck Direction to Kufstein

C c:
Time Q)
0 Date:
E Trucks Trucks Trucks Trucks
'0 1984·06·05 Motor Pass. Trucks Semi Motor Pass. Trucks Semi
Q)
> c: without with Buses without with Buses
0 cycles cars total trailers cycles cars total trailers
~ 0 trailer trailer trailer trailer
Aver. speed 123.75 116.16 79.79 79.22 76.15 96.0 81.92 110.0 115.55 84.58 86.31 80.9 95.0 82.55
10.30
to Stand. dev. 9.88 18.23 7.69 8.65 6.42 2.83 6.53 0.0 15.82 7.41 7.97 5.19 9.22 4.6
~
11.30 0
Vmin 110.0 71.0 57.0 57.0 65.0 94.0 70.0 110.0 76.0 71.0 71.0 74.0 82.0 74.0
hours
Vmax 133.0 177.0 104.0 95.0 93.0 98.0 104.0 110.0 163.0 107.0 105.0 92.0 107.0 91.0
Aver. speed 112.0 109.64 79.21 81.0 73.0 91.17 79.71 0 109.69 83.41 81.08 75.6 94.83 83.44
13.31
to a; Stand. dev. 0.0 15.55 8.18 6.59 4.68 7.76 7.72 0 15.20 12.84 11.98 10.85 13.32 12.37
14.01 S
Vmin 112.0 74.0 57.0 75.0 67.0 78.0 57.0 0 63.0 28.0 61.0 61.0 72.0 28.0
hours
'"
.c
0. Vmax 112.0 145.0 107.0 100.0 84.0 99.0 107.0 0 151.0 107.0 107.0 85.0 107.0 98.0
0>
'"
C Aver. speed 0 116.46 78.9 80.50 76.39 98.33 79.46 120.6 115.03 82.94 82.95 80.8 97.0 83.02
15.00 !!1
to
C/l Stand. dev. 0 18.63 7.99 8.79 8.33 3.51 5.81 25.62 16.5 7.23 8.59 7.73 5.66 5.8
~
16.00 0
Vmin 0 66.0 60.0 68.0 67.0 95.0 60.0 76.0 69.0 68.0 68.0 69.0 93.0 72.0
hours
Vmax 0 175.0 126.0 105.0 126.0 102.0 93.0 141.0 178.0 101.0 101.0 98.0 101.0 99.0
Aver. speed 0 118.11 80.64 76.33 78.74 72.0 82.72 112.0 116.61 82.97 84.8 80.46 97.67 82.92
21.30
to >, Stand. dev. 0 22.98 6.37 11.93 6.77 0.0 4.9 0.0 18.87 8.58 17.68 5.33 6.11 5.37
22.30 0
Vmin 0 66.0 57.0 68.0 57.0 72.0 72.0 112.0 77.0 54.0 54.0 72.0 91.0 72.0
hours
Vmax 0 164.0 96.0 90.0 92.0 72.0 96.0 112.0 178.0 103.0 102.0 93.0 103.0 97.0
'"
'"
computation, a differentiation is therefore made between the standard trucks, the trucks of at
least 2.8 tons permissible total weight, the full trailer combination or heavy trucks of at least
9 tons permissible total weight.
The typical traffic volumes are for the computing of the nOise emission on the basis of the
traffic census composed of the following types of vehicles:
Passenger cars Passenger cars + motorcycles

Trucks, total weight> 2.8tons 50% trucks + buses
Trucks, total weight> 9.0 tons 50% trucks + trucks with
trailers + semitrailers
Table 3.7 shows the hourly traffic volumes broken down by passenger cars and trucks for
both driving directions and the total cross-section. For measuring periods shorter than one
hour, the traffic volumes extrapolated to one full hour are shown in Table 3.7. The long-haulage
traffic was in relation to the total traffic volume on the measuring days relatively high, but,
expressed in percent, it was on the test days fairly equal.
3.4.2 Results of the Speed Measurements

In addition to the sound level measurements and the traffic census, also the speed of the
vehicles, broken down by motorcycles, passenger cars, trucks without trailers, trucks with
trailers, buses, semitrailers, was measured by means of light barriers on the basis of the
time/traverse ratio.
The recording of the speed measurements was in the main measuring cross·section
carried out near measuring point 1 for both driving directions. A summary of the average
speeds, the standard deviation and the maximum and minimum speeds occurring in one
measuring period is given in Table 3.8 for the concrete pavements and in table 3.9 for the silent
asphalt.
100
80-
,:
'/ I I
,
I'
~ I I
>-
0 I '
z
w 60 ---- r
.1'
:::J
aw ,
I
a: I
LL .I
w 40-
>
~
...J
:::J i I
:;;; 20 -.---"-~---
:::J I.
0
I ' ..../ '
,~
0
50 70 90 110 130 150 170 190
SPEED (kmlh)
Fig. 3.9: Speed distribution, passenger cars - Road to Innsbruck, dry
Concrete pavement, measuring period 11.00-12.00

------- Silent asphalt, measuring period 10.30-11.30
30
100
I
/)JI
/1 I
;t. 80
j,'~
>- /
0
z
W
II
:::J , 1
aw 60
I, 1
a: I
! I I
II
LL
w
> 40
I I I
I
1/
,
~
...J
:::J
::;:
:::J 20
I
I
I
I
,I
I
V ! ,I ,I
I
JY
0
I
I I
o , , , , 1 , , , , ,
50 70 90 110 130 150 170 190

SPEED (km/h)
Fig. 3.10: Speed distribution, passenger cars - Road to Kulstein, dry

100
Jif
!
I i ii ,
I ,
I I
;t. 80
I
,
I
1 1
>-
0
z
W
:::J
aw 60
i
!
{
I
, I
I !
,
,
!
I
I
.---
1
,
I
,
I ,! !
a: I I I
LL
I ,
,
,
•
w
> 40
! if i I I
,
~
I I, ,
...J I ,I I
,
i
:::J I I ,
::;: I I I
,
Ii
20 .-.
/j ,
:::J - ~ ________ 0 ____
i ,
,
, ,
0 ,
50 70 90 110 130 150 170 190

SPEED (km/h)
Fig. 3.11: Speed distribution, trucks - Road to Innsbruck, dry

31
100
7
~
/ I
80
>-
u
z
UJ
:::J
aUJ
0:
60
I I
I
LL
UJ
> 40 I I
~ ,I
-' ,l I
I
:::J
:;;
:::J
u 20 I I I
I
I I
0
50
I
~
I
70
, ,
90
, I
110
I
130
I
, , , ,
150 170 190
SPEED (km/h)
Fig. 3.12: Speed distribution, trucks - Road to Kufstein, dry

100
~
/j
V
80
>-
u I
V
z
UJ
:::J
aUJ 60
,J
0:
I ,,(I
LL I
UJ
> 40 I I 1/
~
-'
:::J
);
:;;
:::J
I ! ,1
u 20
o
50
, I
70
-- UJ I
90
I I
110
..,I
130
I ,
150 170 190

SPEED (km/h)

32
100
/' :/ I
II
, 'j i
~ 80
>-
u
z
W
j/'/ / ,
:J 60
aw i
0::
u..
w
> 40 J
I
1/ II
' /
1/ II
~ I
I
I
--J
:J
I "
~
:J 20 i I
I
U
I,/V I
0 I I
-~-Y1
, I I I I
I , ,i , I I , , I
50 70 90 110 130 150 170 190

SPEED (km/h)
Fig. 3.14: Speed distribution, passenger cars - Road to Kulstein, dry

100
t7 1-
I-""
/
( I
~ 80
I I I
f'( U
I
>-
u I
z
W
:J I
aw 60 I
,
0:: I
u.. I
W I I I I
> 40
~ I I
.• J
:J
~
:J
u 20
I lI I
I
I I
I
I
0 I
_/ I
I, I
, , I
I I I , ,
50 70 90 110 130 150 170 190
SPEED (km/h)

33
100
! I
II II
"J'- 80
>-
()
z
W
I I
I I
::::J
60
I I ,
aw I I i
a:
u.
w
> 40
I I I
~ I,
--' I
::::J
:2 I
! I
I
::::J 20 ,
Y
()
I
0 , , , , , I
1 , , ,
50 70 90 110 130 150 170 190
SPEED (km/h)
Fig. 3.16: Speed distribution, trucks - Road to Kuistein, dry

100
I( ,
ra
"J'- 80
>- I
()
z I
W
::::J
60
I
I 1,,'1 , I I, I
aw i If
a:
u.
w
> 40
I I /J
~ , rl
I
--' I I I,
I ,,/
::::J
:2
::::J 20
I ,I
() I
..<
1/ iI i !
I /1/ i
0 I
-1/
, , , , , , I, ,I I , , ,
50 70 90 110 130 150 170 190
SPEED (km/h)

34
100
~ 80
/; lJ i I
e.... I
>-
u I
I II
z
w
::>
,II ,
aw 60 ,
0:
/11 I
Ll..
W
40
/1 I I I
> i
~
-'
::>
I
I
I
I
I
/
:;:
20
I
::>
u I '/
,J;/
0
,
, -, , , , ,
, , , , , ,
50 70 90 110 130 150 170 190
SPEED (km/h)
Fig. 3.18: Speed distribution, passenger cars - Road to Ku/stein, dry

100
v ,
,
'J!. 80 {
! I
>-
u
z
I
w I I,
::> 60
aw I
0:
Ll..
I
W
I
> 40
I I.' ,
~
-'
::>
:;:
::> 20
I/,
I :
u /1I I
I
0 ,.~ , , I
, ,
50 70 90 110 130 150 170 190
SPEED (km/h)

35
100
~ 80
V
I
>-
() I
z
W
::J
aw 60
I
I!
Ii I
II
I
0:
LL I
I
I
W
> 40
~
II
I
--'
::J
:2
::J 20
I I
() I I I
I
)
,
0 - I
-
I ,
I , , , , I
I
I , I ,
50 70 90 110 130 150 170 190
SPEED (km/h)
Fig. 3.20: Speed distribution, trucks - Road to Kufstein, dry

Silent asphalt, measuring period 21.30-22.30
100
,
/'
V
;J2-
I /
rl
80
>-
() I
z I
W I
::J
aw 60
0:
LL
!j I,
W
> I I
40
~!
~
--'
::J
:2 ~" !
::J 20
()
Y I
0 ,
~y
/
,
I,
, ,
I I I I I
50 70 90 110 130 150 170 190

SPEED (km/h)
Fig. 3.21: Speed distribution, passenger cars - Road to Innsbruck, wet (sprinkler truck)

36
100
,
, ~
V
;F- 80
,I V
>-
0
z
w
::>
60
I
I
/
'/
aw
0:
LL
W (
J/
> 40
~..J
::>
::;;
::> 20
,j/
~
0
0 I
- ,..,..-, I I I
, , , I
50 70 90 110 130 150 170 190

SPEED (km/h)
Fig. 3.22: Speed distribution, passenger cars - Road to Kufstein, wet (sprinkler truck)

100 -
;F- 80
I ~T
>-
0
z
/
w
::> 60
I, I
aw
II/:
I
0:
LL
I I
W
> 40
~
..J I
::> I
::;; I
::> 20
0
0 ,
Jt I , , , , I
I I , , , , , , I
50 70 90 110 130 150 170 190
SPEED (km/h)
Fig. 3.23: Speed distribution, trucks - Road to Innsbruck, wet (sprinkler truck)

37
100
v-:,
V
/ ,
80
"">-
~
0
z
W
::J
aw 60
II! I
I
I
I
rr: I
u.. I
w 40
>
~
...J
::J
:2
::J 20
/1
0 II
0 I
J , , , , , , , , ,
50 70 90 110 130 150 170 190
SPEED (km/h)
Fig. 3.24: Speed distribution, trucks - Road to Kufstein, wet (sprinkler truck)

Both Tables show that the speeds of the passenger cars riding on the silent asphalt were
on the average by 6km/h lower in all measuring periods. This is probably due to a higher traffic
volume.
The average truck speeds were almost equal on both measuring days. The vehicle speeds
measured on pavements wetted by sprinkler trucks were lower than on dry pavements. This was
caused by the unexpected wetness of the road surface and by the presence of the sprinkler
trucks which presented quite an obstacle for the traffic.
The distribution of the motor vehicle speeds on concrete and silent asphalt pavements
with dry and wet road surfaces, broken down by passenger cars and trucks is represented in
the cumulative frequency distribution diagrams. The cumulative frequency distributions of the
speeds observed are represented in the figures 3.9 to 3.24. A comparison of the cumulative
frequency curves of the various measuring periods and conditions shows that the speed
profiles on both days are only slightly different. The passenger cars show a stronger deviation,
the speed distribution for the trucks is uniform and nearly equal for both pavement conditions.
3.5 Noise Measurement Data
3.5.1 General - Definitions

For describing the noise pattern, the following levels were recorded:
Leq ................... Energy-equivalent permanent sound level

L95 ................... Background noise level
L5 .................... 5% peak level (frequent peaks)
L, .................... 1 % peak level (unfrequent peaks)
38
Table 3.10 Sound level measurement - concrete pavement Table 3.11 Sound level measurement - silent asphalt
Location: measuring point MPl Location: measuring point MP1
Date: 16/51198L1 Date: 516/198L1
L,,~ L~" Lo L, L,,'l L~5 L, L,

Time Pavement Condition Time Pavement Condition
dB dB
11.00-11.15 70.8 52.8 77.0 78.5 10.30-10.L15 66.2 52.3 72.3 75.3
11.15-11.30 71.0 51.0 77.3 79.3 10.45-11.00 65.5 52.8 71.5 7L1.3
11.30-11.45 70.4 52.5 76.8 79.0 Concrete Dcy 11.00-11.15 66.6 52.5 72.8 75.3 Silent Dcy
asphalt
11A5-12.00 70.6 54.5 76.8 78.8 11.15-11.30 66.1 52.5 72.3 7L1.B
11.00-12.00 70.7 52.9 77.0 78.9

10.30-11.30 66.1 52.5 72.2 74.9
14.53-15.08 69.5 54.7 75.8 77.4
13.31-13.46 66.8 55.9 72.0 75.2
15.08-15.23 71.8 59.4 77.1 79.3 Sprinkler lruck
Sprinlder truck 13.46-14.01 66.4 53.7 71.8 74.5
Wei
15.23-15.28 72.1 56.0 77.8 80.0 Wet
13.31-14.0'1 66.6 54.9 71.9 74.8
14.53-15.28 71.0 57.5 76.7 78.7
15.00-15.15 68.0 54.0 73.5 76.8
16.15-16.30 71.3 56.3 77.5 79.8
15.15-15.30 67.0 53.3 73.0 7,1.5
16.30-16.45 71.3 57.5 76.5 79.3
15.30-15.45 67.0 53.0 73.3 76.0 O,y
16.45-17.00 72.0 57.5 77.8 79.3 Dcy
15.45-16.00 67.7 55.3 73.8 75.5
17.00-17.15 72.3 59.5 78.0 79.8
15.00-16.00 67.4 5,1.0 73.4 75.8
16.15-17.15 71.7 57.9 77.5 79.6
21.30-21.45 64,5 47.0 71.4 75.0
21.00-21.15 71.5 53.8 78.0 80.8
21.15-21.30 69.L1 L19.3 76.0 78.5 21.45-22.00 65,1 44.8 72.0 75.8 !
21.30-21.'15 69.9 L19.3 76.8 80.0 Dcy 22.00-22.15 66.0 46.5 73.3 76.5 D,y
21.45-22.00 69.1 L17.5 76.5 78.8 22.15-22.30 64.3 42.3 71.8 74.8
OJ 21.00-22.00 70.1 50.7 76.9 79.6 21.30-22.30 65.0 L15.5 72.2 75.6
<0
Table 3.12 Sound level measurement - concrete pavement
""o Table 3.13 Sound level measurement - silent asphalt
location: measuring point MP2 LocLlllon: measuring point MP2
Dale: 1615119811 Delle. 5/61198,1
L,,'I L"" L L, L, ~ Ly , L" L,

Time Pavement ConeJltion TIfl10 Pavement Condition
dB dB
11.00-11.15 10.30-10.45 59.7 51.0 63.0 65.5
1115-11,30 10.45-11.00 60.7 51.0 5,1.0 65.5
D,y
1130-11.45
I Concrete 11.00-11.15 50.1
I 52.0 64.5 66.0 Silent
asphalt
D,y
11.45-12.00
11.15-11.30 61.6 50.5 55.5 68.5
.)
11.00-12.00
I 10.30-11.30 50.4 51.2 6<1.3
I 66.6
RS3-1S.08 63.1 55.6 68.1
I 70.3
13.31-13.46 60.4 55.6 64.0 65.8
15.08- 1 5.23
I 65.3 58.2 69.0 702
Sprinldor trucil 13.46-1<1.01 60.0 53.0 6,1.1 67.6
Sprinlder lrucl(
Wet
Wei
15.23-15.28
I 65.1 55.6 69.2
I 70.8
13.31-14.01 60.2 54.5 641 65.8
1<1.53-15.28
I 6<1.3 56.7
I 68.6 70_<1
15,00-15.15
16.15-16.30 65.8 55.0 70.0 72.0 I 61.3 53.5 65,5 67.5
1515-15.30 61.1 52.5 6,1,0 65.5

16.30-16.,15 65.6 56.5 68.5
I 70.5
1530-15.45 61,3 50.5 656 67.5 D,y
16.45-17.00 65.2 57.0 70.0 71,5 D,y
15.45-16.00 60.9 53.5 65.5 67,0
17.00-17.15 65.5 580 69.0 71.5
15,00-16.00 61,2 52.7 65.2 66.9
16.15-17.15 65.5 568 69.4 71.4
21,30-21.45 60.2 '18.0 63.0 66.0
21.00-21.15 64.3 49.5 68.5 70.5
21.15-21.30 64.3 50.5 70.0 71.5 2U5-22.00 57.8 45.0 64.0 65.5
21.30-21.'15 626 '17.5 68.5 70.0 D,y 22.00-22.15 59.7 '16.5 65.5 68.5 D,y
21.45-22.00 6,1.'1 52.0 68.5 71.5 22.15-22.30 59,3 ,14.5 64.0 66.0
21.00-22.00 6<1.0 50.2 68.9 70.9 21.30-22.30 59.3 46.2 64.2 66.7
.) Incomplete recording, ti1erefore no evaluatIOn

Table 3.14 Sound level measurement - concrete pavement Table 3.15 Sound level measurement - silent asphalt
Location: measuring point MP3 Location: measuring point MP3
Date: tG151198,1 Dale: 5/611984
LCG
Lel " L, L, L"'I L·I " L,. L,
Time Pavement Condition Time Pavement CondillOn
dB dB
11.00-11.15 58.5 51.3 60.9 62.5 10.30~10.<l5 52.2 47.9 55.0 55.9
11.15-11.30 57.7 52.3 61.5 63.5 10.45-11.00 52.8 48.7 55.9 56.7
11.30~ 11.'15 56.5 50.1 60.1 G21 Concrete Dcy 11.00-11.15 53.6 '\9.1 56.7 579 Silont Dcy
asphall
11.45-12.00 57.1 50.6 61.0 62.2 11.15~11.30 54.1 51.0 56.7 57.9
11.00-12.00 57.5 51.2 60.9 62.6
10.30~11.30
1'1.53-15.08
I 53.2 49.3 5G 1 57.2
13.31~ 13.46
15.08~ 15.23 No measurements
No measurements 13.46-14.01
lallen taken
15.23~ 15.28
13.31~14.01
14.53~ 15.28
15.00-15.15 54.1 49.8 57.5 59.9
16.15~16.30 58.5 54.2 61.7 63.8
15.15~15.30 53.2 48.7 55.8 57.9
16.30~16.45 58.2 53.7 61.8 642
15.30-15.45 53.8 49.1 56.7 58.3 Dcy
16.45-17.00 58.7 53.3
I 61.5 63.2 Dcy
15.45-16.00 53.9 50.4 56.9 58.5
17.00-17.15 59.5 53.1
I 63.5 65.1
15.00-16.00 53.8 49.5
16.15~17.15
56.8 587
58.9 53.6 62.2 64.1
21.00~21.15
21.30-21.45 50.2 44.8 54.4 56.1
56.0 '19.0
I 60.2 61.8
21.45~22.00 51.4
21.15-21.30 55.7 48.0
I 60.0 61.2 I 43.9 56.3 59.5
21.30~21.45 55.3 46.2 593 61.5 Dcy 22.00-22.15 50.9 45.0 55.1 56.3 Dcy
21.45-22.00 22.15-22.30
56.5 50.2
I 61.0 64.6 50.2 40.6 55.5 57.9
21.00-22.00 55.9 48.6 60.2 62.5 21.30-22.30 50.7 43.9 55.4 57.7
:"::
L,q ................... A·weighted energy·equivalent permanent sound level in dB: index serving
to describe the sound even with fluctuating sound level (e.g. road traffic
noise, aircraft noise). It is computed from the noise level which in the case
of permanent action is equivalent to the uninterrupted noise or to noise
with a fluctuating sound level.
Los ................... Background noise level: the lowest A-weighted sound level in dB measured
in one place over a certain period of time, caused by distant noise and
perceived as silent. It is the noise level that for 95 percent of the measuring
period is exceeded.
L5 .................... Peak level exceeded for 5 percent of the test period.
L, .................... Peak level exceeded for 1 percent of the test period.
The equivalent permanent sound level, the cumulative frequency levels Los, L5 and L, were
recorded, evaluated and printed out, using the instruments described in Item 3.1, at the
measuring points 1, 2 and 3. At the measuring points 1 and 3, the sound levels were in addition
tape-recorded.
3.5.2 Energy-Equivalent Permanent Sound Level and Cumulative

Frequency Level
In the following Tables the results of the sound level measurements, broken down by
measuring paints, are indicated.
Table 3.10 measuring point 1 concrete pavement

3.11 measuring point 1 silent asphalt
3.12') measuring point 2 concrete pavement
3.14 measuring pOint 3 concrete pavement
3.16 measuring point 4 concrete pavement
Furthermore, the frequency classes and the cumulative frequencies have been established
and are shown in the Figures 3.25 to 3.28 for measuring point 1 and in the Figures 3,29 to 3.31
for measuring point 3.
Table 3.16 Sound level measurement - concrete
Location: measuring point MP 4
Date: 16/5/1984
L,q Los L5 L,
Time Pavement Condition
dB
18.30-18.45 70.4 57.0 73.0 75.0
18.45-19.00 68.8 54.0 72.5 75.0 Concrete Dry
18.30-19.00 69.7 55.8 72.8 75.0
.) Due to a technical defect, the level values of the measurement "concrete pavement" at
measuring point 2 in the measuring period 11.00-12.00 hours on May 16, 1984 have not been
fully recorded and thus, are not used for further evaluation.
42
50
40
;F
>- ,
0
z 30 ---
W
::J
aw .... -- -
0:
u.. 20
(j)
(j)
« -- I-- f.-- I
-'
0 10
f--
f.-
0 I , I
40 50 60 70 80 90
SOUND LEVEL (dB)
99
95 " ~
,\.'\
i
\ 1\ I
>-
';,\ ! I
,
I
!
I
o \
z \ 1\ I
W
::J
I
aw
8: 50 I
I,
'\\ I
I
I
!
w II
> I I \
I
~
::J
I
! I 1 \ 1\ I i
I
I I '(\J
:2
::J
o i I I I !
I
10
I
I ,
i
I
I
,
!
I
I
\'\
\ ' I !
I
!
,I ! I I ,, I \ i \ ,
5 , , I I
I
I
1 , , ,
"_... _'!::...
,
!
,
40 50 60 70 80 90
SOUND LEVEL (dB)
Fig. 3.25: Class and cumulative frequency distribution - Measuring Point 1, dry pavement
Concrete, measuring period 11.00-12.00

43
50
~ 40
>-
0
z
w 30
::J
aw -- "- -- -
a: r--
u. --
20
UJ
UJ
«
'-- --- -
...J
0
10
--
0
-
I
40 50 60 70 80 90
SOUND LEVEL (dB)
99 ,
95 I , "- ,
I ,, \ "
,
~
", \
>-
, \ 1
0
z i
W
::J
a 50
I \ 1\
w \
, \\
a: I
u. '. I
w I I
>
~ 1 ,I I
...J I
::J
:;: 1 I '. i\ i 1 !
::J
0
10
i
: I I I ' \!i \1.,.,
,
5
I ! ! '1 i
, ! I 1 i' I
1 , , I I , " I
40 50 60 70 80 90
SOUND LEVEL (dB)

44
50
~ 40
>-
()
z
w
::J 30
aw
IT: -- 1- ___
LL
(f)
(f)
20 ~
«
...J
() 1--- - '---
f---
'--
10
--t~
o , , , ,
40 50 60 70 80 90
SOUND LEVEL (dB)
99 , ,
95
"
"- 1
1
\
\
1\ !
\ \ II
~
1 1
>-
()
z
\
\
\
\\ 1
I
i
I,
.
I
W \ I
::J
aw 50
'
I I
IT:
LL 1\
,
1\ II I I
~
W \ I
> ,1 I !
I
~ I '. i I
!
,,
...J
::J
:;;
::J
I
I
iI !'\
, I
,
i I
()
10
,I
, I ,I 'k \ , I
I
"
I
5
I I I 1
1 ,
, "I "I "I '" I ,'l I
, I , , ,
40 50 60 70 80 90
SOUND LEVEL (dB)

45
50
40
'd'-
>- --
()
z 30 -
w ~
:::>
aw f--
--
a:
LL
20
CJJ
CJJ f--
« --
-'
() 10
--
I---
--
0 , ,
40 50 60 70 80 90
SOUND LEVEL (dB)
99 1'-.
95 \'\
'l\
~ \\
>-
()
z
w \1\ I
:::>
aw
a:
LL
50 '\
\
I
:,,
w
> \ \ I
~ i I I
-'
:::>
::;:
I \\ I I
:::>
() I t\[ I I I
,,
10 I
I
\ i\\ \
I
I
II
5 I 'l '-l: I
1 , , , , , , I ,
40 50 60 70 80 90
SOUND LEVEL (dB)
Fig. 3.28: Class and cumulative frequency distribution - Measuring Point 1,

wet pavement (sprinkler truck)

46
60
1---
50
r--
~
40
>-
0
z
W
::J
aw 30
a:
LL
C/J
C/J
<t
20
-'
0
10 I
0 , , ,- , ,
40 50 60 70 80 90
SOUND LEVEL (dB)
99 I
95 I "'\ \ I
:S:
I II \
'!..- \
>-
0 1 \ 1 I
z ,I
W
::J I\ I I
aw 1
I ,
I
a:
LL
I \
I I I i
w 50 1
:
> \
II
~
-'
1 \ 1 1 1 1
::J
:2
::J -- ,1 \1 1 1 i
0 ! ,I I I
I I \1 I, 1 I 1
I
, i i
'l I I
1 1 I I I i
10
i ! ' \ \ I I ,
5 I I I
1 I
,
I
, , "- ,
I
, , ,
!
, ,
40 50 60 70 80 90
SOUND LEVEL (dB)

47
60 f---
r--
50
40 - r--
~
>-
0
z 30
w
:::>
aw
a:
LL
CJJ
20
CJJ
<!
-'
0
10
r-- f--- f - -
0 , , , ,
40 50 60 70 80 90
SOUND LEVEL (dB)
99 L \ '\ I
95 I \ I
\
I \
I
\
~ I, \ I I
>-
0 \
z
w I \
I
:::>
aw I I \ I I I
a: 50 I
LL !:
w
> I I I
"I
~
-'
:::>
I \1;, , I
:;:
~ iI
i
I,
:::>
0 ! I I I , I
I I
10 I I \ I I
I i I\
5 ,
\
I ,
I
I I I I
1 , , , , , , , I I I
40 50 60 70 80 90
SOUND LEVEL (dB)

48
60
50 r---
,-- I
;l-
40 , I
1---
>-
u
z
II I
I
LU 30
::J
aLU r---
a:
LL 20 --
I
CJJ I
CJJ I
«
-'
u I ,
10
- 1... .•
0 , I , I I I ,
40 50 60 70 80 90
SOUND LEVEL (dB)
99 '\.1 i
95 II \ , I I, !
j
I
~ 1\ 1 I 1 1 I I
;l- !
1\ 1\ 1 1 1 1 1 i
>- I , I
u I I
I \\ II \ i !
Z
LU
I 1 I !
::J
\1 \
I
aLU ,
, I
1 I 1 I I
a: 50 I'
LL I
LU
>
I, , II
I I I
,
,
!
~ I, I
-'
::J
!
,
1\ 1\ I I I 1 I I
:;;
::J
iI I I
I
I
I
I
,
U i I \ !\ ! I I
I I
I
I !,
1
I
I, \
\
I
i
\
. I 1
I
•
I
10 , I I !
5 ,
I
i
'l., "- ! I !
I ! I I
1 i
- I i
,
"
I , , , , I
40 50 60 70 80 90
SOUND LEVEL (dB)

49
Table 3.17 Sound level measurement - silent asphalt
Location: measuring point MP 4
Date: 5/6/1984
L,q L95 L5 L,
Time Pavement Condition
dB
17.15-17.30 67 55.5 71.5 73.5

Silent
17.30-17.45 65.9 55.5 70.5 72.0 Dry
asphalt
17.15-17.45 66.5 55.5 71.0 72.8
3.5.3 Road/Tire Noise Level
The road/tire noise was measured at measuring point 1 for vehicles which after having
reached the appropriate speed rolled on aiter having stopped their motors. About 100 m before
the measuring cross·section the drivers stopped the motor and disengaged the clutch. The
coast-by noise of the test vehicles was tape-recorded, the maximum coast-by level, read at
once. The measured speeds and coast·by levels are shown in Table 3.18 for the concrete
pavement and in Table 3.19 for the silent asphalt. The following test vehicles were used:
Passenger car: Ford Taunus 1600 Kombi
Truck: MAN 280
For the test, the truck was loaded with gravel and had a total weight of 16 tons.
On May 16, 1984, the day on which the measurements were taken, there was during the
night hours when the roadltire measurements were made nearly no wind, while on June 5, 1984
occasional gusts of wind influenced some of the measurements. In between the gusts of wind
it was relatively calm. The wind direction was almost vertical to the direction of the sound
propagation.
In the beginning of the silent asphalt measurement, a few raindrops were noticed. The
pavement surface, however, may be described as dry.
Table 3.18 Roadltire measurement - concrete pavement
Passenger car Truck

Test Pavement
Coast·by Coast-by Wind
run Speed Speed condition
level level
No.
dB kmlh dB kmlh kmlh
1 71.1 98 72.2 78
2 72.0 104 71.7 78 Wind speed:

calm to
3 72.8 105 71.7') 75 Dry
max.
4 73.0 109 73.0 81 3 kmlh
5 71.2 96 73.9 83
1) Ghost drivers in the cross-section
50
Table 3.19 Roadltire noise measurement - silent asphalt
Passenger car Truck

Test Pavement
Coast·by Coast-by Wind
run Speed Speed condition
level level
No.
dB kmlh dB kmlh kmlh
1 64.2 107 -') 75 Gustsl10, SW

A few
2 64.0 107 63.3 81 7, SW
raindrops
3 64.1 107 64.0 81 7, SW
4 65.6 109 65.0 84 6, SW

Dry
5 -') 110 64.0 81 GustslS, SW
') Wind gust caused wind noise (leaf rustling), the measuring values were eliminated.
3.6 Results
For the description of the strongly fluctuating noise, the road noise, the energy·equivalent
permanent sound level Leq is used. For the assessment of the noise development or situation,
the following additional information is required:
The level frequency distribution (background noise level and peak level) for the
fluctuation range of the sound levels and for determining the background situation.
The level changes over time.
The frequency spectrum in which the noise is perceived as more or less tolerable.
3.6.1 Energy-Equivalent Permanent Sound Level
3.6.1.1 Initial Data

With equal meteorological and geometrical propagation conditions, the sound energy
emitted from the road will depend on the traffic volume, the traffic composition, the speed of
the traffic flows and the pavement surface.
To establish the effect of the tested road surfacings on the sound immission, it is
necessary to base the analysis on equal traffic volumes, traffic compositions and speeds of
the individual traffic flows.
Since on both measuring days the traffic volumes, traffic compositions and speeds were
differing, the sound immission levels were converted on the basis of a selected traffic volume,
traffic composition and speed.
The selected traffic data were computed as average values from the daily counts and
rounded off as follows:
Selected traffic volume in the cross-section: Mw = 900 vehicleslh

Selected traffic volume per travelling direction: M" = 450 vehicleslh
Selected truck percentage: Pw = 30%
Selected passenger car speed: Vp, w = 120 kmlh
Selected truck speed: VL, w = 85 kmlh
To determine the characteristic immission sound levels, the procedure is a follows.
51
3.6.1.2 Computation of the Characteristic Energy·Equivalent Permanent Sound Level
For the selected and for the computed traffic situation the energy·equivalent permanent
sound level is mathematically determined in accordance with the method described below. The
difference between these two values is added to the actually measured equivalent permanent
sound level to obtain the "characteristic" equivalent permanent sound level. This characteristic
permanent sound level is then used for the comparative examination of the concrete and silent
asphalt road pavements.
The method used here for determining the characteristic noise pollution corresponds to
that recommended in the service instructions for noise control on Federal highways issued by
the Federal Ministry of Public Works and Technology [6] and described there as calibration.
The computation of the immission values is according to [30], [24], [25] carried out using
the following equations:
lmmission level caused by passenger cars
L,q, = 27.2 + 10 log [1 + (0.02 Vp )'] + 10 log Mp - L£ (3.1)
Immission level caused by trucks

L,q, = 34.2 - 15.5 C + (5 + 10 C) log VL + 10 log ML - L£ (3.2)
Loss from propagation

L£ = 13.8 - 7 log s - 2 . (log S)2 (3.3)
Total immission level

(3.4)
In these equations
Leqp1 LeqL ... stands for equivalent permanent sound level at the immission place caused
by passenger cars or trucks
Mp , ML ...... stands for characteristic traffic volumes (passenger cars per hour, trucks
per hour)
Vp , VL •••••••• stands for mean speeds of the passenger cars or trucks in km/h
C ................ stands for factor for the share of heavy haulage traffic ()9tons) in the total
truck traffic (C = 100% corresponds to 100% heavy haulage
traffic)
L£ ............... stands for propagation loss
S ................. stands for distance between the immission point and the road center, in
meters.
The computation of the immission level at measuring point 1 is given below by way of
example for the measured and selected traffic data.
Initial data:
Measuring point 1 (see also Figures 3.1 and 3.2)
Type of pavement concrete pavement, dry
Date May 16, 1984, 11.00-12.00 hours
Distances Center of the road to Kufstein, 25 m from MP 1
Center of the road to Innsbruck, 38 m from MP 1
Measured traffic volumes (see also Item 3.4.1), index M

Road to Innsbruck: M p. M =277 passenger cars/h, Mp. M = 134 trucks/h
Road to Kufstein: Mp. M = 265 passenger cars/h, ML , M = 123 trucks/h
52
Measured mean speeds (see Item 3.4.2)
Road to Innsbruck VP• M = 119.1 kmlh, VL• M = 82.8 kmlh
Road to Kulstein: VP• M = 124.0 kmlh, VL• M = 85.3 kmlh
Share 01 the heavy traffic in the total haulage traffic:
Road to Innsbruck: C = 0.87
Road to Kulstein: C = 0.81
C is determined as lollows (see Item 3.4.1)
C= 1_ Number 01 trucks < 9 t

Total number 01 trucks
The number 01 trucks < 9 tons is computed on the basis 01 the trallic census data and is
composed 0150 percent 01 the trucks without trailers and buses.
Selected traffic data: index W

Road to Innsbruck
Mp. w = 315 passenger carslh, M L• W = 135 truckslh
Road to Kulstein
Selected speeds
Road to Innsbruck
VP• W = 120 kmlh, VL• W = 85 kmlh
Road to Kulstein
Selected heavy traffic share
Road to Innsbruck C = 0.8

Road to Kulstein
The partial immission levels for the measured traffic volume are computed in accordance
with the equations 3.1, 3.2 and 3.3
Road to Innsbruck
L~".M =27.2 + 10 log [1 + (0.02 .119.1)3] + 10 log 277 - 2,3 = 60.9 dB
LE = 13.8 - 7 log 38 - 2 . (log 38)2 = 2.3 dB
L~q,. M = 34.2 - 15.5.0.87 + (5 + 10 . 0.87) log 82.8 + 10 log 134 - 2.3 = 66.0 dB
Road to Kulstein
L~".M = 27.2 + 10 log [1 + (0.02.124.0)3] + 10 log 265 ± 0 = 63.5 dB
LE = 0 dB
L~q,.M = 34.2 - 15.5.0.81 + (5 + 10.0.81) log 85.3 + 10 log 123 ± 0 = 67.8 dB
The mathematically determined total immission level resulting lrom measured traffic
volumes is according to the equation 3.4 as follows:
L~"., = 10 log [10 6.09 + 1066 + 10635 + 106 .78] = 71.3 dB
For the selected traffic volumes, speeds and share of heavy traffic, the same computation
is carried out with the lollowing results:
Road to Innsbruck: L~qp.w = 61.6 dB
L~qL IV = 65.9 dB
Road to Kulstein: L~qp, w = 63.9 dB
L~qL. IV = 68.2 dB
Mathematically established total level: L~qw= 71.6 dB
53
'E: Table 3.20 Characteristic energy·equivalent permanent sound levels, measuring point 1
Pave· L~qp, M L~qL, M L~qM L~qW L1L~q L;;'q Leo

Date Time Condition Direction Remarks
ment dB
Innsbruck 60.9 66.0

Day
1984·05·16 11.00-12.00 Dry 71.3 71.6 0.3 70.7 71.0
measurement
Kufstein 63.5 67.8
Innsbruck 60.4 66.0

Wet
14.53-15.28 Wet 70.7 71.6 0.9 71.0 71.9
2 measurement
~ Kufstein 63.4 66.5
"c:0 Innsbruck 61.7 65.3
() Day
16.15-17.15 Dry 71.7 71.6 -0.1 71.7 71.6
measurement
Kufstein 64.4 68.6
Innsbruck 55.9 63.6 71.6 3.0 73.1

Night
21.00-22.00 Dry 68.6 70.1
measurement
Kufstein 58.5 65.9 69.6 1.0 71.1
Innsbruck 62.3 65.2

Day
1984·06·05 10.30-11.30 Dry 71.0 71.6 0.6 66.1 66.7
measurement
Kufstein 63.6 67.2
Innsbruck 61.2 67.1

~
<ii
Wet
13.31-14.01 .c:
Wet 71.3 71.6 0.3 66.6 66.9
measurement
"- Kufstein 63.0 67.0
"'
<1l
1:: Innsbruck 61.1 65.9
<D Day
15.00-16.00 Dry 71.5 71.6 0.1 67.4 67.5
iii measurement
Kufstein 64.8 67.8
Innsbruck 55.6 64.4 71.6 2.7 67.7

Night
21.30-22.30 Dry 68.9 65
Kufstein 58.3 66.1 0.7 measurement
69.6 65.7
Table 3.21 Characteristic energy·equivalent permanent sound levels, measuring point 2
Pave· L~qp,1.I L~qL, M L~qM L~q\V LlL~q L~q Leq

ment dB
Innsbruck Measurement
1984·05·16 11.00-12.00 Dry instrument
Kufstein failure
Innsbruck 52.4 57.9

Wei
14.53-15.28 Q) Wet 61.7 62.6 0.9 64.3 65.2
measurement
~ Kufslein 53.8 56.7
"0
c
Innsbruck 53.7 57.3
0 Day
16.15-17.15 Dry 62.7 62.6 -0.1 65.5 65.4
measurement
Kufstein 54.8 58.9
lnnsbruck 47.9 55.5 62.6 3.0 67.3

Night
21.00-22.00 Dry 59.6 64.3
measurement
Kufstein 48.8 56.2 60.6 1.0 65.3
Innsbruck 54.3 57.2

Day
1984·06·05 10.30-11.30 Dry 62.0 62.6 0.6 60.4 61.0
measurement
Kufstein 53.97 57.5
Innsbruck 53.2 59.1

Wet
13.31-14.01 Wet 62.5 62.6 0.1 60.2 60.3
'"
.c
D. Kufstein 53.3 57.3
measurement
"''"
C Innsbruck 53.1 57.9
Q) Day
15.00-16.00 Dry 62.5 62.6 0.1 61.2 61.3
iii measurement
Kufstein 55.1 58.0
Innsbruck 47.6 56.3 62.6 2.7 62.0

Night
21.30-22.30 Dry 59.0 59.3
measurement
Kufstein 48.7 56.4 60.6 0.7 61.0
en
en I
1£ Table 3.22 Characteristic energy·equivalent permanent sound levels, measuring point 3
L~qp,1.f LBeqL. M L~ql.f L~qW .dL~q LA! L,q

Pave- eq
ment dB
Innsbrucl< 54.1 59.1 Day

1984·05·16 11.00-12.00 Dry 63.6 63.9 0.3 56.5 56.8
Kufstein 55.5 59.4 measurement
2'
l' Innsbruck 54.9 58.5 Day
16.15-17.15 "c:0 i Dry
Kufstein 56.1 60.3
64.0 63.9 -0.1 58.9 58.8
measurement
U I
Innsbruck 49.1 56.8 63.9 3.0 58.9 Night

21.00-22.00 Dry 60.9 55.9
Kufstein 50.2 57.6 61.9 1.0 56.9 measurement
Innsbruck 55.5 58.4 Day

1984·06·05 10.30-11.30 Dry 63.3 63.9 0.6 53.2 53.8
'"
.c
D.
U)
15.00-16.00 Dry 63.8 63.9 0.1 53.8 53.9
'"
C Kufstein 56.5 59.4 measurement
Q)
UJ Innsbruck 48.8 57.5 63.9 2.7 53.4 Night

21.30-22.30 Dry 61.2 50.7
Kufstein 50.0 57.7 61.9 0.7 51.4 measurement
Table 3.23 Characteristic energy·equivalent permanent sound levels, measuring point 4
L~qp' /,f L~qL, I.f L~qM L~qW L1 L~q LA! L,q

Pave- 'q
ment dB

1984·05·16 18.30-19.00 Concrete Dry 64.3 65.3 1.0 69.7 70.7

Silent
1984·06·05 17.15-17.45 asphalt
Dry 65.7 65.3 -0.4 66.5 66.1
For the computed energy-equivalent permanent sound level, the difference between the
selected and measured traffic load is
Ll L~q = L~qW - L~ql.f
LlL~, = 71.6 - 71.3 = 0.3 dS
The difference LlL~q is then added to the energy-equivalent permanent sound level (M~,)
measured at measuring pOint 1 from 11.00 to 12.00 hours on May 16, 1984. As a result, the
characteristic immission level for the selected traffic load, speed and traffic composition and
the dry concrete pavement can be determined.
Leq = L~q + .J L~q

L" = 70.7 + 0.3 = 71.0 dS
This conversion, given here for illustration with regard to measuring point 1 and the
measuring period from 11.00 to 12.00 hours on May 16, 1984, is then carried out for all
measuring periods and measuring points. The results are shown in the Tables below.
Table 3.20 Characteristic immission level, measuring point 1

Table 3.21 Characteristic immission level, measuring point 2
The distances are shown in Fig. 3.2
Table 3.22 Characteristic immission level, measuring pOint 3
The distances are shown in Fig. 3.2
The traffic volumes, speeds and compositions are for measuring points 2 and 3 per
measuring period the same as for measuring point 1, with the exception of distance changes.
Table 3.23 Characteristic immission levels, measuring pOint 4

The distances are shown in Fig. 3.2c.
A comparison between the established characteristic energy-equivalent permanent sound
levels shows the difference in the levels of the traffic noise produced on concrete pavements
and those produced on silent asphalt, related to 900 vehicles per hour with a share of trucks
of 30 percent.
Table 3.24 shows the results of the computation, broken down by day measurements, night
measuremenfs and wet measurements. For the two day measurements taken on May 16, 1984
between 11.00 and 12.00 hours and between 16.15 and 17.15 hours and for the two day measure-
ments taken on June 5, 1984 between 10.30 and 11.30 hours and 15.00 and 16.00 hours, the
average value is indicated.
In relation to the traffic volume, the night measurements on both days of the test
established relatively high immission levels. This is illustrated also in the case of the character-
istic L" in Table 3.24.
The difference between the characteristic energy-equivalent permanent sound levels
reflects the values of the immission level reduction obtained due to the differing road pavement
conditions.
On the basis of the evaluation we can see that the application of a silent asphalt surfacing
on the concrete pavement reduced the emission level at the various measuring paints by
4.1-5.5dS. The maximum level reduction was obtained during the night measurements (on the
average-5.3dS), followed by the "wet measurement" (4.9dS) and the day measurement
(4.3dS).
The average value of the level reduction for the dry pavement as computed from the day
and night measurements at the four measuring pOints is 4.8dS.
A comparison of the dry with the wet road pavement shows at measuring point 1, at a
distance of 25m from the axis of the road to Kufstein, an energy-equivalent permanent sound
level by 0.6dS higher for the wet concrete pavement and by 0.2dS lower for the wet silent
asphalt surfacing. These calculated sound level differences can hardly be recorded or even
been heard in the field tests.
57
Table 3.24 Listing of the characteristic energy-equivalent permanent sound levels for the
traffic volume M = 900 motor vehicles per hour, with a share of trucks of 30
percent.
Characteristic L,q
Mean value of
Meas· Meas· Con- Silent Difference
Pavement the difference
uring uring crete asphalt
condition
point time
dB dB dB dB
1 71.3 67.1 4.2
2 Day Dry 65.4 61.3 4.1 4.2
3 58.3 53.9 4.4
4 Day Dry 70.7 66.1 4.6 4.6
1 73.1 67.7 5.4
2 Night Dry 67.3 62.0 5.3 5.3
3 58.9 53.4 5.5
1 Wet 71.9 66.9 5.0

Day (sprinkler 4.9
2 truck) 65.2 60.3 4.9
3.6.1.3 Discussion of the Characteristic Energy·Equivalent Permanent Sound Levels
The noise emitted by travelling motor vehicles are made up of various components. In
addition to wind noise at high speed and the noise produced by the bodies of unloaded trucks,
the basic components are the roadltire noise and the motor noise. In the case of passenger
cars, the road/tire noise is at higher speeds dominating, while in the case of trucks the motor
noise is the dominating noise factor. According to [3, 31] the difference between the vehicle
noise and the road/tire noise with passenger cars, at a speed of 120km/h, is 1-2dB and with
trucks driving at a speed of 80km/h, approximately 6-8dB.
This means that with increasing truck percentages in the total traffic the differences
between the noise produced by various types of road pavements should become smaller
because the motor noise is the predominant factor.
In [26], the influence of the traffic composition has been studied to answer the question
how the emission level will change on differing road pavements with variable truck percen·
tages. In Fig. 5.1 taken from [12], the connection between the traffic noise and the type of
pavement is shown for night traffic as a function of the truck percentage.
The tests carried out show however that the difference between the emission levels of
various types of road pavement increases with rising truck percentages. With trucks making
up 50 percent of the traffic flow, the silent asphalt was by 5.3 dB less noisy than the concrete
pavement and with trucks making up 30 percent of the traffic flow, it was by 4.2dB less noisy
than the concrete pavement. This statement is in contradiction to the statements made above.
Sound level measurements described in [13] carried out on these highly elastomeric asphalt
surfacings and concrete pavements in Belgium showed that the asphalt surfacing reduces the
coast·by levels of trucks much more than the coast-by levels of passenger cars. This study has
established a reduction by 4-5dB of the noise produced by passenger cars and a very
pronounced reduction by about 7-8dB of the noise produced by trucks.
The sound level measurements carried out on the Angath test section show the same
tendency. To provide, however, sufficiently corroborated evidence, further measurements will
be necessary.
58
100y-______________________________________- ,
Leq
[dB]
90
60
------
70
--- -
60
50~--__- -__- -____--~--~--~--~--~--~

o 10 70 30 40 50 50 70 ao 90 100
TRUCK PERCENTAGE
Fig. 5.1: Dependence of the vehicle noise on the truck percentage during night traffic
involving 175 motor vehicles, at a distance of 25 m
Concrete
Asphalt 0/8
Asphalt 0/12
The wet concrete pavement is by 4.9dB louder than the wet silent asphalt. Since the silent
asphalt is a bituminous road surfacing with a high voids content, the water sprayed by the
sprinkler truck on the road immediately penetrated into the open pores and after a certain time
ran off on both sides of the surfacing.
As a result, the pavement surface was not wet but rather moist. The whizzing, high·
frequency vehicle noise produced by wet concrete pavements was eliminated by silent asphalt.
The characteristic energy·equivalent permanent sound level is for the wet concrete pavement
by 0.6dB louder than the dry one but the wet silent asphalt is even less noisy than the dry one.
For this reason the road pavements wetted by the sprinkler truck show a greater difference
in noise levels than the dry ones.
The test carried out by HARLAND [14] with a passenger car on an open·graded macadam
surfacing showed that in the case of light rainfall the surface water is quickly drained and the
roadltire noise on such a road pavement undergoes hardly any changes. The silent asphalt is
an open·graded surfacing with excellent drainage properties preventing the formation of a
water film over the entire road surface in the case of light rainfall. Thus, the noise produced
by the impact of the accelerated spray water particles on the water film is considerably reduced
[4].
3.6.2 Level Frequency Distribution
3.6.2.1 The Exceeded Levels

In the Figures 3.25 to 3.31 the class frequencies and cumulative frequencies are graphi·
cally represented. For both types of pavement the results are shown for the morning, afternoon,
night and "wet" measurements.
59
In spite of differing traffic compositions, these diagrams clearly show the shifting of the
noise pattern from the noisy concrete pavement to the less noisy silent asphalt.
In the Figures 3.32 to 3.37 the exceeded levels
L, unfrequent peaks,
L5 frequent peaks and
L95 background noise level
are graphically represented.
The comparison between the exceeded levels on the concrete pavement and those on the
silent asphalt shows that
- the unfrequent peak levels L, on the average are by approximately 4.3dB lower for
silent asphalt than for the concrete pavement;
- the frequent peaks L5 are on the average by 4.7dB less noisy, and that
- the background level also shows a falling tendency. It mainly depends on the traffic
volume and, if the traffic is not heavy, the noise produced by the environment. This
applies here in particular for measuring paints 2 and 3, because they were relatively far
removed from the motorway. The traffic volume on the day, on which the measuring of
silent asphalt was carried out, was higher than on the day on which the concrete
pavement was tested. A qualitative statement therefore cannot be made.
3.6.2.2 Changes in the Level over Time

Apart from the energy level and the frequency composition, the distribution of the noise
impact over time is another factor in connection with the perceived noise disturbance.
Near the road, the sound level emitted by each vehicle is separately-in terms of time-
recorded as a steeply rising and falling curve whose peak value will vary with the noise
produced by the vehicle concerned and whose slope will depend on the driving speed. Except
in cases where vehicles quickly following each other produce a series of superimposed noises,
we are faced here with a strong level fluctuation as a function of time, as illustrated by a few
examples in Figures 5.8 to 5.11. Some typical level recordings made at measuring point 1 for
the concrete pavement and the silent asphalt by day and by night were also evaluated.
A comparison of the level recordings clearly shows that the peak levels of the asphalt
surfacing were by about 4-5dB lower.
3.6.2.3 Discussion of the Level Frequency Distribution

In conclusion it can be said that the concrete pavement had un frequent and frequent peak
levels on the average by about 4.0 to 5.0dB higher than the silent asphalt. No significant diffe·
rence was established with regard to the peak levels of the dry and wet pavements, which may
be due to the fact that the driving speeds on the wet pavement were lower.
The background level is also reduced by the silent asphalt, because the lower emission
level of the motor vehicles will reduce the sound intensity ("sound energy") accumulated over
time.
3.6.3 Frequency Spectra of the Traffic Noise

3.6.3.1 General
The frequency spectrum of the road traffic noise is influenced by the various road surlac·
ings. The traffic noise recorded on magnetic tapes in accordance with the acoustic measuring
system NOR 823 has been analyzed for the assessment of the noise behavior of the tested
concrete and silent asphalt surfacings.
In the 31.5-10,000Hz range of the one·third octave band center frequency, the particular
energy·equivalent permanent sound levels, established per one·third over a period of 30
minutes at measuring point 1, was evaluated.
60
L
dB
80 ;!:Q 77 ;BE.. ]J}1

7541 ,3 756 J.M. 1 76 ,7
~172,9 ~ 1!1i 71
J1l 1 ,9
70
60 -~
156 ,1 ~
~
153,3
150 ,7
50
.::£
40
L1 L5 L95 L1 L5 L95 L1 L5 L95
30
BY DAY BY NIGHT BY DAY
Dry surface Dry surface Wet surface
- - Concrete pavement
- - Silent asphalt
Fig. 3.32: Exceeded levels, measuring point 1
AL A
dB
6 52
5 44 47 48
38 4,0 3,9
4
3 2,8 26
2
1 L1 Ls L0 5 L1 Ls L95 L1 Ls L9S
0
Fig. 3.33: Exceeded level differences, measuring pOint 1
61
L
dB
80
70 :~'~ 68,6
60
50,2
50
40

- - Silent asphalt
l>L
dB
6
5
4
46 46 4,8
~/!:.2- ....:.:..::-
40
~
2
3 22
2
o
1 L1 Ls L9S L1 Ls L95 L1 Ls I7sl
Fig. 3.35: Exceeded level differences, measuring point 2
62
L
dB
80
70
63,4 62,5
61,6
60,2
60 58 ° 565 577
554
526
50 . 494 486
43,9
40
BY DAY BY NIGHT
Dry surface Dry surface
- - Silent asphalt
tJ.L
dB
6 5,4 51
4,8 4,8 47
5
4
3 ~
Z
1 L1 Ls L9S L1 Ls L9S
o BY DAY BY NIGHT
Dry surface Dry surface
Fig. 3.37: Exceeded level differences, measuring point 3
63
90
III 80
"C
C
Qi
>
!'! 70
"C
C
:J
0
(/J
60
50
40
1
o 5 10
Time in minutes
Fig. 3.38: Concrete pavement, by day
90
III 80
"C
C
I
Q)
> 70
!'!
"C
C
:J
0
(/J
60
50
40
0 ~ 10
Time in minutes
Fig. 3.39: Silent asphalt, by day
The measurements were taken in the following measuring periods:

Concrete pavement 1610511984 11.00-11.30 hours dry
14.53-15.28 hours dry
21.00-21.30 hours dry
Silent asphalt 0510611984 11.00-11.30 hours dry
13.31-14.01 hours wet
22.00-22.30 hours dry
The length of the evaluation period was quite sufficient for a comparison of the various
road surfacings and conditions. The evaluation carried out with a narrow~band real time
64
90
aJ 80
"c
">
~ 70
"C
:J
a
(fJ
60
50
I
o 5 10
Time in minutes
Fig. 3.40: Concrete pavement, by night
00
aJ 80
(fJ GO
50
40 I
o 5 10
Time in minutes
Fig. 3.41: Silent asphalt, by night
analyzer showed that after an averaging time of about 10 minutes the frequency spectrum does
no longer significantly change.
To facilitate the comparison between the one-third spectra having absolute levels, the
sound levels obtained in day-time measurements were related to a uniform traffic load of 900
motor vehicles per hour, including 30 percent of trucks in the cross-section. For the night
measurement, the computation was based on a traffic volume of 400 motor vehicles per hour
including 50 percent of trucks in the cross-section. As shown in the Figures below, the concrete
and the silent asphalt surfacing were first compared in a dry and in a wet condition, and then
each type of pavement was tested in a dry and in a wet condition, and the results compared
with each other.
65
3.6.~.2 Concrete Pavement - Silent Asphalt
The dry silent asphalt is in the medium and high frequency ranges less noisy than the
concrete pavement (see Fig. 3.42). At a frequency of 1,250 Hz, the greatest level differences
were 8dS. In the case of masurements taken on wet (sprinkler truck) surfacing, the differences
in the size as in the frequency bandwidth became more pronounced (see Fig. 3.43).
The maximum level difference (10dS) occurred in the center frequency of 4,000 Hz.
The traffic composition was about the same on the concrete pavement as on the silent
asphalt surfacing during the night measurements. The frequency characteristic of the silent
asphalt remains nearly over the entire frequency range below that of the concrete pavement.
The maximum level difference is 8dS at a frequency of 2,000 Hz (see Fig. 3.46).
3.6.3.3 Dry Pavement - Wet Pavement

As Fig. 3.44 shows, the wet pavement has the effect of increasing the levels in the
frequency range of 500 Hz to 1,250 Hz slightly and in the frequency range of 1,600 Hz to
10,000 Hz, considerably. The wet silent asphalt (Fig. 3.45) shows a rise in the level at a
frequency of more than 1,000 Hz, but this rise is much lower than in the case of the concrete
pavement. Owing to the good drainage effect of this type of surfacing, the water of the sprinkler
truck is rapidly discharged, so that the road surface is not wet but rather moist.
No final statement can be made on the behavior of the silent asphalt in the presence of
storm water on the basis of this study. It may, however, be assumed that under these condi·
tions it will be similar as long as no water film covering the entire road surface is formed.
3.6.3.4 Discussion of the Frequency Analysis

For the resulting immission and, in particular, for the degree to which the noise is perceived
as nuisance, it is important to know which frequency components and to which degree are
eliminated. High·frequency noise components are perceived by people as more bothersome
than low·frequency noise of the same loudness.
As the test shows, the silent asphalt brings about mainly a reduction of the frequency
noise components above 100 Hz. This could be also heard during the measurement. The high
whizzing vehicle noise perceived on the concrete pavement is eliminated by silent asphalt.
Riding in a passenger car, one notices very clearly the transition from the concrete pavement
to the silent asphalt surfacing. The first relatively high-frequency noise changes to a deep
drone. No measurements, however, were taken in the vehicle.
This reduction of the high and medium·frequency vehicle noise by silent asphalt will be
probably due to its good sound absorption capacity on the one hand, and to its planeness on
the other, reducing the road/tire noise. It is, however, established that the high voids content
ensures good drainage. During the "wet" measurement, no spray was thrown up behind the
trucks and passenger cars, even when they were driving immediately behind the sprinkler truck.
The rapid water elimination prevents also the additional noise produced when the pavement
is in a wet condition. The comparison between the "wet" measurement frequency spectra very
impressively shows this effect.
In conclusion it may be said that silent asphalt not only reduces the energy·equivalent
sound level, but by producing a shift in the frequency spectrum, considerably diminishes the
noise pollution caused by passenger cars and trucks.
3.6.4 Road/Tire Noise

3.6.4.1 Maximum Coast· by Levels
For determining the roadllire noise alone, a passenger car (Ford Taunus 1600 Kombi) and
a truck (MAN 280) having a total weight of 16 tons were sent along the test track. To facilitate
a comparison between the coast-by levels of the noise emitted, they are related to a uniform
speed. For the passenger car a comparative speed of v = 105 km/h and for the truck a com·
parative speed of v = 81 km/h were determined. The calculated mean coast-by level of the
roadllire noise is represented in Table 3.25.
66
dB .,
70
60
so
-P
,..5 Y
.-r-'
'1-r-"L
t,
L
r\
"'-"1- 1
._-, 1
,,
r2i
L_
J " L_
fr
-,'- ., .... _-
30
""31S
~, 63 125 .30 500 1CW AXX1 t.O:XJ 8M 8IV Hz
One-third octave band center frequency

Fig_ 3-42: Frequency spectrum of the traffic noise (A-weighted)
Concrete, dry, 11.00-11.30 hours
- - - - - Silent asphalt, dry, 11.00-11.30 hours
dB .,
70
60
50
1 pi"
i
I
• ..1
,
i
J
~jrr~rL~-,
, -r"1 "'
'- iL-,
,
,-,I
t ,
~ I, L
1)1 I -! fL-'.. ....1...._-
'
30
§
l"" P
3'.5
,
63 125 ;SO 500 10c0 xn; f.lXX) 8M 'f,QZl Hz
Fig. 3-43: Frequency spectrum of the traffic noise (A-weighted)
Concrete, wet, 14.53-15.28 hours
- - - - - Silent asphalt, wet, 13.31-14.01 hours
67
dB III
!
70
~-
_J-~-,L ~-,
r
60
50 ~
r'
ILtI ~.,
lLr I
I
f?
J ltL._ L~,
!
I
L_
30
Jf,-
,- , I,
2D it
31S 6J 125 250 500 xoa t.CO.J
ifX1)
I
ciT.. b::rt' Hz
Fig. 3.44: Frequency spectrum of the traffic noise (A-weighted)
Concrete, dry
- - - - - Concrete, wet
dB III
70 I
I
I
60
I I
,r,
rrl~
- I ._,
i
I,
-~
so
If
J'
f-J
~ -r
~
,I
30 .J I
:
2f) f
31.5 63 125 30 500 10C1J

xoa L.COJ E[[(i bID Hz
Fig. 3.45: Frequency spectrum of the traffic nOise (A-weighted)

Silent asphalt, dry
- - - - - Silent asphalt, wet
68
dB I1J
I
70
-I~pl--" '-'--. L\
60
50
,
I
I rtf-f'
r
I
j
"I
, 't....!.,
1,1l
-1LoL_....
I I
I L_-.._ !
,r~...I
-I 1L __
-,r-'
JO
.s,
20
[d-sj" I
i
31,5 t3 1.25
.30 500 1CXD ..IW .:...xv ECW tiIV Hz
Fig. 3.46: Frequency spectrum of the traffic noise (A-weighted)
Concrete. dry, 21.00-21.30 hours
dB
90
80 LKW PKW
70
• •• .. . ' •
a a
B
60
SO
70 80 90 100 ~10 120 km/h

Fig. 3.47: Road/tire noise as a function of speed
• Passenger car Concrete

o Passenger car Silent asphalt
IiII Truck Concrete
o Truck Silent asphalt
69
Table 3.25 Mean coast-by level of the road/tire noise
Concrete Silent asphalt
Passenger car: v 105km/h 72.4dB 63.2dB
Truck: v 81 km/h 72.6dB 63.8dB
The difference between the roadltire noise produced on the concrete pavement and that
produced by silent asphalt is
for the passenger car ilL 8.2dB
for the truck ilL 8.8dB
The measured coast-by levels are shown in Figure 3.47.
3.6.4.2 Frequency Analysis of the Coast· by Levels

To obtain an overall pattern of the coast·by levels obtained on the concrete pavement and
on the silent asphalt surfacing, the coast-by noise recorded on a tape made by B & K, type 7003,
was evaluated by means of a real time narrow·band analyzer. A time period of approximately
1.5 seconds only was used for the analysis of the frequency spectrum in each case, i.e., the
time when the vehicle was right in front of the measuring point. The evaluation was carried out
on the basis of a frequency range of 1-10Hz using a 400 line spectrum (see Figures 3.52 and
3.53).
The representation of the narrow·band spectra of the road/tire noise produced on the
concrete pavement and the noise produced on silent asphalt is given by way of example in the
Figures 3.48 and 3.49 for single runs at the characteristic speed of 81 km/h (truck) and 105 km/h
(passenger car) or at a similar speed. The road/tire noise produced by the passenger car was
reduced by the silent asphalt over the entire spectrum by 4 to 14dB. Figure 3.49 shows these
spectra of the truck road/tire noise produced on concrete and silent asphalt. The road/tire noise
produced by trucks is reduced by silent asphalt from 200 Hz to about 10 kHz. The extent of the
level reduction per frequency is represented in Fig. 3.49.
Fig. 3.48: Frequency spectrum of the road/tire noise emitted by passenger cars
(A·weighted)
Concrete v = 105 km/h

Silent asphalt v = 107 km/h
70
60 dB
, '
ii j :'
ii ,
"" "
,
:1' +
, ,
,
,
,II
~I
l;
i
ii'
'I I
,"
" " ,I
", ",
"
", I,; ii' i,1
I'
,
! I;"
I
I
I
,
:j
,
" (,'
:1, " , I' , ,
,
"
i ,11
i: , ,
" 'I 'I
10 ~111
Fig. 3.49: Frequency spectrum of the roadltire noise of trucks (A·weighted)
Concrete v 81 km/h
Silent asphalt v = 81 km/h
dB ,
iI ,,
I, I
70
,
I
60
i rl~
L_,
,
,
I
st' ll
i
I, L_, ,
I
I
~ r-l 1,
,,
L_
,
50 ,
rt -~
,r-" ,I
.-"
L..,
J ,--,
L
LO - L_,
I ~-' I I L.
-f
rJ
" r-'I . .
30
~:
!
I ,i
I
,
20
31,S 63 125 250 500 10r0 JXJO 8ax! W1J Hz
One·third octave band center frequency

Fig. 3.50: Frequency spectrum of the road/tire noise of passenger cars
(A·weighted)
Concrete pavement
- - - - - Silent asphalt
71
dB
I
,i
i
Yh
70
I
60
! ~
~l
W- r'L_r-,,
r_J
,,-' L
50
-, ~-,
~
, L_;L_, l~
-,_1 I , '
r L
0.-1"-"1.._-.
TJJ~}
I, ,
, I
I L_
, I
30 ' , I
20
J1I I
, --':c;
31.5 63 125 ;so 500 1OC<J 8rJX: QQ'XJ Hz

Fig. 3.51: Frequency spectrum of the road/tire noise of trucks
(A-weighted)
Concrete pavement
90
BO
Concrete
OJ 70
"C
c:
Qi
>
~
"C
c: 60
::l
0
rJl
50
Silenl asphalt. Fig. 3.52:
Coast-by level recording,
passenger car
40
o 2 3 4 5 6 7 B
Time in seconds
72
90
80
Concrete
CD
'"c 70
~
">
'"
C
::J
0 60
(f)
50
Silent asphalt Fig. 3.53:

Coast· by level recording,
truck
40
o 2 3 4 5 6 7 8
Time in seconds
The linear narrow-band sound spectra of all the test runs are converted into one-third
spectra and related to the characteristic speeds. The result of this mean value formation is
shown in Figures 3.50 and 3.51.
A comparison of the frequency-response curves reflects the level differences established
on silent asphalt and on concrete.
The roadltire noise produced by the passenger car is strongly reduced by silent asphalt
in the range of 1,250 to 10,000 Hz (see Figure 3.50). The maximum level of 66.5 dB was recorded
at the frequency of 1,600 Hz on the concrete pavement; for silent asphalt, the maximum level
established was 59.5dB at a frequency of 1,000 Hz. In the frequency range of 160-1,000 Hz, the
road/tire noise levels are even lower than those recorded on the concrete pavement.
The roadltire noise of the tested truck are reduced already at relatively low frequencies,
starting from 160 Hz.
The highest value is for both, the concrete pavement (65,5dB) and the silent asphalt (58dB),
at 500 Hz. Also here the high frequency components are more reduced than the low ones.
3.6.4.3 Discussion
The noise emitted by the two test vehicles was produced by the tires rolling over the
pavement. The roadllire noise, generated by the interaction between the tire and the road
surface, was reduced by silent asphalt in the passenger car test by 8.2dB and in the truck test,
by 8.8dB. The roadltire noise produced by the test passenger car was reduced in its loudness,
as was that of the test truck, to virtually the same extent. The roadllire noise produced on the
concrete pavement is, because of its dominant high frequency components, perceived as more
annoying and thus more disturbing than that produced on silent asphalt.
As the results of the studies according to [3, 31] show, the roadltire noise increases with
the driving speed. It may therefore be assumed that at an average motorway speed of 120 kmlh
the noise levels established for passenger cars on the concrete pavement and on silent asphalt
will show the same difference as that observed at a speed of 105 km/h.
73
3.7 Examination of the Disturbances
On the basis of numerous studies it may be assumed that there is a connection between
the permanent sound level and the disturbance effect of traffic noise (see for instance [5]). The
application of silent asphalt on the concrete pavement of the test section in Angath brought
about not only a reduction of the energy·equivalent permanent sound level but also a change
in the frequency spectrum of the traffic noise.
The positive comments of people affected in the neighborhood of the test section provide
a basis for the assumption that the change in the frequency spectrum by diminishing the
frequency components higher than 1,000 Hz is equivalent to reducing the nuisance and
disturbance for people living nearby.
3.7.1 Loudness Levels

Noise is defined by DIN 1320 [7] as a sound signal which "mostly characterizes a sound
event occurring with no definite purpose (e.g., machine noise, vehicle noise, noise generated
by people in a living room)". It is implied that noise is an audible sound, i.e., a sound in the
frequency range that can be perceived by the human ear (about 16Hz-16kHz). Again
according to DIN 1320, noise is "an audible sound disturbing the peace and quiet or an
intended sound perception, or an audible sound likely to cause nuisance or damage to health".
Loudness is defined as the intensity of the sound perception. It may be indicated as a level
of the perception intensity on an appropriately selected scale of values differentiating between
"soft" and "loud".
The human perception of the loudness of various types of tones has been thoroughly
examined long ago and lines of equal sound intensity have been determined via the frequency
(see for instance [2]), after it turned out that the subjective perception of tones of different
frequencies but the same sound pressure differs from person to person:
Pure tones in the low·frequency range are with the same sound pressure (here equivalent
to the sound pressure level) perceived as less loud than high·frequency tones. This difference
between high and low frequencies is more pronounced with low than with high sound pressure
levels. The lines of the same sound intensity are internationally standardized (see also ONORM
S 5003, part 2, [23]).
The objectively measurable sound pressure level does not reflect precisely the intensity
of the subjective sound perception even if weighted on the basis of frequency and time. On the
other hand, it is, because of the wide variation range of natural sounds, tempting to avail
oneself of the advantages of the level criterion also for indicating the loudness. This considera·
tion made scientists use the so·called loudness level (loudness for short).
According to the currently applicable definition in ONORM S 5003, Part 1 [22] or DIN 45630,
Sheet 1 [9], the loudness level LN of an unidentified sound in phons is numerically equal to the
sound pressure level, expressed in dB, of a 1,000·hertz tone heard with both ears; this tone is
incoming from the front as a plane wave and judged by the listener to be equally loud.
LN = L1000 = 20lg 0 10001po)

LN in phons, L 1000 in dB,
,01000 Sound pressure of the standard sound perceived as equally loud

Po :::: 20.uPa reference sound pressure
Loudness does not appear to increase proportionately with the number of phons. A
perception·proportional scale may, however, be derived from the subjective doubling and
halving measurements of the loudness sensation. The value thus defined is called loudness N
and its unit is the sone.
I! has been established that in the medium level range each doubling step corresponds to
a change in the loudness level by 10 phons. To ensure a consistant approach, the following
conversion relation between the loudness N and the loudness level LN has, as the best ap·
74
proximation to the scattered results obtained by various authors, been determined by
standardization:
N = 2 (L N - 40)/10
and
LN 40+10IbN~40+33IgN
LN in phons, N in sones.
As reference point, the loudness N = 1 sane has been arbitrarily assigned to the loudness
level LN = 40 phons.
3.7.2 Determination of the Loudness Levels

In practice it is much too complicated and time·consuming to determine the loudness level
by comparing subjective perceptions (questioning several persons). For this reason several
authors proposed loudness computation methods representing a good approximation to the
subjectively perceived loudness level.
In the following paragraphs the method according to ZWICKER [38]-standardized in
DIN 45631 [10]-will be explained in detail; with this method, a measure for the loudness level
may be obtained on the basis of objective measuring values, namely the measured components
of various frequencies making up the noise. This method permits a classification of various
noise types in the order of their subjectively perceived loudness. The method may also be
applied to sound phenomena in whose spectrum individual tones or certain frequency areas
clearly occupy a salient position in their spectral enVironment, as it occurs in our test case of
a vehicle coasting by near the measuring point.
For determining the loudness level from the noise spectrum, at first one·third levels of the
noise to be examined are plotted onto the diagrams developed by ZWICKER. The diagrams for
the determination of the loudness level were based on sounds incoming from the front, as it
is the rule along traffic roads.
The one-third levels of the various frequencies are represented in a coherent curve path,
the so·called loudness distribution, which is delimited by the abscissa and the end ordinates
of the diagram and which corresponds to the loudness N expressed in sones. From the level
of the congruent, rectangular diagram area, the loudness in sane units may then be read off
the left scale and the loudness level in phons, off the right scale.
The basis for the computation was provided by the one·third levels represented in the
Figures 3.42 to 3.46 and 3.50 to 3.51, namely as sound pressure levels in the corresponding one·
third octave frequency band. Above the frequency of 280 Hz, the frequency series were ap·
proximated by one-third bands, below the frequency of 280 Hz, by grouping several one-third
bands together.
The Figures 3.54 to 3.60 show the results obtained in the determination of the loudness
levels from the noise spectra. They indicate the conditions under comparison, the calculated
loudness levels in phons and the loudness in sone units.
3.7.3 Assessment of the Disturbance Effect

The loudness in sane units is proportional to the intensity of sound as perceived by an
observer of normal hearing. Thus, the quotient of the loudness of two comparative conditions,
the so-called "disturbance factor", may by approximation indicate the increase or decrease of
the disturbing effect (sound perception).
Table 3.25 shows the established loudness levels in phons, the loudness in sane units and
the "disturbance factors" for the seven examined comparative conditions. As a result, the
following essential statements are possible:
The concrete pavement tested before the application of silent asphalt and still
available on other sections of the Inntal Motorway produces in dry weather a disturbing
effect stronger by about 30 percent than that produced by silent asphalt.
75
Center frequencies
125 224 31S 400 500 6)0 800Hz 1,0 1,25 1,6 2,0 2,5 3,15 4,0 5,0 6,3 8,0 10,0 12,5 kHz
phon (OF)
~ -
~
OJ '0 ~
<J)
<J) ~
OJ ..J
t:
1:J
:J '0 ~Q)
a
<J)
1:J <J)
Q)
90 Q)
'""
:J
<ii
29,9
23,1
89,0 c:
1:J
:J
o
o T 85,3
1:J
Q)
'0
'""
:J
<ii
70
o
'0
'0
4590180 280355450 550710 900Hz 1.12 1ft 1,B 2.24 2,8 3,55 4,5 5,6 7,1 9,0 11,214kHz
Limit frequencies
Fig. 3.54: Determination of the loudness level on the basis of the frequency spectrum
of Fig. 3.42
Center frequencies
125 224 315400 SOD 630 OOOHz 1.0 1,25 1,6 2,0 2,5 :l,15 4,0 5,0 6,3 8,0 10,0 12.5 k!iz
~
0 '0 ~
OJ
<J)
..J
Sl
<J)
Q)
t: a;
1:J '0 >
:J .!!!
S> <J)
34,1 <J)
1:J Q)
Q) c:
'""
:J
<ii
'0
23,8
1:J
a
:J
1:J
0 '0
Q)
'""
:J
<ii
w o
4590100 280355 450 560 710 900Hz 1,12 1ft 1,8 2.24 2,8 J,55 4,5 5,6 7,1 9,0 11.21<1 kHz
Limit frequencies
of Fig. 3.43
Concrete, wet, 14.53-15.28 hours

- - - - - Silent asphalt, wet, 13.31-14.01 hours
76
Center frequencies
125 224 315 400 500 630 800Hz 1,0 1,25 1,6 2,0 2,5 3,15 4,0 5,0 6,3 D,O 10,0 12,5 kHz
,,
Sane (Grl phan (GF)
I
-\ I
'0
'0
34,1 ;~,9 ~
29,9 89,0 "
C
"0
:J
o
"0
"
<ti
" :J
"
"iii
o
60
60
4590100 280355 450 560 710 900hz 1,12 1~ 1,8 2,24 2.8 3,55 4,5 5,6 7,1 9,0 11,2 N kHz
Limit frequencies
of Fig. 3.44
Concrete, dry
- - - - - Concrete, wet
Center frequencies
125 224 315400500630 800Hz 1,0 1,25 1.6 2,0 2,5 3,15 4,0 5.0 6,3 8,0 10,0 12,5 kHz
sane (Gr) phon (GF)
~ ~
50
" "
'"'"'"
~
....J
"<:: ">
"0
:J " "
g '"
"0 90 "'"
<::
"
<ti "
"0
o
:J
:J
24,1 .I-
"
"iii
0
22,9 T
85,9
85,2
"0
"
<ti
" :J
80
"
"iii
o
W
"
'0
'0
4590160 280355450 560 710 900Hz 1.12 1f\ l,B 2,24 2.8 3,55 4,5 5,6 7.1 9,0 11.2 N kHz
Limit frequencies
of Fig. 3.45
Silent asphalt, dry

- - - - - Silent asphalt, wet
77
Center frequencies
125 224 315400500630 800Hz 1,0 1,25 1,6 2,0 2,5 3,15 4,0 5,0 6,3 0,0 10,0 12,5 kHz
sone (Gr)
~
~
OJ
<Il
<Il
Q)
t:
"0
" <Il
:J <Il
o co
t:
"0
CO 28,2 88,2 -g
ro E
:J
"
<ii
()
20,7
70
4590 100 280355 450560 710 900Hz 1,12 14 1,8 2,24 2,6 3,55 4,5 5,6 7,1 9,0 11,2 14 kHz
Limit frequencies
of Fig. 3.46

Center frequencies
125 224 315 400 SOD 630 800Hz 1,0 1,25 1,6 2,0 2,5 3,15 ,1,0 5,0 6,3 8,0 10,0 12,5 kHz
Sone (Gr) phon (GF)
~
~
OJ
<Il
<Il
co
t:
"0
:J
a
"0 30,1
co
§
:J
"
<ii
() 18,4
4590180 260355 450 560 710 900Hz 1,12 14 1,0 2,24 2,8 3,55 4,5 5,6 7,1 9,0 11,2 N kHz
Limit frequencies
of the road/tire noise (passenger car, Fig. 3.50)
Concrete pavement
78
Table 3.25 Computation of the loudness levels on the basis of the frequency spectra
Frequency Loudness
Loudness Disturbance
spectrum Comparison level
Sane factor
as by Fig. Phon
Concrete pave·
89.0 29.9
mant, dry
3.42 1.29
Silent asphalt,
85.3 23.1
dry
Concrete pave·
90.0 34.1
ment, wet
3.43 1.43
Silent asphalt,
85.? 23.8
wet
Concrete pave·
90.9 34.1
ment, wet
3.44 1.14
Concrete pave·
89.0 29.9
ment, dry
Silent asphalt,
85.9 24.1
wet
3.45 1.05
Silent asphalt
85.2 22.9
dry
Concrete pave·
88.2 28.2
ment, dry
3.46 1.36
Silent asphalt,
83.? 20.?
dry
Road/tire noise
pass. car, con- 89.1 30.1
crete pavement
3.50 1.64
Roadltire noise
pass. car, 82.0 18.4
silent asphalt
Road/tire noise
truck, concrete 90.2 32.4
pavement
3.51 1.58
Road/tire noise
truck, silent 83.6 20.5
asphalt
When the road surface is wet, the disturbing effect of the conventional concrete
pavement is incresed to more than 40 percent in comparison with silent asphalt.
Wet road surfacings have a higher disturbing effect than dry ones (concrete-
14 percent, silent asphalt-5 percent).
The disturbing effect of individual vehicles-both passenger cars and trucks-is for
concrete pavements by about 60 percent higher than the disturbing effect produced by
silent asphalt.
?9
Center frequencies
125 224 315400500630 800Hz 1,0 1,25 1,6 2,0 2,5 3,15 4,0 5,0 6,3 8,0 10,0 12,5 kHz
Sone (GrJ phon (GF)
"' H
" \
\
\
32,4
30
20,5
w
70
4590180 200355 450 560 710 900Hz 1.12 I~ 1,0 2,24 2,8 3.55 -1.5 5,6 7,1 9,0 11,214 kHz
Limit frequencies
of the road/tire noise (truck, Fig. 3.51)
Concrete pavement
Silent asphalt
To qualify this statement it must be admitted that the coast-by level, i.e., the peak level,
was recorded only for some of the vehicles, but an extrapolation to a collective value seems
possible in a first approximation. The determination of the coast-by levels on a larger scale,
with due consideration given to Ihe total number of vehicles circulating on the silent asphalt
sections in Austria, will have to be undertaken in further studies.
4. Laboratory Tests on Asphalt Paving Technology
4.1 Tests Carried out
The following tests were carried out with the base bitumen, the highly elastomeric special
binder and the asphalts:
Determination of the bitumen characteristics,
Determination of the binder content,
Determination of the grain size distribution,
Determination of the resistance to deformation,
Wear resistance forecast,
Assessment of the bonding.
80
On the site the cores were lifted from the shoulders, since core lifting from the finished
surfacings would destroy the sound·absorbing membrane interlayer. During the mix prepa·
ration) samples were also taken for quality control.
4.2 Binder Examination
For determining the bitumen characteristics, the following criteria have been applied:
Softening point, ring and ball, to ONORM C 9250, Part 6,
Penetration at 25°C to ONORM C 9250, Part 9,
FRAASS breaking point to ONORM C 9250, Part 8,
Determination of the bulk density to DIN 1996, Sheet 7, and
Determination of the binder content to DIN 1996, Sheet 6.
The results are shown in Table 4.1.
Table 4.1 Binder characteristics
Binder recovered
Highlyelastomeric from the mix sample
Bitumen B 100
special binder taken on the test
section
Penetration
101,100, 101 72 57
at 25°C, 1/10 mm
Softening point
50.0°C 54.2°C 56.4°C
R&BOC
FRAAS breaking
-14.0°C -13.0°C -17.0°C
pOint
Resilience aCG.
67.5% 35%
to NUSSEL in %
No oversize in sieving
above 0.09 and 0.02 mm
In using the highly elastomeric special binder, the dose of the binder may be by 3 percent
higher than with open·graded asphalts using a conventional bitumen.
In Angath the open·graded asphalt was prepared with a binder addition of 7 mineral
percent-related to one ton of open·graded asphalt this corresponds to a share of 6.5 percent
of a highly elastomeric special binder.
In extracting the binder, only a soluble binder content was determined which is by about
20 percent lower than the original quantity of binder. This difference may be explained by the
fact that the aromatic oils have evaporated while, on the other hand, the added synthetic
ground rubber has only in part been dissolved. A part of the insoluble rubber filler has to be
added to the aggregates because with the greatest care taken in the extraction process it does
not dissolve in the solvents (toluene or benzene) used.
A check·up of the extracted and recovered binder with regard to particles larger than
0.02 mm has shown that such particles were not found in the recovered binder. Thus, in
81
Table 4.2 Binder analysis
Open·graded Open·graded
asphalt (diabase) asphalt (diabase)
12mm, B 100 - 12 mm, highly
zero mix elastomeric binder
No. I. Original sample
1 Thickness cm
2 Volumetric density g/cm'
3 Compaction in %
4 Bulk density g/cm J 2.601 2.527
5 Voids (calc.) % by vol.
II. Extracted binder
6 Soluble binder
3.86 5.18
content % by weight
7 Amount allowed for in·

0.15 0.14
sol. org. camp. % by W.
8 Total binder
4.0 5.3
content % by w.
9 Total binder
content % by vol.
10 Soft. point R + B °C
11 Penetr. at 25°C 1/10 mm
III. Marshall sample
12 Volumetr. density g/cm' 2.028 2.018
13 Mineral share % by vol.
14 Binder share % by vol. 8.0 10.6
15 Voids (calc.) % by vol. 22.0 20.1
16 Voids of mineral
30.0 30.7
structure % by vol.
17 Filled with
26.6 34.4
binder % by vol.
18 Marshall
0.0 0.0
stability/60 ° kN (kp)
19 Marshall flow
0 0
value/60 ° 1/10 mm
20 S (stability/
flow value) kNIO,1 mm
82
Table 4.3 Composition of the open·graded asphalt
1st main mix 2nd main mix - zero mix
85 m. % EK') 8/12 mm diabase 85 m. % EK 8/12 mm diabase

15 m. % EK 0/2 mm 15 m % EK 0/2 mm
2 m. % limestone powder 2 m. % limestone powder
7,0 m. % highly elastomeric special binder 4.3 m. % 6100
*) Twice crushed and screened
Table 4.4 Sieve analysis of aggregates
Sieve analysis Throughs
35.50-25.00 mm
25.00-18.00 mm
18.00-12.50 mm 1.4% 100.0%
12.50- 8.00 mm 77.6% 98.6%
8.00- 5.00 mm 12.5% 21.0%
5.00- 2.00 mm 4.8% 8.5%
2.00- 1.00 mm 1.0% 3.7%
1.00- 0.63 mm 0.3% 2.7%
0.63- 0.20 mm 0.5% 2.4%
0.20- 0.09 mm 1.4% 1.9%
Smaller than 0.09 mm 0.5% 0.5%
L % by w. 100.0%
Table 4.5 Filler analysis for the preparation of open·graded asphalt
Sieve analysis Throughs
1.000-0.630 mm 0.1% 100.0%
0.630-0.220 mm 4.6% 99.9%
0.200-0.090 mm 11.1 % 95.4%
0.090-0.063 mm 14.9% 84.3%
0.063-0.020 mm 39.5% 69.3%
Smaller than 0.02 mm 29.8% 29.8%
L% by w. 100.0%
83
Table 4.6 Determination of the grain size distribution in a sedimentation test
Grain density: 2,794g/cm'
Dispersion agent: sodium pyrophosphate
Quantity weighed·in for the sedimentation test: 40g (20% of the total specimen)
Hydrometer used: No.1
Time Hydrometer Grain diameter % of total

Temperature
passed reading (mm) specimen
19.4'C 30 s 21.0 0.063 70.1
19.4'C 1s 19.5 0.046 65.2
19.4'C 2s 18.5 0.033 61.9
19.4'C 5s 13.0 0.022 43.9
19.4'C 15 s 0.0 0.015 1.2
establishing the bitumen content, the fact that it is not possible to fully extract the highly
elastomeric binder used, will have to be taken into consideration.
The voids content of the open·graded asphalt in the Marshall sample varies in the case of
highly elastomeric asphalt compositions in the range of 14 to 18 percent by volume. The voids
contents of open·graded asphalts are higher if conventional binders are used, because those
are added in a much lower quantity.
The average voids content established in the cores lifted on the Angath section was
around 30 percent by volume.
The difference between this value and the voids content established for the Marshall
sample may be explained by the fact that some of the bitumen of the SAMI layer penetrated
into the voids of the open·graded asphalt and thus was found in the lifted core.
4.3 Aggregates
The aggregates were a mix of 15 percent twice crushed and screened 0/2 mm diabase sand
and 85 mineral percent of twice crushed and screened 8/12 mm chippings coming from the
Cerwinka Diabase Works in Oberndorf near KitzbOhel.
In the hot mixing plant, 2 mineral percent of limestone powder were added to this mixture.
The binder additive consisted of 7 mineral percent of a highly elastomeric special bitumen.
The zero mix of the open·graded asphalt was prepared using the equally composed aggre·
gates, but here the maximum possible addition of bitumen B 100 was 4.3 mineral percent.
In the six mix tests carried out, the filler content (share of particles smaller than 0.09 mm)
was determined in the range of 3.1 to 5.4 mineral percent, with a share of sand (share of
particles smaller than 2mm including the filler) in the range of 13.6 to 19.4. The share of
chippings was in the range of 80.6 to 86.5 mineral percent.
The share of 8/12 chippings varied between 60 and 74.2 mineral percent.
4.4 Deformation Resistance
The deformation resistance of the open·graded asphalt was carried out in a uniaxial static
creep test.
The uniaxial static creep test [19] has proved to be a simple and satisfactory test method
for estimating the deformation resistance of asphalts. Unlike the Marshall test, the creep test
84
aims at determining exclusively the deformation behavior of the test specimen in a known,
simple to describe state of stress. By means of the uniaxial creep test under static load, the
rheological properties may be established in a Simple way. With cylindrical test specimens
made of asphalt, a uniform compressive stress is applied in the direction of the cylinder axis
and the uniaxial deformation, measured as a function of time. The lateral expansion is un-
hindered, and therefore, the stress condition is uniaxial. Thus, the form and the dimensions of
the test specimens, the type of compaction, the level and duration of the loading stress and
the test temperature have been selected in accordance with the recommendation for carrying
out uniaxial static creep tests on asphalt bodies [16].
Table 4.7 Creep test report of the zero series
Designation: open-graded asphalt 12 mm, bitumen B 100 zero series
MTS 1 2 3 4 5 Meas. v.
Deformation (in mm) after a time of:
15 sec. 0.235 0.247 0.248 0.215 0.240 -

1 min. 0.278 0.295 0.288 0.268 0.288 -
2 min. 0.289 0.331 0.308 0.280 0.297 -
3 min. 0.298 0.352 0.312 0.291 0.322 -
5 min. 0.305 0.360 0.320 0.298 0.330 -
10 min. 0.310 0.380 0.331 0.304 0.347 -
30 min. 0.320 0.397 0.348 0.314 0.362 -
60 min. 0.327 0.407 0.355 0.319 0.377 -
Height (mm) 61.2 62.8 63.1 63.2 64.1
Relative deformation (x 1/1000)
15 sec. 3.840 3.933 3.930 3.402 3.744 3.77

1 min. 4.542 4.697 4.564 4.241 4.493 4.508
2 min. 4.722 5.271 4.881 4.430 4.633 4.788
3 min. 4.869 5.605 4.945 4.604 5.023 5.009
5 min. 4.984 5.732 5.071 4.715 5.148 5.13
10 min. 5.065 6.051 5.246 4.810 5.413 5.317
30 min. 5.229 6.322 5.515 4.968 5.647 5.536
60 min. 5.343 6.481 5.626 5.047 5.881 5.676
Rigidity modulus S (MN/m') (10 kp/cm')
15 sec. 26.0 25.4 25.4 29.4 26.7 26.6

1 min. 22.0 21.3 21.9 23.6 22.3 22.2
2 min. 21.2 19.0 20.5 22.6 21.6 21
3 min. 20.5 17.8 20.2 21.7 19.9 20
5 min. 20.1 17.4 19.7 21.2 19.4 19.6
10 min. 19.7 16.5 19.1 20.8 18.5 18.9
30 min. 19.1 15.8 18.1 20.1 17.7 18.2
60 min. 18.7 15.4 17.8 19.8 17.0 17.7
Vol. dens,
2.044 2.051 2.038 2.041 2.037 2.042
(g/cm')
Bulk density: 2.605 (g/cm')
Voids 21.5 21.3 21.8 21.7 21.8 21.6
85
Table 4.8 Creep test report for silent asphalt
Designation: open-graded asphalt 12mm; series 1 highly elastomeric binder
MTS 1 2 3 4 5 Meas. v.
Deformation (in mm) after a time of:
15 sec. 0.128 0.130 0.150 0.117 0.141 -

1 min. 0.164 0.177 0.192 0.151 0.188 -
2 min. 0.183 0.199 0.212 0.172 0.207 -
3 min. 0.190 0.214 0.230 0.181 0.228 -
5 min. 0.199 0.228 0.237 0.187 0.240 -
10 min. 0.217 0.241 0.248 0.206 0.260 -
30 min. 0.239 0.262 0.264 0.230 0.278 -
60 min. 0.251 0.276 0.278 0.239 0.291 -
Height (mm) 70.2 68.9 68.8 69.7 69.1
Relative deformation (x 1/1000)
15 sec. 1.823 1.887 2.180 1.679 2.041 1.922

1 min. 2.336 2.569 2.791 2.166 2.721 2.517
2 min. 2.607 2.888 3.081 2.468 2.996 2.808
3 min. 2.707 3.106 3.343 2.597 3.300 3.01
5 min. 2.835 3.309 3.445 2.683 3.473 3.149
10 min. 3.091 3.498 3.605 2.956 3.763 3.382
30 min. 3.405 3.803 3.837 3.300 4.023 3.673
60 min. 3.576 4.006 4.041 3.429 4.211 3.852
Rigidity modulus S (MN/m') (10 kp/cm')
15 sec. 54.8 53.0 45.9 59.6 49.0 52.5

1 min. 42.8 38.9 35.8 46.2 36.8 40.1
2 min. 38.4 34.6 32.5 40.5 33.4 35.9
3 min. 36.9 32.2 29.9 38.5 30.3 33.6
5 min. 35.3 30.2 29.0 37.3 28.8 32.1
10 min. 32.4 28.6 27.7 33.8 26.6 29.8
30 min. 29.4 26.3 26.1 30.3 24.9 27.4
60 min. 28.0 25.0 24.7 29.2 23.7 26.1
Vol. density
2.139 2.150 2.154 2.147 2.152 2.148
(g/cm')
Bulk density: 2.506 (g/cm')
Voids 14.6 14.2 14.0 14.3 14.1 14.3
Marshall test specimen (diameter 100 mm, height 60 ± 5 mm)

Test temperature 40 'C ± 1 "C
Compressive stress 0,1 MN/m'
Test duration 1 hour
The axial deformations are measured using an inductive displacement pick~up and,
recorded by means of a Y-t logger. From the time·traverse diagram, the deformations of the
asphalt samples are determined after an exposure of 15 seconds as well as 1, 2, 3, 5,10,30 and
86
60 minutes. For each point of measuring time (t) the creep strain (relative deformation) is deter·
mined according to the following equation:
Llh (I)
e (I) = - h - ' 1000 ('lOu) (4.1)
The rigidity modulus is computed according to the following equation:
s mix. (I) = ~
G (t)
(MNfm') (4.2)
In the creep test reports also the volumetric density of the test specimens established by
immersion weighing, the bulk density of the asphalt blend determined in the pyknometer and
the voids contents of the test specimens computed on the basis of these values are indicated.
Thus, the test specimens may be compared with regard to the degree of their compaction
(Tables 4.7 and 4.8).
The consolidation of open·graded asphalt slightly increases in the course of their service
life. In the same time, however, their deformation resistance increases, so that a deformation
resistance value of more than 25 MNfm' is to be rated as extremely high for asphalts having
such a high voids content as these open·graded courses.
4.5 Wear Resistance
The wear resistance was determined according to the short duration test with the impact
abrasion (needle abrasion) equipment developed by Dr. TROGER [27, 28, 29].
The wear caused by spikes to the road surface is two·fold: At the moment they hit the
surface, by impact, and while the contact with the pavement surface lasts, by scratching. At
high speeds the effect of the impact will be stronger on straight·line tracks and at low speeds,
for instance in curves, and at the moment of braking and starting, the scratching effect will
predominate.
The Ministry of Transport and Communication of the Federal Republic of Germany in Bonn
has from 1971 to 1973 sponsored numerous research projects with the aim of developing and
testing laboratory equipment to be used for short duration tests on wear simulation and fore·
casting for asphalt surfacings. The wear forecasting equipment developed by Dr. H. TROGER
proved successful in that the values determined for the wear behavior in the laboratory with his
equipment came nearest to the values established in practice on the relevant road pavements
(Federal Motorway Salzburg-Munich). As a consequence, this equipment was used for the
assessment of the wear resistance in this study.
The impact abrasion equipment includes a needle gun designed to produce wear on a
Marshall sample or a core. The needle gun is for this purpose firmly clamped and centered, with
the test specimen rotating underneath (30 r.p.m., test area-42.2 em', surface pressure
0.5 MNfm'). Owing to the rotation, the steel needle paints, upon hitting the sample surface, have
a certain scratching effect similar to that during the impact of spikes on the pavement surface.
The equipment may be used at virtually any test temperature down to sub·zero ranges. The
needle gun is suitable for both, wet and dry open surfaces.
The Marshall samples are sawn across the axis, so that the test can be carried out on the
intersecting plane. In this way, the test results are not influenced by the more or less thick
binder film coating the surfaces of the Marshall test specimen.
The advantage of this equipment is in its portability and its diversified application areas.
The needle points are subject to very little wear, and it does not matter whether the test is
carried out with a brand·new set of needles or with one that had been used for an extended
period of time. This statement is important for the reproducibility of the test results.
If the wear resistance of conventional open·graded asphalts is compared with that of silent
asphalt, then it becomes clear that the susceptibility to wear of silent asphalt is by 40 percent
lower.
87
In practice this means that in Austria, where spike tires are still frequently used, the
service life of silent asphalt surfacings is considerably higher or that the tendency to rutting
as a consequence of wear may be expected to be half as strong as that of conventional open·
graded asphalts.
The established wear resistance of silent asphalt is comparable to the wear resistance
achieved with bituminous mastic concretes. The surprisingly good results may be attributed
to the elastic behavior of the highly elastomeric binder used.
Table 4.9 Determination of the wear resistance with the needle abrasion equipment accord-
ing to Dr. TROGER
Open·graded asphalt 12 mm, B 100 zero mix
Mass (g) Vol. (cm') Mass (g) Vol. (cm') Mass (g) Vol. (cm')
Test specimen
1 2 3
Before abrasion 522.0 216.6 527.4 224.7 571.4 241.4
After 8th abrasion 495.4 201.4 492.3 208.5 539.0 223.0
Abrasion 45.9 21.7 46.8 23.7 51.1 26.3
Mean abrasion: 47.9 g

Mean abrasion: 23.9 cm'
Open·graded asphalt 12mm, highly elastomeric special binder
Mass (g) Vol. (cm') Mass (g) Vol. (cm') Mass (g) Vol. (cm')
Test specimen
1 2 3
Before abrasion 532.2 231.9 547.6 240.0 554.4 242.4
Abrasion 26.5 13.0 25.6 12.0 25.9 12.3
Mean abrasion: 26.0 g

Mean abrasion: 12.4 cm'
4.6 Adhesion
The assessment of the bonding between the open·graded asphalt and the concrete
pavement was made by using the Schenck·Trebel equipment.
This equipment suitable to test the bonding consists of a loading unit and a measuring
or controlling device. Its operating principle is based on the hydraulic motion of a piston which
tears a previously bonded stamp off a surface; the cylinder in which the piston moves rests with
its circumference on the surface. The appropriate arrangement of piston, cylinder, stamp and
connecting jOints ensures the high precision of the Schenck·Trebel equipment which fully
meets the requirements of DIN 51.220 and provides a reliable method for the determination of
the bonding and tensile strength to DIN 53.232 (SO 4624).
88
Table 4.10 Testing of the adhesion of the highly elastomeric special binder
Place of sampling Adhesion N/mm 2 Crack description
Pre·spread binder (bitumen membrane

Deceleration lane towards
1.27 =SAMI)
the filling station
torn off the concrete
Pre·spread binder (bitumen membrane

Deceleration lane towards
1.01 = SAMI)
the filling station
torn off the concrete
The testing of the adhesion using the Schenck:rrebel equipment was carried out on two
cores.
The adhesion values established in the area of the deceleration lane meet in any case the
present expectations with regard to the bonding between the substrate and the coating.
5. Conclusion
5.1 Suitability of Silent Asphalts as a Road Surfacing
The positive experience made with silent asphalt abroad have been fully confirmed on the
Angath test section by concomitant quality checks (Table 5.1). With regard to the "classical"
requirements a road surfacing is expected to meet, namely
- maximum traffic safety and
- maximum length of service life,

the silent asphalt has all the advantages of a conventional open·graded asphalt combined with
an extremely high deformation resistance and a wear resistance comparable to that of the
bituminous mastic concrete.
The rigidity modulus of silent asphalt in comparison with conventional open·graded
asphalt is higher by 63 percent, the abrasion values are lower by 40 percent.
This means that owing to the great flexibility ensuring good elasticity at low temperatures
and preventing crack formation, a long service life of this road surfacing may be expected; also
rutting as a consequence of wear is expected to be reduced almost by half the value applying
to conventional open~graded asphalts.
5.2 Results of the Noise Measurements
A comparative study of a concrete pavement with a silent asphalt surfacing on the Angath
test section produced the following results.
5.2.1 Energy·Equivalent Permanent Sound Level

The coating of the concrete pavement with a special asphalt surfacing, the so·called silent
asphalt, reduced the energy·equivalent permanent sound level, measured on the dry road
surface, by 4.3 dB during the day measurements and by 5.3 dB during the night measurements.
89
~ Table 5.1 Results of the Laboratory Tests on the asphalt paving technology
Binder Deler. Filler Sand Chipp. Coarse Voids Voids Rela\. Rigidity Impact
added binder content (incl. content chipp. MrS content defor. modulus abrasion
filler) 01 cores
M% c. M % M% M% M% M% M% c [x 1110001 S (MNlrnl) em' (TROGER)
Laboratory lesls
Open-graded
12 mm with B 100 4.1 4.0 4.1 15.2 84.8 71.7 22.0 - - -
Open-graded
12 mm with
highly elast.
special binder 7.0 5.3 3.3 15.3 84.7 74.2 20.1 - - -
24% insoluble synthetic rubber
inclusion of filler and uneven
dissolution of synthetic
ground rubber
Main laboratory tesis
Open-graded
12 mm with B100 4.3 4.2 4.6 16.8 83.2 73.3 21.5 5.676 17.7 23.9
Open-graded
12mm with
highlyelasiomeric
special binder 7.3 6.1 5.4 17.8 82.2 72.7 14.1 3.853 26.1 14.4
Rigidity mod. by 63% Wear by 40% lower
higher than normal than convent.
open-graded open-graded
Mix sample taken

during application on
the lest section - 5.7 3.1 13.6 86.4 70.1 18.1
13% This voids content is definitely lower than the voids
content estabtished in the tab. on the M. sam pte
because the SAMI has penetrated into the core and thus has Iilled
part of the voids in the core.
Mix sample
from cores
"broken up" 5.8 3.7 19.4 80.6 60.0 - - - - 12.4
The difference between the day and the night measurements is probably due to the
differing traffic composition in the two cases. During the day measurements about 30 percent
of all vehicles were trucks, during the night measurement the share of trucks was approximately
50 percent. The measured L,q were by night only by about 1 dB lower than the day
measurement values, although the traffic volume during the night measurements amounted to
about one third of that of the traffic volume during the day measurements.
With higher truck percentages in the total traffic volume, the noise emissions on the two
road pavements differ less than with a lower truck percentage because the motor noise is
dominating. The tests carried out in the framework of this study have not, however, been able
to confirm the fact that with higher truck percentages the difference between the noise
emission levels of the total traffic on the concrete pavement and on the silent asphalt becomes
less pronounced.
Similar results were obtained in tests carried out in Belgium with such roads. To establish
definite causes in this connection, further tests will have to be carried out.
The silent asphalt wetted by means of a sprinkler truck is by 4.9 dB less noisy than the
wetted concrete pavement. On the silent asphalt, with its high voids content, the water is
quickly absorbed and discharged. There is hardly any spray behind the motor vehicles, as it is
the case with concrete pavements. The whizzing water sounds are therefore less pronounced.
The indicated reduction of the energy·equivalent permanent sound level is a mean value
of the data obtained at various measuring points, with three measuring stations operated at
the same time and at differing propagation conditions (with and without acoustic wall barriers)
and at varying distances from the motorway.
5.2.2 Level Frequencies

Tests carried out on the dry silent asphalt showed for the unfrequent peaks (L ,) a value by
4.3 dB lower and for the frequent peaks (L 5 ), a value by 4.7 dB lower than on the dry concrete
pavement. For the peak levels, no significant difference was established between the dry and
the wet road pavements. The background noise level L95 was lower on the silent asphalt in
spite of a higher traffic volume. The reduced sound emission of vehicles on silent asphalt cuts
the time during which a vehicle is heard, so that the noise intervals become longer.
5.2.3 Frequency Spectra of Traffic Noise

Alongside the sound pressure level, the frequency spectrum is an essential factor for the
assessment of traffic noise. High-frequency noise is perceived by people more annoying than
low-frequency noise.
The dry silent asphalt is in the frequency range of 250Hz-10 kHz less noisy, with the major
level differences occurring from 1,000 Hz onwards. The high·frequency whizzing vehicle noise
produced by the concrete pavement could hardly even be noticed on the silent asphalt.
The wet road pavements showed a similar behavior as the dry ones, the level differences
in the high·frequency ranges were even greater. The analysis of the night measurements shows
that silent asphalt is over the entire frequency range less noisy than the concrete pavement.
On the basis of a comparison between the concrete pavement wetted by means of a
sprinkler truck and the dry silent asphalt surfacing, somewhat higher levels have been
established in the upper frequency range of the wet pavement.
Silent asphalt has considerably reduced the high-frequency components of the noise
produced on concrete pavements. The low-frequency noise perceived by the human ear is thus
judged less annoying.
5.2.4 Road/Tire Noise

The test showed that the A·weighted sound level of the road/tire noise produced by the test
passenger car (Ford Taunus 1600 Kombi) in its run on the concrete pavement was by 8.2 dB
louder than on the silent asphalt. The test truck (MAN 280) of a total weight of 16 tons was by
8.8 dB louder. These levels were obtained at the passenger car speed of 105 km/h and at the
truck speed of 81 km/h.
91
This statement applies also to the test vehicle tires. For other vehicles with other types
of tires and treads, different measuring results are to be expected.
The frequency spectra of the road/tire noise show for both, the passenger car and the
truck, that the high·frequency components have been considerably reduced (up to 15 dB) by
silent asphalt. But even from 160 Hz onwards, the levels established for the passenger car and
the truck on silent asphalt are lower than those for vehicles on concrete pavements.
The reduction of the high·frequency and medium·frequency road/tire noise and the vehicle
noise may be attributed to the sound absorption properties of silent asphalt and to its
planeness.
5.3 The Sound Emission of Silent Asphalt in Comparison with Other Road Pavements
For the purposes of such a comparison, the concrete pavement has been selected as
reference pavement. On the Inntal Motorway such comparative noise studies have already been
carried out on asphalt and concrete pavements [26].
The noise behavior of the concrete pavement was tested at motorway km 18 + 200, i.e., at
a short distance from the test section of silent asphalt and the measuring point 1, which is
located at motorway km 15 + 660.
At the motorway km 18 + 200 and the motorway km 15 + 660 the concrete pavement is the
same. This concrete pavement was opened to traffic in 1979. The measurements in [26] were
also carried out in 1979. At the time of the test measurements for the silent asphalt in Angath,
the concrete pavement was thus five years old.
If the frequency spectrum of the dry concrete pavement established in [26] is compared
with the frequency spectrum of the dry concrete pavement established at measuring point 1,
one can see from the frequency spectra that the level developments are in agreement with each
other. From the relevant literature it is also known that the noise behavior of concrete
pavements only slightly changes with an increasing number of vehicles.
On the assumption that after the concrete pavement has been used for passenger car and
truck traffic for 5 years its sound behavior has not essentially changed, the concrete pavement
has been selected as reference pavement for comparison with other road pavements. In the
following Table 5.1, the sound emissions of the concrete pavement and those of the silent
asphalt were compared with the sound emissions of the fine·graded asphaltic concrete
pavement 0/12 described in [26]. For this purpose, the energy·equivalent permanent sound level
of the characteristic traffic (990 motor vehicles per hour) is used. In Table 5.1 the differences
with regard to the energy·equivalent permanent sound level between the concrete pavement
and the other road pavements are shown. The concrete pavement as reference value is
indicated with an emission difference of 0 dB.
Table 5.2 The differences between the emission levels of asphalt pavements and the
emission levels of the reference concrete pavement
Type of pavement Emission difference dB
Concrete 0
Finewgraded asphaltic concrete
pavement 0/12 -1.9
Silent asphalt -4.3 to -5.3
Table 5.2 shows that silent asphalt is by 4.3 to 5.3 dB less noisy than the concrete
pavement and by 2.4 to 3.4dB less noisy than the fine·graded asphaltic concrete pavement 0/12.
The influence of the road surface on the noise emission is in the various calculation rules
taken into account with a corrective value or with an increase.
For the noise control on Federal roads, the Service Instructions issued by the Federal
Ministry of Public Works and Technology No. 920.080/2·111114·83 shall apply [6].
92
On the basis of this study's results, the proposal is made to include silent asphalt in the
Table of Correction Values (K F) for the road pavement forming part of the service instructions
(see Table 5.3):
Table 5.3 Correction for the road pavement KF according to [6], dry pavement (proposal)
Type of pavement Correction KF in dB
Silent asphalt -3
Asphalt concrete 0
Cement concrete, asphalt
friction course 2
Small sett paving 4
Large cube sett paving, unsealed 8
The correction factor of -3 dB results from this study as rounded·off mean value from
-2.4 dB to -3.4 dB.
The level reduction of the vehicle noise on silent asphalt, as compared with conventional
road pavements, by (at least) 3 dB corresponds to
- doubling the distance (line source)
- reducing the traffic volume by half,
- reducing the traffic speed by 25 percent.
The qualitative comparison of the frequency analysis of the traffic noise on dry silent
asphalt with the analyses carried out in [26] shows furthermore that silent asphalt io, in the
range of 1,000 Hz to 8,000 Hz, considerably less noisy than the fine·graded asphaltic concrete
pavement 0/12. The lower frequency range of the traffic noise produced on silent asphalt is
perceived as less annoying by the human ear.
In conclusion it may be said that the development of silent asphalt has been a further step
forward towards reducing traffic noise at its source.
Bibliografia
[1] BAR, P.: Prevision des niveaux senores em is par la circulation routh~re au ferroviaire (Forecast
of sound emissions produced by road and Trail traffic), Centre d'Etudes des Transports, Urbains
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[2] BARKHAUSEN, H.: Ein neuer Schallpegelmesser fUr die Praxis (A New Sound Level Meter for
the Practice), VDI-Zeitung 71, (1972)
[3] BAUSCH, D.: DIETSCH, W.: Liirmschutz an StraBen, Planungsgrundlagen, Systeme aus Beton
(Noise Control on Roads, Planning Data, Concrete Systems) DUsseldorf (1979)
[4] BERGMANN, M.: Gerauschentstehung beim Rollen auf benetzter Oberflache. 6. Tagung der
Deutschen Arbeitsgemeinschaft fOr Akustik, DAGA: Fortschritte der Akustik (Generation of
Noise in Rolling over a Wetted Road Surface. 6th Meeting of the German Working Association
for Acoustics DAGA: Progress made in Acoustics), Bochum, VDE·Verlag, Berlin (1978)
[5] BUCHTA, E.; SCHLlPKOTER, H.: Larmminderung bei Verkehrsanlagen: EinfluB der Pegel·
schwankungsbreite des Verkehrslarms auf die St6rwirkung. Eignung des energie-aquivalenten
Dauerschallpegels zur Kennzeichnung des Verkehrslarms (Noise Abatement in Transport
Facilities: Influence of the Fluctuation Range of Traffic Noise Levels on the Disturbance Effect.
Suitability of the Energy-Equivalent Permanent Sound Level for Rating the Traffic Noise);
Research Project 30 (21/sponsored by the Federal Minister of Transport, Bonn (1976)
93
[6] Federal Ministry or Public Works and Technology: Dienstanweisung betreHend Lilrmschutz an
BundesstraBen (Service Instructions Concerning the Noise Control on Federal Roads), Z1.
920.08012-111114-83, Vienna (1983)
[7] DIN 1320: Akustik Begriffe (Acoustics Terminology), (October 1969)
[8] DIN 18005: Schallschutz im Stadtebau, Teil2 (Noise Control in Urban Building and Construction,
Part 2), (Draft of January 1976)
[9] Schallmessung, Physikalische und subjektive GraBen von Schall (Sound Measuring, Physical
and Subjective Values or Sound), (October 1967)
[10] DIN 45631: Berechnung des Lautstarkepegels aus dem Gerauschspektrum, Verrahren nach
E. Zwicker (Computation of the Sound Intensity Level from the Noise Spectrum, Method
Developed by E. Zwicker), (October 1967)
[11] DIN 45633, Blatt 1: Prazisionsschallpegelmesser - Allgemeine Anforderungen (Sheet 1:
Precision Sound Level Meters-General Requirements), (March 1970)
DIN 45633, Blatt 2: Prazisionsschallpegelmesser - Sonderanforderungen fOr die Anwendung
auf kurzdauernde und impulshaltige Vorgange (Sheet 2: Special Requirements for the Appli·
cation for Short·duration and Pulse·Containing Sound Events), (November 1969)
[12] DIN 45642: Messung von Verkehrsgerauschen (Measuring or Traffic Noise), (October 1974)
[13] Europaische Tagung Gber gummimodifizierten Asphalt (European Congress on Rubberized
Asphalt), Brussels, May 12-14, 1982
[14] HARLAND, D. G.: Rolling Noise and Vehicle Noise. Transport and Road Research Laboratory,
TPRL Laboratory Report 652, Crowthorne, Berkshire, United Kingdom (1974)
[15] HUSCHEK, S.: EinflOsse auf den Verformungswiderstand bituminoser Mischungen (Influences
on the Deformation Strength of Bituminous Mixes), Eurobitumen Symposium, Cannes, France
(1981)
[16] ISETH: Empfehlungen fOr die OurchfOhrung von einaxialen, statischen Kriechversuchen an
Asphaltk6rpern, Auszug aus der Mitteilung Nr. 37 (Recommendations for the Carrying Out of
Uniaxial, Static Creep Tests on Asphalt Bodies, Excerpt rrom the Bulletin No. 37), Zurich (1977).
[17] MEHRA, S. R., GERTIS, K.: Mittelungspegel bei der Ausbreitung von StraBenverkehrslarm in
Wohngebieten unter verschiedenen meteorologischen Bedingungen. Uirmbekampfung
(Averaged Levels of Road Traffic Noise in Residential Areas under Differing Meteorological
Conditions. Noise Abatement. (1983)
[18] MYNCKE, H.: Le Probleme de ecrans autobruit (The Problem of Acoustic Wall Barriers), Revue
de la Societe Royale Beige des Ingenieurs et des Industriels, NO.3 (1977)
[19] NIEVELT, G. and KRZEMIEN, R.: Verformungsfestigkeitsklassen von Asphalt - eine osterrei·
chische Studie (Derormation Strength Classes of Asphalt-an Austrian Study) Vienna (1975)
[20] OAL·Richtlinie Nr. 3, Blatt 1: Schalltechnische Grundlagen fOr die Beurteilung von Larm, Larm
aus der Nachbarschaft (GAL Guideline No.3, Sheet 1: Sound-Engineering Data for the
Assessment of Noise, Noise Coming from the Neighborhood), 4th Edition (November 1972)
[21} GAL-Richtlinie Nr. 23: MaBnahmen zum Schutz von StraBenverkehrslarm (GAL Guideline No. 23:
Measures ror Road Traffic Control), 2nd Edition (May 1983).
[22] ONORM S 5003, Part 1: Grundlagen der Schallmessung, Physikalische und subjektive GraBen
von Schall (Principles of Sound Measuring, Physical and Subjective Sound Values), (January
1975)
[23] ONORM S 5003, Part 2: Grundlagen der Schallmessung, Normalkurven gleicher Lautstarkepegel
(Principles of Sound Measurement, Standard Curves of the Same Loudness Levels) (January
1974)
[24] REINHOLD, G.: Larmschutz an StraBen. Osterr. Arbeitsring far Larmbekampfung OAL·
Fachtagung, Uirmbekampfung heute - morgen (Noise Control on Roads. The Austrian Working
Association for Noise Control, Specialized GAL Meeting, Noise Abatement Today and
Tomorrow), Vienna (1978)
[25] RSL-81: Richtlinien fOr den Larmschutz an StraBen (Guidelines ror the Noise Control on Roads),
The Federal Minister or Transport, Bonn (1981)
94
[26] RUDELSTORFER, K., TIEFENTHALER, H., KAMMERINGER, E.: Das Gerauschverhalten der
untersuchten Beton- und Asphaltfahrbahndecken auf der Inntal-Autobahn (The NOise Behavior
of the Tested Concrete and Asphalt Road Pavements on the Inntal Motorway), Federal Ministry
of Public Works and Technology, Road Research, No. 157, Vienna (1981)
[27] SCHULZE, K.: Erprobung von Untersuchungsverfahren zur Ermittlung der EinflOsse auf den
VerschleiB von Fahrbahndecken (Testing of Methods for the Determination of Influences on the
Road Pavement Wear). Research Project No. 7.804 of the Federal Ministry of Transport, Bonn,
Final Report (October 1972).
[28] SCHULZE, K.: Festlegung eines PrOfverfahrens zur VerschleiBnachahmung anhand von
VerschleiBmessungen auf 43 Versuchsfeldern der BAS Salzburg-MOnchen (Determination of
a Test Procedure for the Simulation of Wear, Based on Wear Measurements on 43 Test Panels
of the Federal Motorway Salzburg-Munich), "StraBe und Autobahn", NO.3 (1973)
[29] TROGER, H., HELFERICH, H. H.: Ober den Widerstand bituminoser Deckschichten gegen
VerschleiB (On the Resistance of Bituminous Surface Courses to Wear) "StraBe und Autobahn"
No.1 (1974)
[30] ULLRICH, S.: Der Mittelungspegel des Larms an StraBen mit frei flieBendem Verkehr (The
Averaged Noise Level on Roads with Freely Flowing Traffic), " Technische Oberwachung 17",
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[31] ULLRICH, S.: Zum EinfluB der Fahrbahndecke und ihrer Oberflachentextur auf das Rollgerausch
von Pkw (On the Influence of the Pavement and its Surface Texture on the RoadlTire Noise of
Passenger Cars), "StraBe und Autobahn", No.7 (1978)
[32] U.S. Patent 3.779,964: Asphalt Rubberizing Compositions, (Dec. 18, 1973)
[331 U.S. Patent 3.833,528: Bituminous Composition, (Sept. 3, 1974)
[34] U.S. Patent 3.891,585: Elastomeric Pavement Repair Composition for Pavement Failure And A
Method Of Making the Same, (June 24, 1975)
[35] U.S. Patent 4.068,023: Rubberized Asphalt Paving Composition and Use thereof, (Jan. 10, 1978)
[36] U.S. Patent 3.919,148: Pavement Composition, (Nov. 11, 1975)
[37] ZIRKLER, E.: Innovationen auf dem Asphaltsektor (Innovations in the Asphalt Sector)
"StraBenbau & Technik", No. 10 (1984)
[38] ZWICKER, E.; FELDKELLER, R.: Das Ohr als Nachrichtenempfanger (The Ear as New Recipient),
Stuttgart (1967)
95

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Noise level reduction through

Study carried out on the order of the

Responsible for the contents:

- In comparison with conventional drain asphalts the abrasion resistance is higher by

2. Test Section A 12 - Angath ..................................................................................................... 10

3. Noise Measurements .................................................................................................................. 16

4. Laboralory Tesls on Asphalt Paving Technology .................................................................. 80

1.1 Formulation of the Problem

Innovations in the sector of bituminous road pavements are at present microlayers

Open·graded asphalts basically consist of coarse chip fractions cemented together in

-;; "-/~ ; '5

:; ;:; :; :; :;:;: In [he planning slage

On this stress-absorbing membrane interlayer, the special open-graded asphalt, which

1.3 Objectives of the Research Project

The determination of the differing energy-equivalent permanent noise levels;

2. Test Section Angath-Inntal Motorway A 12

2.1 Requirements with regard to the Road Surfacing Properties

2.2 Laying of the Surfacing

2.2.1 Preparatory Work

2.2.2 Application of the Surfacing

Application of the highly elastomeric bitumen on the concrete pavement in one

Picture 2.3: Application of the open·graded asphalt

2.3 Acceptance Test on Site

2.3.2 Skid Resistance

Table 2.1 Skid reSistance measurements using the Stuttgart Trailer

Date Road km LOC woc 40 60 80 Remarks

1984-10-30 A12 15.25 R 12°C 12°C 0.439 Dry pavement

A12 15.25 R 0.442

A12 15.25 L 0.447

A12 15.25 R 0.466

A12 15.25 L 0.465

Individual Corrected SRT

Deceleration lane 53, 54, 52, 52, 52 19 52

Right lane of the

Right lane of the

Acceleration lane 53, 54, 53, 54, 53 19 53

Acceleration lane 53, 56, 55, 54, 56 19 55

Right lane of the

2.4 Constructional Engineering Opinion

Assessment of the construction engineering condition

3.1 Set up of the Measuring points

3.1.1 Description of the Measuring points

Measuring point 1: Motorway km 15.660

Measuring point 2: Motorway km 15.660

Measuring paint 4: Motorway km 15.415

The gradient of the motorway is at the measuring cross-sections approximately

VE ~ 500 r-- -"

3.2 Carrying out the Measurements

3.2.1 Traffic Noise Measurement

Picture 3.6: Main measuring cross-section, measuring points 1 and 2

Picture 3.7: Measuring point 3

Table 3.1 Traffic noise measuring schedule

Measuring Condition of the

1, 2, 3 Concrete 1984·05·16 11.00-12.00 Dry

4 Concrete 1984·05-16 18.30-19.00 Dry

1, 2, 3 Silent asphalt 1984·06·05 10.30-11.30 Dry

4 Silent asphalt 1984·06·05 17.15-17.45 Dry

3.2.2 Road/Tire Noise Measurement

3.3 Meteorological Data

Table 3.2 Meteorological data

14.53-15.28 21 36 7.2 S Sunny Traffic noise

16.15-17.15 21 35 9.5 S Sunny Traffic noise

18.30-19.00 17 33 9.0 S Sunny Traffic noise