Daniel E Mogrovejo

Virginia Quieter Pavement Demonstration Projects: Initial Functional Assessment

The first stages of the development of a formal quieter pavement use guideline for Virginia are described. Chronicled are the selection of lower-noise pavement technologies (i.e., quieter pavement [QP]); development and construction of the first season (2011) of QP demonstration projects and evaluation tools and analysis being used to compare the performance of the alternative strategies. After one winter of service, the lower-noise asphalt technologies were measurably (2 dB or less) less noisy than the control surfaces were on average and noticeably (≤3 dB) more quiet in several specific cases. The quiet concrete technology, the Next Generation Concrete Surface (NGCS), maintained a readily noticeable (5 dB) noise advantage over the control concrete surface. Beyond tire–pavement noise, the QP technologies have a distinct advantage over the control surfaces when it had came to achieved ride quality. The NGCS was very smooth, and contractors earned incentives for ride quality with the quiet asphalt materials, including (and especially with) the materials that were placed at a 1-in. thickness. Although some wheelpath consolidation was evident in the texture data for the asphalt technologies, all of the QP surfaces were exhibiting excellent skid resistance and were receiving consistent recognition for good wet-weather service.

Short-Term Effect of Pavement Surface Aging on Tire-Pavement Noise Measured with Onboard Sound Intensity Methodology

This paper compares the potential short-term noise reduction generated by the use of two quiet concrete technologies [Next Generation Concrete Surface (NGCS) and conventional diamond grind] and three quiet asphalt surfaces (porous friction course surfaces with and without rubber and different maximum-sized aggregates) with control pavement sections (conventional transverse-tined portland cement concrete pavement and stone matrix asphalt pavement surface). The potentially quiet pavement surfaces were placed along five demonstration projects in Virginia. This paper investigates the susceptibility of the proposed surfaces to external factors, such as aging (four seasons were involved) and air temperature differentials. The statistical analysis of the collected data showed that all proposed surfaces presented benefits in terms of noise reduction; the NGCS exhibited noise reduction potential as high as 5 dB(A) when compared with the control section. For the asphalt surfaces, the sections with higher amounts of voids showed the lowest noise levels. In addition, the rubber-modified mixes showed an improved noise reduction potential. Air temperature normalization was performed, and air temperature was found to have a significant influence on the noise measurements, especially during the first months of use.

Evaluation of Variability of Macrotexture Measurement with Different Laser- Based Devices

The comparison of macrotexture values estimated from different measuring techniques, usually provides poor agreement and unsatisfactory confidence on the real macrotexture estimates by means of the Mean Texture Depth (MTD) Index. For this reason a new algorithm, to evaluate a more reliable 3D macrotexture index evaluated directly from 2D profile, has been proposed. This algorithm includes a profile data cleaning process, developed to detect and remove invalid laser readings present on pavement profile data recorded by means of a high speed laser device (HSLD). Preliminary results obtained on pavements of Virginia Smart Road seem promising.

Virginia Quieter Pavement Demonstration Program

This paper summarizes findings from Virginia’s recent quieter pavement research. It reviews overall condition; functional performance (ride, noise, and friction); winter maintenance and use characteristics; and other important observations made about a series of demonstration projects constructed in 2011 and 2012. The lower-noise pavement technologies included porous asphalt, conventional diamond grinding, and Next Generation Concrete Surface. The paper also summarizes results from the accelerated trafficking of Virginia materials at the National Center for Asphalt Technology Pavement Test Track. Finally, the paper reviews current federal policy and the pertinent ramifications for Virginia’s program. As of spring 2015, the difference in measured tire pavement noise between control surfaces and the most successful (lowest noise) quiet asphalt technology was no longer detectable with normal human hearing (<3 dB). The lowest-noise concrete surface continues to have a noticeable (~4 dB) advantage over the standard concrete finish. Although none of the quiet pavement technologies tested thus far provide sufficient noise reduction to satisfy federal regulations for noise abatement, the Virginia Department of Transportation is encouraged to continue monitoring federal policy for changes that may incorporate pavement type as a tool for mitigating noise. The department is also encouraged to continue to monitor (and to test as warranted) products of national and international research and development that show promise for reducing or eliminating traditional sound barriers.

Adaptive Spike Removal Method for High-Speed Pavement Macrotexture Measurements by Controlling the False Discovery Rate

Tire–pavement interactions, such as friction, tire–pavement noise, splash and spray, and rolling resistance, are significantly influenced by pavement macrotexture. Accurate texture data collection and analysis at a network level are key to achieving the desired level of safety, comfort, and sustainability of pavements. This study addressed the problem of noise in the form of spikes revealed in dynamic measurements that were performed with the use of vehicle-mounted lasers to measure macro-texture at traffic speed. The presence of spikes in collected data leads to erroneous texture measurements that do not reflect the actual pavement texture profile. As a solution to this problem, an innovative denoising methodology was developed. It consisted of an algorithm that determined the distribution of texture measurements with the use of the family of generalized Gaussian distributions, which allowed for the tail of the distribution to be heavier or thinner than the normal distribution, and with the use of the false discovery rate (FDR) method that controlled the proportion of wrongly identified spikes to all identified spikes. The FDR control allowed for an adaptive threshold selection that differentiated between valid measurements and spikes. Finally, the validation of the method showed that the mean profile depth (MPD) results obtained with denoised dynamic measurements were comparable to MPD results from the control devices on all the pavement sections investigated, making this method a significant step in the development of standardized procedures that use these devices for texture investigation at the network level.