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Abbildung 10: Beispiele für Betonfahrbahnen und Fugen mit akustisch ungünstiger Bauweise (links) und akustisch günstiger Bauweise (rechts).
Source publication
Im Innerortsbereich hängen die Erfolgschancen von lärmarmen Belägen nicht immer einzig von den Belagsspezifikationen und der Einbauqualität ab, sondern werden häufig durch belagsfremde Fahrbahnelemente wie Schachtdeckel, Strukturmarkierungen, Betonelemente, Fahrbahnübergänge und Fugen bestimmt. Da sich das Lärmniveau durch den Einbau lärmarmer Belä...
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A wide range of reduction phenomena have been described in the literature as predictability effects, in which more predictable units (i.e. words, syllables, vowels) are reduced in duration or other acoustic dimensions relative to less predictable units. The goal of the current study was to critically evaluate these predictability effects on vowel d...
Citations
... Although these phenomena also occur with conventional road surfaces, they are much more noticeable with low-noise pavements because they are masked to a lesser degree by vehicle noise. According to [11], following best practice solutions should be envisaged to avoid annoyance by such elements: ...
In Switzerland, low-noise pavements have established themselves in many places as an effective noise abatement measure at the source: Since 2010, nearly 1000 low-noise pavements were constructed , many of them in urban areas. Thanks to the research efforts of recent years and many practical experiences, the asphalt mixtures have been improved with regard to their noise-reducing effect and durability. This article highlights the most important steps in development and optimization of low-noise pavements, provides data on the achieved long-term noise reductions and answers questions about their successful practical implementation. With the mixtures available today, permanent noise reductions of up to 4 dB can be achieved. In the first years after installation, the effect is significantly greater. On the basis of today's findings, it can be assumed that high traffic loads (especially with heavy traffic) and increased ingress of dirt only slightly increase the risk of above-average loss of efficiency. Due to the significant reduction in noise emissions and the resulting lower masking of annoying impulse noise, elements such as structural markings, manhole covers, concrete carriageway elements or even joints to conventional pavements can lead to annoying noise level changes. These, however, can be largely prevented by the best practice solutions presented in this study. Thanks to the various research projects and the practical experience of recent years, many questions about the use of low-noise pavements have been addressed. In summary, nothing stands in the way of a large-scale application of low-noise pavements as an effective and long-term noise abatement measure at the source.
... Th i s m ay l e ad to c om pl ai n t s by re si d e n t s . The study [19] developed applicable solutions and characterized critical factors for the successful practical application of low-noise road surfaces by minimising the negative acoustic impact of foreign objects within the road surface. Firstly, the impact of joints and transitions to neighbouring standard road surfaces was investigated by assuming a 10 dB difference between a newly constructed low-noise road surface and its adjacent conventional road surface of rather loud surface characteristics as a worst case scenario. ...
... Measurements showed that the impulse noise induced by a roll-over of a vehicle's wheel can be reduced by 5 dB, which lowers the risk of annoying close-by residents considerably. The study [19] showed, moreover, that the surface characteristics of the manhole cover itself can change tire/road levels audibly. With large manholes lined out with the surrounding road surface, up to 6 dB differences in rolling noise were measured at close proximity. ...
Recently, low-noise road surfaces have become one of the preferred measures to reduce excessive traffic noise on the communal, cantonal and national road networks in Switzerland. This trend has been accelerated by a policy and subsidy scheme change as well as by new research outcomes with promising results in testing of a new generation of semi-dense asphalts with increased technical durability and longer-lasting noise reduction. Two main approaches were used by road owners for selection and quality control of low-noise road surfaces: firstly, by using a national standard which offers different options regarding chipping size and void content and, secondly, by relying upon the innovative capacity of road construction companies in developing products that correspond to a set of acoustical and technical requirements. This paper provides an overview of the challenges; the consequent research and the developed solutions which have proven to be critical milestones in the process of establishing low-noise road surfaces as an effective and durable noise abatement measure on Swiss roads. The construction of more than 1000 high quality low-noise road surfaces has resulted in the protection of a large number of people from excessive noise. PACS no. 43.50.Lj, 43.50.Gf
