Framework for Environmental Assessment of Tire–Pavement Noise

Abstract

Traditionally, the objective of tire–pavement noise studies has been limited to ranking of different pavement surfaces in terms of their potential to generate noise. The potential to generate noise has been assessed by using a variety of sound-level measurements and sound-level measures, typically quite different from those used for the environmental assessment of highway noise. A fundamental methodology is described for the assessment of tire–pavement noise that fits the existing framework for the environmental assessment of highway noise. In this context, it is necessary (a) to express the differences in tire–pavement noise in terms of the sound-level units used for the environmental assessment of highway noise and (b) to consider a realistic situation that includes, for example, sound levels emitted by the entire traffic flow at locations that correspond to outdoor recreational areas of residential dwellings. The process is illustrated by applying it to the environmental assessment of freeway noise in Ontario, Canada, involving two pavement surface types: a dense-graded asphalt concrete surface and a portland cement concrete surface. The results indicate that the difference in sound levels between the two surface types at a residential location adjacent to a freeway can reach up to about 2 or 3 dB(A) Leq (24 h). However, when the typical highway geometry is considered, the presence of noise barriers, and a typical car–truck freeway traffic mix, this difference is reduced to less than 1 dB(A) Leq (24 h). This difference is typically interpreted as having an insignificant environmental impact.