Abstract:
This study was prompted by the impending prioritization of Washington State Department of Transportation (WSDOT) highway mobility projects for the 1997-1999 biennium. The ranking procedure that was analyzed and refined in the study is based on a methodology called "Technique for Order Preference by Similarity to Ideal Solution," commonly known as TOPSIS; it is the final step in WSDOT's current process for prioritizing proposed projects.The report used the WSDOT programming method as a case study of one flexible framework for assessing projects related to all highway modes. Rank order sensitivity to estimate erros and to various categorical weight distributions was investigated. Furthermore, direct comparisons were made between the WSDOT priority programming method, a WSDOT system planning method, and a Puget Sound Regional Council project prioritization method. The goals of the report were to inform the policy-making debate over assigning subjective category weights and selecting pertinent catergories of criteria, and to investigate the range of acceptable error in project performance predictions. In so doing, the reliability and adequacy of the WSDOT ranking methodology was also assessed.

Authors:
Rutherford,G. S., Reed,T. L.

Keywords:
statewide programming, prioritization, mobility, multimodal, costs efficiency, community support, wetlands, noise, water quality, land use

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Abstract:
This study was prompted by the impending prioritization of Washington State Department of Transportation (WSDOT) highway mobility projects for the 1997-1999 biennium. The ranking procedure that was analyzed and refined in the study is based on a methodology called "Technique for Order Preference by Similarity to Ideal Solution," commonly known as TOPSIS; it is the final step in WSDOT's current process for prioritizing proposed projects. TOPSIS normalizes project scores in an evaluation matrix into dimensionless units, multiplies each of the scores by relative assigned weights, formulates a theoretical "ideal-best" project and a theoretical "ideal-worst" project, and prioritizes proposed projects by calculating their relative distances between the ideal solutions.All the revisions to the prioritization procedure were based on feedback from WSDOT personnel on the 1995-1997 programming cycle. Their requests were transformed into four major objectives: 1) increase user friendliness to minimize user errors and reduce production time; 2) increase the consistency between relative rankings of the same projects on different lists, regardless of the characteristics of the other projects on the lists; 3) reconcile the mathematical results of the program with general "intuitive" understanding of how the program works, particularly with regard to the influence of the benefit-cost ratio over the final rankings; 4) create a "seamless" transition for WSDOT regions from the previous version of the ranking procedure to the new version.The research focused on mitigating an observed sensitivity to project mix. Rank order consistency was improved by introducing scoring constraints and standardized project ideals by normalizing or truncating three criteria categories. The resulting algorithm, TOPSIS-8, is a new version of the TOPSIS ranking algorithm studied.

Authors:
Barnes,J., Rutherford,G. S.

Keywords:
statewide programming, prioritization, mobility, multimodal, costs efficiency, community support, wetlands, noise, water quality, land use, research

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Abstract:
This technical report summarizes the Prioritization of Capacity Improvements Study (PCIS), the purpose of which was to develop a new methodology for prioritizing mobility improvement projects to reflect State Transportation Policy Plan objectives. This report includes a discussion of the preexisting Category C prioritization formula, an overview of state-of-the-art prioritization methods for regional and statewide project programming elsewhere, a detailed discussion of the proposed ranking methodology for mobility improvements, and finally, a description of the implementation process for the 1995-97 biennial programming cycle at the Washington State Department of Transportation (WSDOT). This study focused on the safe, cost-effective movement of people and goods; the encouragement of high occupancy vehicles and alternative modes; land use-transportation compatibility; environmental conservation; social and economic impacts; institutional coordination; and local support, all of which are explicit goals in the Stae Transportation Policy Plan. The new prioritization framework has several advantages. It is flexible enough to accomodate future changes in state policy. Additionally, it represents a significant step toward the ability to evaluate and rank multimodal mobility projects in direct response to transportation policy and service objectives. WSDOT is clearly in the forefront of such planning efforts nationwide. There are many opportunities for further study, and it is recommended that the Washington State Department of Transportation continue to push the known boundaries of economic analysis as innovative, multimodal solutions are considered increasingly frequent in the mobility improvement program. Such efforts will allow decision makers to make the best use of limited state resources.

Authors:
Rutherford,G. S., Niemeier,D. A., Reed,T. L.

Keywords:
statewide programming, proritization, capacity improvements, mobility, ISTEA, multimodal, costs efficiency, community support, wetlands, noise, water quality, land use

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Abstract:
This study investigated the noise produced by a single passenger vehicle tire heard at the roadside. This report presents the study's equipment and the development of the data reduction techniques. To choose test sites, selection criteria were applied that would provide extraneous artifacts from influencing the results of the study. Special care was taken to minimize microphone wind noise caused by the high speed turbulent flow of the measurement process. Measurements were taken on both old and new Class B asphalt, Class D asphalt, and portland cement concrete pavement. The results are presented in graphical form. The results indicated that the Class D asphalt surfaces measured in this study did not produce lower roadside noise, and these surfaces were no more acoustically absorbent than the other road surfaces.

Authors:
Chalupnik,J. D., Anderson,D.

Keywords:
noise, traffic noise, tire noise, roadway noise, tire, surface interaction

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Abstract:
Noise mitigation strategies involving both noise reduction at the source of transportation noise and at the receiver of transportation noise are reviewed. The following major sources of noise within a motor vehicle considered: engine, intake, exhaust, cooling fan, transmission, and tire noise. Current research intended to address methods of reducing noise far each of these sources is discussed. It was found that vehicle manufacturer efforts in the U.S. to reduce vehicle noise is currently being motivated marketplace for quiet vehicles. In addition to the potentialnoise reduction from specific components of the vehicle, it was found that the type of roadway pavement can have a significant effect on noise. A key strategy for reducing transportation noise at the receiver of the noise is land use compatibility planning. local agencies who have successfully implemented and use compatibility planning programs were interviewed. These programs fall into two broad The first category is land use compatibility brought about by zoning. this category, land uses that are inherently with transportation noise sources are adjacent to the sources. The second category, referred to as proponent mi involves a process of mitigation needed to make the use with transportation noise through mitigation efforts funded by the proponent of the development. It was found that noise and land use compatibility programs were most beneficial to communities in the earlier stages of development whereas the use of a local noise ordinance was found to be more beneficial to communities that are more fully developed.

Authors:
Herman,L. A., Bowlby,W.

Keywords:
agencies, developed, development, land use, land use compatibility, land-use, methods, mitigation, noise, noise abatement, noise barriers, noise reduction, pavement, planning, program, research, roadway, tire, tire noise, traffic noise, transportation, vehicle noise, zoning

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Abstract:
Noise mitigation strategies involving both noise reduction at the source of transportation noise at the receiver of transportation noise are reviewed. The following major sources of noise within a motor vehicle were considered: engine, intake, exhaust, cooling fan, transmission, and tire noise. Current research intended to address methods of reducing noise far each of these sources is discussed. It was found that vehicle manufacturer efforts in the U.S. to reduce vehicle noise is currently being motivated marketplace for quiet vehicles. In addition to the potential noise reduction from specific components of the vehicle, it was found that the type of roadway pavement can have a significant effect on noise. A key strategy for reducing transportation noise at the receiver of the noise is land use compatibility planning. Local agencies who have successfully implemented and use compatibility planning programs were interviewed. These programs fall into two broad categories. The first category is land use compatibility brought about by zoning. In this category, land uses that are inherently with transportation noise sources are adjacent to the sources. The second category, referred to as proponent mitigation, involves a process of mitigation needed to make the use with transportation noise through mitigation efforts funded by the proponent of the development. It was found that noise and land use compatibility programs were most beneficial to communities in the earlier stages of development whereas the use of a local noise ordinance was found to be more beneficial to communities that are more fully developed.

Authors:
Herman,L. A., Bowlby,W.

Keywords:
agencies, developed, development, land use, land use compatibility, land-use, methods, mitigation, noise, noise abatement, noise barriers, noise reduction, pavement, planning, program, research, roadway, tire, tire noise, traffic noise, transportation, vehicle noise, zoning

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Abstract:
This report summarizes an investigation of the technical aesthetic, and economic feasibilities of incorporating special noise barrier applications into a highway noise control program. The intent of the report is to take as a starting point the thin, vertical, reflective barrier now used in most applications. Special barrier applications are those beyond the thin vertical reflective barrier.The investigation of technical feasibility relates to the formulation of the effects of absorptive treatments, slanted tops, T-tops, and other special applications. The economic and aesthetic feasibility investigations examine the value of employing these special applications in lieu of thin, vertical, reflective barriers. The research reported on herein was performed on behalf of the Washington State Department of Transportation. The intent of the was for background studies of the effects of special treatments, so the could be in a position to implement pilot projects at a later date.

Authors:
Cohn,L. F., Harris,R. A.

Keywords:
absorption, absorptive, applications, barrier, barriers, control, highway, Insertion Loss, noise, parallel barrier, program, project, research, transportation, Washington, Washington state

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Abstract:
This is the final report of a study of the way in which tire/road noise changes as the pavement ages and wears. Measurements of the levels of noise generated at the tire/road-surface interface were made on sections of a variety of asphaltic and concrete compositions ranging in age from newly laid to 29 years. Data from these measurements are presented in graphical form showing levels and trends of levels with time. While measurements made in this study do not portray the noise levels at the roadside, they do rank order the source noise levels of the various surfaces devoid of the noise absorption characteristics of the surface. An interpretation of the data is provided to assist highway planners, designers, or environmental engineers. As an add-on to the main study, a comparison of the noise from studded tires and non-studded tires of the same tread design was made for a variety of roadway surface types.

Authors:
Chalupnik,J. D., Anderson,D.

Keywords:
traffic noise, noise, tire noise, tire, road noise, noise measurements, trailers, roadway aging, roadway wear, studded tires

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Abstract:
The performance of an experimental installation of PlusRide ACP as a bridge deck overlay is summarized in this report. Visual inspections, friction tests, noise readings, and rut depth measurements were taken on both the PlusRide and a rubberized ACP control section. No evidence of better frictional properties, noise reduction or increased service life could be attributed to the PlusRide in comparison with the rubberized ACP control section.

Authors:
Allison,R. E.

Keywords:
asphalt, asphalt pavement, bridge, bridge deck, bridge deck overlay, control, Deck, experimental, friction, inspection, noise, noise reduction, overlay, pavement, performance, PlusRide, resistance, Rubberized, tests

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External Links: http://wsdot.wa.gov/Research/Reports/100/130.2.htm

Abstract:
This is the final report of PlusRide being used as the wearing course on a bridge deck overlay.A Class D Asphalt Concrete pavement which is an open graded friction course was used on an adjacent bridge as a control for the PlusRide. The PlusRide claims were high friction resistance, reduced noise, increased fatigue properties and deicing characteristics. The PlusRide cost 50 percent more that the Class D and the friction resistance, noise levels and fatigue properties were the same for the PlusRide and Class D. The deicing characteristics could not be confirmed due to the absence of surface icing on highways in the Yakima area.

Authors:
Peters,A. J., Schultz,R. L.

Keywords:
asphalt, asphalt concrete, Asphalt Concrete pavement, asphalt pavement, bridge, bridge deck, bridge deck overlay, claims, Class D, concrete, control, cost, Deck, fatigue, friction, highway, Highways, noise, overlay, pavement, PlusRide, resistance

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Abstract:
This is the post construction and one year evaluation Report of being used as the wearing course on a bridge deck overlay under very high traffic volumes. A rubberized Class D Asphalt Concrete Pavement friction course was used on an adjacent bridge to compare against the PlusRide. The properties evaluated were friction resistance, noise, fatigue properties and deicing characteristics. The friction and noise properties are the same. The PlusRide has deeper ruts and large areas in the traveled lane have delaminated. The deicing characteristics have not been confirmed. The rubberized class ACP is performing better than the PlusRide.

Authors:
Peters,A. J., Schultz,R. L.

Keywords:
asphalt, asphalt concrete, Asphalt Concrete pavement, asphalt pavement, bridge, bridge deck, bridge deck overlay, bridges, Class D, concrete, construction, Deck, evaluation, fatigue, friction, friction course, noise, overlay, pavement, PlusRide, resistance, Rubberized, traffic, traffic volumes, volume

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Abstract:
The objective of this research was to examine the effects that construction of a major highway has on the value of surrounding properties, a topic which is of great public concern. Information was obtained on actual sales prices, as well as the characteristics of the properties. Four residential study areas were used, and as many as 4,785 sales were obtained in each area. The information on building and neighborhood characteristics was used to generate a quality-adjusted price index. This index for the years during which a highway was opened was compared with an index for an area which had been unaffected by highway change. The results show that when the highway significantly increased the accessibility of the residences, property values increased by 12 to 15 percent. Unfortunately, the houses closest to the highway had this increase partially offset by a .2 percent to 1.2 percent reduction for each 2k dBA increase in the highway noise level. Houses with highway noise were not found to take any longer to sell. In a commercial-industrial area, land values were found to increase 16.7 percent when a major highway was opened. Interviews were conducted in both residential and commercial areas.

Authors:
Palmquist,R. B.

Keywords:
construction, highway, impact, improvement, index, interviews, noise, property values, public, Real Property, Land Value, Property Value, Noise Pollution, Highways, Freeways, research, Washington

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Abstract:
A series of measurements was undertaken in the summer and fall of 1977 to determine the noise radiated by a wide variety of cars and trucks, and the effect of an acoustic wall, or barrier, on suppressing the transmission of that noise. The assumption of the \"correct\" effective radiating height was found to be the most critical parameter in making the calculations agree with the measured results. The \"best height\" value varied greatly from vehicle to vehicle, and with speed, load, and throttle setting for a given vehicle. The variability of this parameter made it impossible (solely from these tests) to assess such considerations as whether Fresnel\'s or Maekawa\'s curves should be used to calculate the attenuation produced by the wall.The most noteworthy observation from this study is that newer trucks not only are quieter (to meet noise radiation standards) but have an effective radiating height as low as 2 ft compared to as much as 11 ft for older trucks. \'Thus, as the newer types of trucks become predominant in the highway traffic mix, the effectiveness of walls and barriers in shielding the community from noise will increase considerably.This is good news, because wall effectiveness has been marginal at best for pre-1970 trucks because of their radiation heights.

Authors:
Foss,R. N.

Keywords:
attenuation, barrier, barriers, effectiveness, Fresenel diffraction, highway, Highway acoustics, noise, noise screens, Noise supression, speed, tests, traffic, truck, trucks, vehicle noise, walls

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Abstract:
Experimental data indicate that the combined effects of wind shear and ground plane attenuation can have a strong influence on sound propagation near the ground even at distances as short as 100 ft, The effectmanifests itself experimentally as a noticeable difference between sound propagation upwind vis-8-vis downwind that becomes more pronounced with either increased distance or increased wind speed. Differences of up to 25 dBA were found between into-the-wind and with-the-wind propagation fora listening height of 4 ft and a transmission distance of about 300 ft. Even a very moderate wind (4 mph) produced a difference of 12 dB at 150 ft for the same listening height. A large body of spectral data was also taken under a variety of wind conditions for path lengths of 150 ft and 225 ft. The resulting spectra agreed reasonably well with theoretical predictions for frequencies below 500 Hz, where ground and surface waves predominate; an important observation is that these waves were not affected substantially by wind conditions. Above approximately 500 Hz, the attenuation was frequently more than that predicted theoretically, and it was wind sensitive. The effect of wind was, in many cases, large, and could well mean that much experimentally obtained highway noise data is considerably less useful than previously thought, unless wind shear was taken into account during the measurements. In general, to "hear" the full effect of existing traffic, measurements should be made when the test positions downwind from the traffic.

Authors:
Foss,Rene N.

Keywords:
account, attenuation, condition, data, experimental, highway, Highway acoustics, ground plane attenuation, wind shear, interaction, noise, prediction, speed, traffic, wind

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Abstract:
Oblique wall noise barriers were investigated for angular dependence of attenuation. Experiments with a model at 5 kHz showed less than 1 dB difference from normal incidence to 45O incidence. Variations may approach 2 dB at angles near 70\' from normal incidence. Thus, the obliqueness of the wall may be neglected for most practical problems.

Authors:
Foss,R. N.

Keywords:
attenuation, barrier, barriers, Fresenel diffraction, Highway acoustics, model, noise, noise barriers, noise screens

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Abstract:
Actural vehicle measurements indicate that the best single frequency approximation for \"A\" weighted noise is 650 Hz. For light vehicles, the effective source height is 0.2 m (0.7ft) above the lane surface. For heavy vehicles, the effective source height is 0.8 m (2.6ft) above the lane surface.

Authors:
Foss,R. N.

Keywords:
Fresenel diffraction, Highway acoustics, light, noise, Noise supression, vehicle noise

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Abstract:
This report documents the results of an investigation to determine the attenuative effect of two cascaded walls or barrier screens on the transmission of sound. The study was for point sources and involved the use of tone burst techniques for the experimental determination of the attenuation produced by a wide variety of two-wall configurations. This work was modeled at 5 and 10 kHz. The final result was the development of an algorithm for accurately predicting the attenuation of two-wall systems.

Authors:
Foss,R. N.

Keywords:
attenuation, barrier, barriers, development, experimental, Fresenel diffraction, Highway acoustics, noise, noise screens, Noise supression, systems, walls

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Abstract:
This Laboratory has undertaken an extensive series of experimental measurements to determine the effect of barrier screens on the transmission of sound from a point source. By exercising great care in the experimental procedures, the data spread was kept within a narrow band about 1 dB wide. The results of these experiments indicate that the correct attenuation curve (in decibels vs Fresnel number \"NH) for apoint source is given by Fresnells equations. This is an important determination because computer programs based on the widely used National Cooperative Research Program Report 117 use a curve suggested by the work of Maekawa that is lower than Fresnel\'s curve. The results of calculations that convert this point source curve to the incoherent line source (and line source segment) case are also given. The measurements were conducted at two frequencies, 5.19 and 10.019 kHz, and employed a variety of source-to-wall and wall-to-microphone spacings. They were carried out indoors using pulse techniques to eliminate unwanted bounces and reflections.

Authors:
Foss,R. N.

Keywords:
attenuation, barrier, barriers, computer, computer program, data, equations, experimental, Fresenel diffraction, line, noise, Noise supression, program, reflections, research

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Abstract:
On July 14, 1970, an access hearing was held for that section of SR 405 which includes the Wilburton Interchange. This study has shown that there is good correlation between community perception, computer prediction and physical measurement of noise levels and attenuation.Community ResponsesAn opinion questionnaire was sent by the Highway Department in October, 1973 to all the people in the Woodrodge Community who might be affected by the completed noise barrier. Returned questionnaires are shown in Appendix A. Resulsts show that most people living directly behind the barrier have noticed some improvement in the noise level. Since 3 dBA change is barely preceptible by most people, this correlates well with measured attenuation, as the respondents indicating "no change" all resided in areas where less that 3 dBA attenuation was measured. See map #2.The barrier, however, had little effect on truck noise which was expected since low frequency noises are so difficult to attenuate. Low frequency noise waves go over and around most barriers. Dr. Van Ostrand who lives at the south end of the barrier (house number 1513) notices an increase in truck noise which would be similar to a truck coming out of a tunnel. Generally those living directly behind the barrier had evenly divided opinions in the categories of "More", "Same", or "Less" noise from trucks. Only one person indicated technical knowledge about noise and made any specific observation. He indicated noticeable overall improvement but with no change in "spike" noises. Almost everyone returning a questionnaire agreed that the barrier is aesthetically acceptable.

Authors:
Roberts,E. I.

Keywords:
Acousitc, attenuation, barrier, barriers, computer, hearing, highway, Interim, noise, Noise Levels, prediction, Report SR 405, truck, trucks, Wilburton Vicinity

Abstract:
This study was chiefly aimed at determining if a standard precast concrete median barrier placed on a highway shoulder in a fill section, would be effective in reducing highway traffic noise outside of the roadway prism. Secondly, it attacked the question of whether the current computer noise prediction program was giving accurate values.The first phase of the study consisted of collecting noise and traffic measurements in the field, first without and then with a median barrier, at two selected test sites. Next, the geometry of the test sites and field traffic data were entered into the computer program and the predicted noise levels obtained.The second phase consisted of comparing these two sets of data to determine the accuracy of the computer program and the amount of sound reduction, if any, due to the median barrier.The results indicated that the highway traffic noise was dominated by truck generated noise. It was therefore concluded that a standard median barrier will not provide a significant amount of sound reduction, outside of the roadway prism, when placed on a highway shoulder in a fill section. The results also indicated that the current computer noise prediction program will calculate noise levels that are usually higher than actually exist.

Authors:
Klasell,J. A., Butler,B. W.

Keywords:
Acoustical barrier, barrier attenuation, computer, computer program, concrete, data, ground attenuation, highway, median, median barrier, noise, Noise Levels, precast, precast concrete, prediction, program, research, roadway, traffic, traffic data, traffic noise, truck, wind, wind noise, barrier, project

Abstract:
This study was made to obtain information on the noise levels being emitted by vehicles currently using the highways of the State of Washington. The Washington State Highway Commission requested this study for guidance in proposing vehicle noise control legislation. The main controversy in states with existing comprehensive vehicle noise legislation has concerned trucks traveling on roads with posted speeds above 35 mph. The main thrust of our study is therefore concerned with this particular area, although data were also taken on automobiles and on roads posted at less than 35 mph. This study is unique in that the noise level - and the speed of all vehicles were measured. In addition, all trucks over 10,000 lb were weighed. Our large body of data has been graphed in numerous ways to illustrate various aspects--including how the noise factor varies with speed, weight, and percentage of full load, etc. Some photographs of the trucks together with their noise data a real so included.

Authors:
Foss,Rene N.

Keywords:
control, data, highway, Highways, noise, Noise Levels, speed, Study, truck, trucks, vehicle noise, Washington, Washington state, weight

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Abstract:
The purpose of this study was to investigate the acoustic effects of two topping materials used on bridges in the Seattle area. One material was applied to the bridge on Interstate-5 which crosses the Duwamish River. It is an English product called Sprag-Grip which is supposed to have very good anti-skid properties, as well as the ability to stick to the road in thin layers thus making it suitable for the repair of worn surfaces. The other material is an epoxy -asphalt mixture which was applied to some sections of the Evergreen Point Floating Bridge over Lake Washington, particularly over sections where worn grating was causing excessive noise. Hopefully, this substance will be capable of long-term sticking in relatively thin layers. Of the two materials, it was found that the epoxy-asphalt topping on the Evergreen Point Floating Bridge was by far the quieter, and, at least as newly applied, proved to be very quiet at the road/tire interface. It is likely that this good acoustic performance is due to the smoothness of the surface rather than directly to the fact that the material contains epoxy. The role of the epoxy would be as an adhesive and to resist wear so that its original acoustic performance could be maintained for a considerable length of time. Spray-Grip, on the other hand, although slightly quieter than the rutted, worn roadway, was not as quiet as the original unworn road surface. Experimental Procedures The primary contribution of a road surface to the noise 'radiating from a vehicle is in the noise emitted at the road/tire interface; therefore, the major thrust of this effort was directed toward measuring this effect. There also were some measurements of community noise levels before and after the resurfacing of the bridges. The tire noise tests were taken on the right rear wheel of a Laboratory station wagon upon which a new tire was mounted (a Pennsylvania Patrol Special, size 8. 55-15). (The tread design and depth of this tire are shown on page 2. ) This tire was mounted on a wheel and used on the vehicle only daring tests. Between tests it was stored so that unnecessary wear would not change its acoustic character-teristics. The noise pickup device was a specially baffled microphone located about 7 inches from the road/tire interface by a bracket holding it on the outside of the tire. One of the major problems in making noise measurements of this type is to have a microphone that will pick up only tire noise and be baffled from wind noise. This problem has been solved by a microphone baffling system especially designed by this Laboratory.

Authors:
Foss,Rene N.

Keywords:
asphalt, bridge, bridges, community noise, design, Epoxy, experimental, floating bridge, highway, ITS, materials, mixture, noise, Noise Levels, noise measurements, performance, repair, roadway, seattle, Study, System, tests, tire, tire noise, Washington, wind, Wind Noise

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