Appendices to NCHRP Research Report 842 (2017) / Chapter Skim
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From page 20... ...
C1 APPENDIX C STATISTICAL ISOLATED PASS-BY DISCUSSION TABLE OF CONTENTS COMPARISON OF TEST SITES ............................................................................................C2 Northern California Test Sites ......................................................................................C2 North Carolina Uphill and Downhill Sites ..................................................................C3 North Carolina Level Sites .......................................................................................... C11 North Carolina Slower Speed Sites ............................................................................
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From page 21... ...
COMPA Northern Under th vehicle s a given v Northern NB1 me Lakeville equal at line follo NB1 hav produces speed of than the 505 SB1 trend line at 505 SB Figure C sites RISON OF California e SIP proce peed, fitted ehicle type California a rged due to and 505 N 90.3 dBA a ws the SIP ing a steep consistently 60 mph, the ground PCC and 2 sites s of both pa 1 produces 1: Maximum TEST SIT Test Sites dure, the m with a logar . The data f re shown in the small B1 sites sho nd 90.5 dB Reference C er slope.
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From page 22... ...
Figure North C To consi same pav Curve, a differenc however, octave ba C4 and C exhaust n as in the overall le level dat typically those of noise in frequenc C2: Maxim arolina Uph der the effe ement were s shown in e is indicate the speeds nd levels. S 5, respectiv oise.
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From page 23... ...
Figure C tine PCC Figure C uphill 3: Maximum 4: One-thir pass-by no d octave ba ise levels v nd spectra f C4 ersus speed or pass-bys for Sites N at PCC Sit C1 and NC2 e NC1 – tra with trans nsverse tine verse and
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From page 24... ...
Figure C downhill The com pavemen 3.5 dB q NC5 rev though th identical, two sites this diffe spectra f respectiv frequenc powertra and 36 w and down passage results (in 5: One-thir parison of S t is about 5 uieter, in ter eal that dow e downhill this implie , due to inc rence in uph or Sites NC ely. For do ies than tho in noise con ere all note hill directio and its first Figures C8 d octave ba IP data for dB quieter t ms of SIP r nhill levels speeds are g s that the op reased powe ill versus d 4 and NC wnhill, the se of Figu tribution for d to possib ns display t harmonic i and C9)
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From page 25... ...
Figure C AC Figure C downhill 6: Maximum 7: One-thir pass-by no d octave b ise levels v and spectra C6 ersus speed for pass-b for Sites NC ys at Site N 4 and NC5 C4 – new with newer er S9.5 AC S9.5 and
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From page 26... ...
Figure C For Sites the down are actua higher th spectra f similar to and 69. F exhaust s have a un beamform spectra ( frequenc for eight note is th be localiz 8: One-third NC6 and N hill levels b lly about 1.
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From page 27... ...
Figure Figure C9: Maxim C10: Oneum pass-by third octave noise levels band spectr C8 versus spee a for pass-b d for Sites N ys at Site N C6 and NC C7 – DGAC 7 with DGA and downh C ill
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From page 28... ...
Figu Similar t PCC Site to 2 dB, noise wa Site NC1 NC10 on This even Spectra f are quite (in Figur trailer tir for this t more typ frequency re C11: One o most of t NC10 are l as shown in s subjective 1 had high ly had one t (Run 40) or the down similar to th e C13)
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From page 29... ...
Figure C PCC Figure C downhill 12: Maximu 13: One-th m pass-by n ird octave oise levels band spectr C10 versus speed a for pass for Sites N bys at Site C10 and N NC10 – g C11 with gr round PCC ound and
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From page 30... ...
A final u differenc identical site by a levels. Th differenc apparent direction Figure C pavemen North C The SIP northern Site NC3 were not section.
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From page 31... ...
the runs by spectr C15, ther effects o loading a throttle ( pavemen Figure C tine PCC shown in Fi a shapes at e is a large f throttle po nd/or thrott as much) a t effects from 15: Maximu and S9.5 A gure C19 w Site NC9 w r scatter in sition in go le settings t the time o site-to-site m pass-by n C pavement, ere all noted ere more lik the levels fo ing up the prior to rea f maximum may be mu oise levels respectively C12 to have exh e those of S r Site NC9 slight grade ching the a pass-by le ddled by sm versus speed aust or som ite NC3.
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From page 32... ...
Figure C grade Figure 16: Photogr C17: Photog aph of I-77 raph of I-7 measureme 7 measurem C13 nt Site NC3 ent Site NC9 – transvers – S9.5 AC e tine PCC pavement a at the cres t slight upgr t of a ade
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From page 33... ...
Figure C pavemen Figure C slight uph 18: One-th t and hill cre 19: One-thi ill ird octave b st rd octave b and spectr and spectra C14 a for pass-b for pass-by ys at Site N s at Site NC C3 – tran 9 – S9.5 A sverse tine C pavemen PCC t and
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From page 34... ...
C15 As with the previous two sites, Sites NC15 and NC16 have some ambiguity in their operating conditions. The SIP results for these sites are shown in Figure C20.
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From page 35... ...
Figure C pavemen Figure 20: Maxim t C21: One-th um pass-by ird octave b noise levels and spectra C16 versus spe for pass-by ed for Site s at Site NC s NC15 and 15 –AC pav NC16 with ement and l AC evel
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From page 36... ...
Figure C uphill Figure C prior uph 22: Photog 23: One-thi ill raph of me rd octave ba asurement S nd spectra f C17 ite NC16 – or pass-bys SR 211 le at Site NC vel AC pave 16 – level A ment with p C pavement rior with
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From page 37... ...
North C The SIP ramp site Site NC8 result, th out with vehicles 45 mph, in the Sit (REMEL (accelera accounts shown in the Site N the REM differenc levels be higher. In transvers Pavemen accelerat add to th levels of REMELs Figure arolina Slow results from (Site NC8)
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From page 38... ...
Figure C interrupt The spec overall le from 32 (shown i C27. On level, abo line, but to have e NC14, o (Run 73)
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From page 39... ...
Figure C range Figure C range 26: One-thi 27: One-thi rd octave ba rd octave ba nd spectra f nd spectra f C20 or pass-bys or pass-bys at Site NC8 at Site NC8 – on-ramp – on-ramp in 32 to 33 in 34 to 35 mph mph
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From page 40... ...
Figure C range COMPA Beyond t Carolina purpose, averages curves. T speed-ind does not REMELs contribut actual me measured condition Californi measured The regre truck cur with TNM the level reference (downhil offset by 28: One-thi RISON OF he SIP ana sites to the the regress .
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From page 41... ...
interrupte REMELs flow curv for all thr by 1.5 to reference and uphil when po curves al Site NC9 they equa a given s may be o drivers w those goi may not may also expected compress systems i from the Figure C results d curves. T curve and e.
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From page 42... ...
Figure C truck res Figure C truck res 30: Compa ults 31: Compar ults rison of Sit ison of Site es NC10 an s NC4, NC5 C23 d NC11 SI , and NC9 S P regressio IP regressi n curves to on curves to REMELs h REMELs h eavy eavy
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From page 43... ...
C24 More evidence of the convolution of operating conditions and truck speeds can be concluded for the results of Site NC1, NC2, and NC3, shown in Figure C32. All three sites are transverse tine PCC, with a range in OBSI levels of less than 1 dB.
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From page 44... ...
Figure C truck res Figure C heavy tru 32: Compar ults 33: Compa ck results ison of Site rison of Sit s NC1, NC2 es NC12, N C25 , and NC3 S C13, and N IP regressi C15 SIP re on curves to gression cu REMELs h rves to REM eavy ELs
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From page 45... ...
The resu pass-bys regard to at 35 mph the interr gradient cruise an probably almost 4 the REM as betwe is high co accelerat opposite than that speed sit However slow spe suggestin 55 mph. Figure C heavy tru lts for the s from the o the OBSI r and is grea upted flow behavior is d moderate higher than dB lower th ELs interrup en the Site N mpared to ion is simil of the REM expected fo es.
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From page 46... ...
C27 COMPARISON OF TESTING METHODS The results from all three types of measurements, including OBSI, SIP, and beamforming are presented in Table C1. The OBSI values represent the overall A- weighted level measured at 60 mph for sites with higher speed limits and 35 mph for Sites NC8 and NC14.
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From page 47... ...
C28 Table C1: Summary of measurement results by site Test Site OBSI, dBA SIP Level at Avg. Speed, dBA SIP Avg.
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