ASPHALT TRIALS TO REDUCE TRAFFIC NOISE LEVELS

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1 ASPHALT TRIALS TO REDUCE TRAFFIC NOISE LEVELS Cassandra Simpson, VicRoads, Australia James McIntosh, VicRoads, Australia Marc Buret, VicRoads, Australia Stephen Samuels, TEF Consulting and School of Mechanical and Manufacturing Engineering, Australia ABSTRACT This paper concerns a trial aimed at reducing traffic noise levels by means of low noise asphalt road pavement surfacings. The trial is being conducted on the Mornington Peninsula Freeway in Melbourne, Australia and includes seven different types of asphalt pavement surfaces which were laid in March The trial is a joint project involving VicRoads and Boral. Previous investigations in Australia had shown that the acoustic performance of conventional open graded asphalts (OGA) approached that of dense graded asphalts (DGA) after a few years. However, overseas studies have demonstrated that this deterioration in the acoustic performance of OGA could be reduced when OGA were constructed as double layers, at various depths and also when treatments, such as grinding, were applied to the surface. The trial pavement surfaces includes a conventional OGA, an OGA where the surface was treated using diamond grinding to provide a smoother surface whilst maintaining porosity, two sections of double layer OGA, a stone mastic asphalt (SMA) and two proprietary mixes. Road traffic noise generated on each trial section is being determined by the Statistical Pass-by Method, by the Close Proximity Method and by the On Board Sound Intensity Method. The acoustic performances of the trial pavement surfaces will be determined by these methods over a five year period. The paper summarises the planning, design and construction of the trial sections and presents part of the acoustic performance and asphalt testing results of the trial over the initial year. INTRODUCTION This paper concerns a five year trial aimed at reducing road traffic noise levels by means of low noise asphalt road pavement surfacings. The trial, which commenced in March 2013, is being conducted on an urban freeway, the Mornington Peninsula Freeway, near Melbourne, Victoria, Australia. The freeway is a four lane divided freeway with a substantial median, emergency shoulder lanes, roadside open drainage, grade separated intersections and a 100 km/h speed limit. Seven sections of different asphalt were placed as shown in Table 1. Table 1: Trial Layout Section Type of asphalt Section length 1 Standard 30mm depth of OGA 200m 2 OGA 30mm depth where the surface was treated by grinding 100m 3 Double layer OGA 10mm and OGA 14mm at 70mm total depth 150m 4 Double layer OGA 10mm and OGA 10mm at 70mm total depth 150m 5 Standard Size 10mm SMA at 35mm depth 150m ARRB Group Ltd and Authors

2 Section Type of asphalt Section length 6 Boral Noise Reducing Trial Mix2 asphalt at 35mm depth 150m 7 Boral Durapave asphalt at 35mm depth 150m Noise and other data were collected at these sections along the Freeway in the first year of the trial. Background Adverse noise impacts from freeways are a growing concern for people living in cities. The noise from light vehicles at speeds from around 40 km/h on is generally dominated by the noise generated at the tyre/ road interface. (Samuels 2008 A & B, Sandberg and Ejsmont 2002). For this reason, the most potentially beneficial measure to reduce road traffic noise at its source are those measures that address the tyre/road interface. VicRoads has used noise walls to good effect on many urban freeways but this type of treatment is expensive and can be visually intrusive. VicRoads is assessing how to further reduce road traffic noise to maximise benefit and minimise cost. Different types of bituminous surfaces have effects on roadside noise (Austroads 2003) as shown in Table 2. Table 2: Relative Noise Levels Type of Road Surface Relative noise Levels (db(a)) Sprayed seal (SS) +3 Dense Graded Asphalt (DGA) 0 Open Graded Asphalt (OGA) -3 The difference between +3dB(A) for a sprayed seal (most noisy surface) compared to -3dB(A) for OGA represents a highly noticeable difference in noise level. Existing conditions The trial was located on the southbound carriageway of the Mornington Peninsula Freeway between LaTrobe Pde and Lonsdale St in McCrae, Victoria, an area chosen for its close proximity of houses next to the urban freeway and the absence of sound mitigation devices. Both northbound and southbound carriageways consisted of granular pavements with sprayed seals and each provided two lanes with an emergency stopping lane (shoulder). Coring of the northbound carriageway showed that 10mm (shoulder) and 20mm (travel lanes) bituminous seal existed over granular pavement. The southbound travel lanes, assumed to be of the same construction as the northbound carriageway, consisted of a Size 10mm sprayed seal in fair/good condition with minor cracking, minor stone loss and minor shape loss. The seal was 18 years old at the time of the trial. The emergency shoulder consisted of a Size 7mm sprayed seal in good condition with minor cracking and minor shape loss. This seal was also 18 years old at the time of the trial. Normally resurfacing of this area would have been undertaken using sprayed seals as the best way to maintain a waterproof layer to protect the granular pavement. The placement of OGA (in various forms) was expected to allow water to drain from the new OGA surface onto the existing sprayed seal for the life of the OGA, or approximately 15 years. A new seal was proposed to prevent damage to the pavement and match the life expectancy of the OGA. Consideration of the end of service life of the OGA also led to including a wearing course of dense graded asphalt (DGA) as a protective asphalt layer over the sprayed seals. The DGA was included to provide a 'working platform' for future resurfacing works, acting as a sacrificial layer to ensure the sprayed seal and crushed rock is not damaged or exposed. ARRB Group Ltd and Authors

This risk was however considered lower than the consequences of exposing the crushed rock layers in subsequent resurfacing.

3 This resulted in an expected total depth of 70mm for the sections with double layer OGA. While such depth is normally not recommended by VicRoads, it was accepted with the understanding the site may display early cracking. This risk was however considered lower than the consequences of exposing the crushed rock layers in subsequent resurfacing. Trial areas with two OGA layers (Sections 2 and 3) represent an additional complication for pavement design and resurfacing of the Mornington Peninsula Freeway. For the trial, the double OGA layers were placed on a sprayed seal. They are expected to increase the chance of early cracking which may cause ravelling and adversely affect the noise trial. Types of asphalt Asphalt trials on the Mornington Peninsula Freeway were placed in March The types of asphalt used in the trial were as follows, Section 1: Size 10mm OGA, this is a conventional VicRoads OGA mix. Section 2: Size 10mm OGA with a treated surface. This section of OGA has been shaved using linemarking removal equipment to increase the surface texture and is expected to provide a quieter surface. Section 3: OGA placed in two layers to a total thickness of 70mm. The top layer of Size 10mm OGA at 30mm depth is a conventional VicRoads OGA layer placed over a 40mm layer of Size 14mm OGA. Section 4: OGA placed in two layers to a total thickness of 70mm. Both layers in this section are 35mm layers of Size 10mm OGA. Section 5: Size 10mm SMA. This is a conventional VicRoads SMA. Section 6: Boral Noise Reducing Trial Mix2 (BNRTM2). Proprietary asphalt with improved noise properties based on work in Europe and aiming to provide a longer life than OGA. Section 7: Boral DuraPave Asphalt (BDP). Proprietary asphalt primarily designed to provide high fatigue life (8 million cycles 400ue) and improved crack resistance but tested on this project for noise properties. Section 2 was based on a trial in Sweden (Sandberg and Mioduszewski, 2012) where an OGA surface was treated by grinding off 1-2mm of the top surface to reduce rolling resistance. A 600mm diameter rotary diamond cutter with 30/40 grid was used to treat the surface over the full width of the slow lane. The grinding operation was undertaken with a road sweeper vacuum system to prevent clogging of the OGA. Figures 1 and 2 show the treated surface. Figure 1: Untreated OGA in foreground and treated surface in background (Section 2). Figure 2: Treated OGA on left and untreated OGA on right (Section 2). Sections 3 and 4 were included based on information from Europe (Sandberg and Ejsmont 2002) which showed that double layered OGA produced significant improvements in noise levels. The studies included a small sized OGA on the surface, and a larger sized OGA as the sub-layer for the double layer surfaces. The reference studies also indicated the double layer OGA were designed with more air voids in the lower layer, than in the upper layer. It was ARRB Group Ltd and Authors

4 therefore decided that the 14mm OGA be produced to provide more air voids than the accompanying 10mm OGA. VicRoads had only one Size 10mm OGA at the time of the trial. The Size 14mm OGA was included in the trial to achieve the double layer OGA (Section 3). The trial included the Size 14mm OGA from the Queensland Department of Transport and Main Roads (QTMR 2009), because VicRoads did not have a specification for this type of asphalt. The QTMR mix has been trialled and developed over several years, and was considered a reasonable risk given the constraints in time and budget for this trial. Figures 3 and 4 show the double layer OGA section. The QTMR Size 14mm OGA was assessed for air voids, binder content, and film thickness. Attempts to increase the air voids at the expense of binder content, grading, filler, or binder film thickness resulted in some temperamental mix when produced with local aggregates. The mix chosen for the trial showed the maximum air voids using local aggregate while retaining the higher binder contents preferred by VicRoads asphalt mix designs. Table 3 provides mix information for the trial. Table 3: Mix Design Information Mix Design Property Size 10mm OGA Size 14mm OGA 10mm SMA Sieve Size AS (mm) Grading Aim % passing (by mass) Grading Aim % passing (by mass) Grading Aim % passing (by mass) Binder Type A20E A20E Class A15E PMB or Class A20E PMB or Class A25E PMB Binder Drain off test 0.2% 0.2% 0.3% Filler 1.4% 2.0% 8.0% Binder Content 6.5% 5.5% % Air voids 16.1% 17.1% % ARRB Group Ltd and Authors

Figure 3: Section 3 Double layer OGA. The lower layer OGA can be seen on the shoulder. The upper OGA extends partly onto the emergency shoulder. Figure 4: Close-up of the Section 3 OGA surface.

VicRoads does not normally test for either air voids or texture on OGA, but the information was considered important to link with the sound testing.

5 Figure 3: Section 3 Double layer OGA. The lower layer OGA can be seen on the shoulder. The upper OGA extends partly onto the emergency shoulder. Figure 4: Close-up of the Section 3 OGA surface. The pen is 130mm long. Asphalt testing The asphalt testing for the trial included measurements for air voids, surface texture and skid resistance. VicRoads does not normally test for either air voids or texture on OGA, but the information was considered important to link with the sound testing. If a relationship between air voids/surface texture and noise levels can be established, it might provide better guidance for designing noise reducing asphalt. Air voids Testing for air voids raised some concerns on this project since OGA is not normally tested for density or air voids. Instead, the VicRoads specification (VicRoads 2013 B) is built around a minimum number of passes with a designated roller in effect prescribing exactly how to compact the asphalt, rather than relying on any performance measures. OGA has too much surface texture for normal nuclear gauge tests, and gives erroneous and unrepeatable results. Therefore the air voids on the trial site were determined by taking a total of 42 core samples on the trial surfaces in the left wheelpath and centre of the lanes. VicRoads normally determines air voids by adopting one the following methods: waxing method (Australian Standards, 2013 A) the presaturation method (Australian Standards, 2013 B) and the mensuration method (Australian Standards 2013 C) Tran and Van Loon (2011) showed that only the mensuration method is considered reliable when working with air voids greater than 15%. This method relies on accurate volume and mass measurements. Both the waxing method and the presaturation methods are affected by the high surface texture and connected voids in OGA. The air voids taken from core samples one week after placement are shown in Table 4. Table 4: Air voids from the trial surfaces Section Trial Pavement Surface Average Air Voids (3 samples in left wheelpath) Average Air Voids (3 samples in centre of lane) Average Air Voids (6 samples) 1 OGA 15.1% 16.3% 15.7% 2 Treated OGA Not tested Not tested Not tested 3 Upper layer - Size 10mm OGA 15.0% 16.1% 15.5% Lower layer - Size 14 mm OGA 16.7% 19.8% 18.2% 4 Both upper & lower layer Size 10mm OGA 16.6% 17.9% 17.3% ARRB Group Ltd and Authors

6 All of the OGA sections showed air void contents which were comparable to the design air voids. The air voids of the Size 14mm OGA were larger than the overlying Size 10 mm OGA. Overall, the average air voids in the left wheelpaths were slightly reduced compared to the results for the centres of lanes and this may be due to some initial compaction of the pavements in the wheelpaths after a week of trafficking. Surface texture Surface texture depths were measured using a multi-laser profilometer (MLP) immediately after the surfaces were laid. The MLP values were produced every metre, and an average value then determined for every 10 metres. Results within 30 metres of the changes from one type of asphalt to another were removed to ensure the average results represented each trial pavement surface without any interference from other surfaces. Texture depths were determined in both the left wheelpaths and in the centres of the lanes. The average MLP results are shown in Table 5. All the measured texture depths were in excess of 1.5mm and were therefore considered to be high values (VicRoads 2013 A). In addition, the texture depths of the OGAs were generally higher than the other asphalt types. Section Table 5: Surface texture and skid resistance results Pavement Surface texture results Slow lane left wheelpath Slow lane centre of lane Skid resistance results (sideways-force coefficient) Slow lane (sfc) Fast lane (sfc) 1 OGA 2.4mm 1.9mm Treated OGA 2.3mm 1.8mm 0.95 N/A 3 Double OGA 2.5mm 1.7mm Double OGA 2.5mm 1.8mm SMA 2.1mm 1.5mm Boral Noise Reducing Trial Mix2 1.8mm 1.1mm Boral DuraPave 1.9mm 1.2mm Skid resistance The skid resistance of the trial site was measured using the VicRoads Sideways-force Routine Investigation Machine to test each wheelpath in each lane for skid resistance. The test was undertaken three months after placement to ensure the uppermost layer of bitumen was removed by traffic, thereby ensuring the aggregate was exposed to the skid resistance test. The skid resistance is reported as sideways force coefficient (sfc). A summary of the average results for both wheelpaths is shown in Table 5. The results are all above the Investigatory Level (0.35sfc) for this section of freeway. The results are all reasonably consistent and compare favourably with the high skid resistance expected from new asphalt surfaces. The difference in skid resistance between the lanes was unexpected given the same type of asphalt was placed in each lane. While the lanes shared the same asphalt, the slow lane was placed on the first day of the trial, and the fast lane was placed on the second day of the trial. Further testing may provide an explanation for this result. The slow lane of Section 2 reported a high skid resistance compared to Sections 1, 3 and 4 which consisted of the same asphalt and were placed on the same day. Section 2 was treated by grinding the surface to provide additional texture and it appears to have favourably affected the skid resistance of the area. Future testing will demonstrate the longevity of this result. ARRB Group Ltd and Authors

7 Acoustic testing The trial is scheduled to extend over a five year period, during which three methods of noise data collection will be used to inform the acoustic properties of the trial pavement surfaces. These methods include the Statistical Passby Method (ISO 1997), the Close Proximity Method (ISO 2013) and the On Board Sound Intensity Method (AASHTO 2010). Results from the Statistical Passby tests at one month (May 2013), seven months (November 2013) and 13 months (May 2014) after the pavements were opened to traffic are presented here. Section 2 (Treated OGA) was not tested in the May 2013 investigations as the surface treatment took place after that round of data collection. The statistical passby method and index The Statistical Passby Method involves simultaneous measurement of the noise and the speed of individual vehicles in the traffic stream as they pass by a roadside measurement location. Measurement locations were set up for this purpose at each of the seven trial pavement surfaces. Additionally, tests were conducted for a section of DGA on the Mornington Peninsula Freeway (Section 8) located in Dromana, approximately one kilometre away from Section 1. The Statistical Passby Index (SPBI) which quantifies the overall effects of a pavement surface type on traffic noise was then determined from the roadside noise levels correlated to radar speed readings. The SPBI combines the contributions from three types (x) of vehicles Cars (1), Medium Trucks (2a) and Heavy Trucks (2b) as follows (ISO 1997): SPBI = 10Log (W 1 x 10 L1/10 +W 2a (V 1 /V 2a ) x 10 L2a/10 +W 2b (V 1 /V 2b ) x 10 L2b/10 ) (1) Where: SPBI the Statistical Passby Index of a given pavement surface (db(a)) Lx the Passby noise level of Vehicle Type X on the given pavement surface at a reference speed of Vx and at a reference distance of 7.5m (db(a)) Wx the proportion of Vehicle Type X in the traffic Vx the reference speed of Vehicle Type X (km/h). Cars were assigned a reference speed V 1 of 100 km/h and both medium and heavy trucks reference speeds V 2a and V 2b, respectively, of 85 km/h. A set of traffic conditions that comprised 90% cars (W 1 ), 5% medium trucks (W 2a ) and 5% heavy trucks (W 2b ) was adopted for the purpose of the analysis presented here. These traffic and speed assignments were made in concert with those in previous works by Samuels (2011). The acoustic performance of the trial pavement surfaces Table 6 summarises the SPBIs measured for the eight pavement surfaces tested and for the three rounds of investigations. The SPBI for individual pavement surface types are shown graphically in Figure 5. Differences in SPBI between the three round of investigations range from -0.4 db(a) to +2.2 db(a), depending on the pavement surface. It is very apparent that only small changes in the acoustic performances of the eight pavement surfaces have occurred over the 12 months. This observation is in accord with those of previous studies such as Samuels (2008 A and B). The Section 8 DGA SPBIs are higher by up to about 5 db than DGA SPBIs presented in earlier works by Samuels (2011) and Samuels and Parnell (2009). This appears to be due to the highly textured surface at this site. ARRB Group Ltd and Authors

8 Section Table 6: SPBIs and their variations over 12 months Pavement Surface SPBI and its variation across 12 months (db(a)) May OGA 79.1 Nov (Variation from May 2013) 80.5 (+1.4) 2 Treated OGA Double OGA Double OGA SMA Boral Noise Reducing Trial Mix2 (BNRTM2) Boral DuraPave (BDP) DGA (+1.6) 78.7 (-0.6) 81.7 (+1.3) 80.2 (+1.2) 81.2 (-0.6) 85.1 (-1.0) May 2014 (Variation from Nov. 2013) 80.6 (+0.1) 77.9 (-1.8) 78.4 (-0.5) 78.9 (+0.2) 82.3 (+0.6) 81.2 (+1.0) 81.1 (-0.1) 85.6 (+0.5) Variation May 2013 to May May-13 Nov May-14 SPBI (db(a)) OGA 2- Treated OGA 3- Double OGA 4- Double OGA 5- SMA 6- BNRTM2 Section & Pavement Surface Type 7- BDP 8- DGA Figure 5: SPBI measured for individual pavement surface type. The performance of each trial pavement surface in reducing road traffic noise was determined by comparing the SPBI for each trial surface with that of the Section 8 DGA. Table 8 shows results of this calculation for the third round of investigation (May 2014) only. It is emphasized the SPBI for Section 8 DGA was found to be higher by up to about 5 db(a) than that of DGAs assessed in previous works (Samuel 2011 and Samuels and Parnell 2009). Comparison to other smoother and therefore quieter DGAs would result in lesser traffic noise reduction. Table 7 shows that reduction in traffic noise relative to the Section 8 DGA was over 3 db(a) for all asphalt sections and reached 7.7 db(a) for the quietest pavement surface, Section 2 treated OGA. Performance of the OGA in Sections 1, 3 and 4 was within 1 db(a). The other asphalts (Sections 5 to 7) performed slightly less than the OGA Sections. ARRB Group Ltd and Authors

9 Table 7: Variations in Statistical Passby Indices relative to Section 8 DGA (May 2014) Section Pavement Surface Pavement SPBI DGA (*) SPBI (db(a)) 1 OGA Treated OGA Double OGA Double OGA SMA Boral Noise Reducing Trial Mix Boral DuraPave DGA 0 (*) The SPBI for Section 8 DGA was found to be up to about 5 db(a) higher than that of DGAs assessed in previous works. It is therefore expected that other smoother DGA will lead to lesser variations CONCLUSIONS This paper concerns a trial aimed at reducing traffic noise levels by means of low noise asphalt road pavement surfacings. The trial is being conducted on an urban freeway on which seven trial sections were placed in March These sections included four open graded asphalt sections (OGA) with different configurations (a standard OGA, two double layer OGA and one OGA treated by grinding), one stone mastic asphalt section and two proprietary asphalt sections. The test results showed high air voids were achieved on the OGA sections, and double layer OGA sections were constructed with more air voids in the lower layer. The results showed a high surface texture was achieved on each trial section. The results also showed a higher skid resistance was achieved for the OGA section treated by grinding. Statistical Passby noise level measurements were conducted for all the trial section as well as for one section of dense grade asphalt (DGA) during three rounds of investigations over a one year period. According to these measurements, only small changes in the acoustic performances of the eight pavement surfaces have occurred over the 12 months. The higher performance in reducing road traffic noise levels was observed for the double layer OGA sections and the section with the treated OGA surface. The DGA section was found to lead to high road traffic noise levels, apparently due to the highly textured surface at this site. The other asphalt surfaces were found to perform only slightly less than the OGA sections. The trial will be monitored for noise and surface texture for five years to REFERENCES American Association of State Highway and Transportation Officials (2010), Standard method of test for measurement of tire/pavement noise using the on-board sound intensity (OBSI) method, AASHTO Designation: TP 76-10, Washington D.C., USA Australian Standards (2013). Methods of sampling and testing asphalt Determination of bulk density of compacted asphalt - Waxing method, AS , Standards Australia Australian Standards (2013). Methods of sampling and testing asphalt Determination of bulk density of compacted asphalt - Presaturation method, AS , Standards Australia ARRB Group Ltd and Authors

10 Australian Standards (2013). Methods of sampling and testing asphalt Determination of bulk density of compacted asphalt - Mensuration method, AS , Standards Australia Austroads, Guide to the selection of road surfaces, 2003 International Standard Organisation (1997) ISO , Acoustics -- Methods for measuring the influence of road surfaces on traffic noise Part 1: the statistical passby method, ISO, Geneva International Standard Organisation (2013) ISO , Acoustics -- Methods for measuring the influence of road surfaces on traffic noise Part 1: the close proximity method, ISO, Geneva Queensland Department of Transport and Main Roads, MRTS30 Dense Graded and Open Graded Asphalt, 2009 Samuels, S.E. (2008 A). Tyre and road pavement influences on vehicle and road traffic noise. D Eng Dissertation. University of Newcastle, Newcastle, NSW. Samuels, S.E. (2008 B). The QDMR Pavement Surface Noise Resource Manual 2008 Version. TEF Consulting Report 7134/2 to QDMR Planning, Design and Operations Division, May TEF Consulting, Cronulla, NSW. Samuels, S.E. (2011). The acoustic effects of diamond grinding Portland Cement Concrete pavement surfaces. Road and Transport Research, Vol 20, No 4, December 2011, pp ARRB Group, Vermont South, Victoria. Samuels, S.E. and Parnell J. (2009), Recent Australian investigations into the acoustic attributes of road pavement surfaces, Proc. Internoise 2009, Ottawa, Canada, Institute of Noise Control Engineering, Indianapolis, IN, USA Sandberg, U and Ejsmont, J.A. (2002). Tyre/road noise reference book. Informex, Kisa, Sweden. Sandberg U. and Mioduszewski P. (2012), Gaining extra noise reduction and lower rolling resistance by grinding a porous asphalt pavement, Proc. Internoise 2012, New York, USA, Institute of Noise Control Engineering, Indianapolis, IN, USA Tran, J, and Van Loon, H 2011, South Australia Department of Planning, Transport and Infrastructure, Bulk Density Investigations in South Australia VicRoads (2013B) Standard Specification 407, Hot Mix Asphalt, VicRoads, Kew, Victoria. VicRoads (2013 A), Code of Practice RC , Selection and Design of Pavements and Surfacings, VicRoads, Kew, Victoria AUTHOR BIOGRAPHIES Cassandra Simpson (M.Eng) is the Specialist Pavement Testing and Technology Engineer at VicRoads. Cassandra provides specialist advice regarding bituminous surfacing, skid resistance and pavements, and represents VicRoads at the Austroads Asphalt Research Working Group. Cassandra has held positions in construction and maintenance in VicRoads for the past twenty years, and held the position of Victorian Regional Executive at the Australian Asphalt Pavement. Association James McIntosh (M. Eng, MAAS) holds the position of Principal Noise and Vibration at VicRoads. He previously worked for GM Holden for twenty years in a range of engineering roles including vehicle noise and vibration development as well as managing Holden's crash testing facility. ARRB Group Ltd and Authors

11 Marc Buret (Ph.D.) is a Senior Strategic Analyst for Noise and Vibration at VicRoads. Following a Civil Engineering degree and a Master in Applied Acoustics in France, Marc conducted Ph.D. research on the propagation of sound outdoor at The Open University UK and the Hong Kong Polytechnic University. He has worked in research, development and testing of noise control solutions in South China and more recently as an acoustic consultant in Victoria. He then provided technical advice and guidance for major infrastructure, building and industrial projects. Marc is a full member the acoustical societies of America (MASA), the UK (MIoA), Hong Kong (MHKIOA) and France (SFA). Stephen Samuels was initially employed in the Australian Tyre Industry and was subsequently seconded to Monash University where he gained a M.Eng.Sci. Degree for research on tyre noise generation. Shortly after, in 1975, he joined the Australian Road Research Board where he progressed to the level of Principal Research Scientist. Subsequently he held academic positions at the University of New South Wales and practiced as a road and traffic environmental consultant. In 1989, he gained a Ph.D. for his work on the noise produced by traffic under interrupted flow conditions and later in 2008 he was awarded a D Eng for his published work over 30 years in the field of tyre/road noise. Although he retired in mid-2010, Stephen continues to offer consultancy services to his long term clients and to publish in both journals and conferences. In addition, he is currently a Visiting Fellow in the School of Mechanical and Manufacturing Engineering at the University of New South Wales, where he is co-supervising a PhD student. Having produced over 180 publications, he is an internationally recognised authority in the field of road traffic noise. Copyright Licence Agreement The Authors allow ARRB Group Ltd to publish the work/s submitted for the 26th ARRB Conference, granting ARRB the non-exclusive right to: publish the work in printed format publish the work in electronic format publish the work online. The Authors retain the right to use their work, illustrations (line art, photographs, figures, plates) and research data in their own future works The Authors warrant that they are entitled to deal with the Intellectual Property Rights in the works submitted, including clearing all third party intellectual property rights and obtaining formal permission from their respective institutions or employers before submission, where necessary. ARRB Group Ltd and Authors

The Queensland Department of Main Roads Pavement Surface Noise Resource Manual

The Queensland Department of Main Roads Pavement Surface Noise Resource Manual Arthur Hall (1)*, Stephen Samuels (2) (1) Planning Design and Environment Division, Queensland Department of Main Roads, Brisbane,