5. ACTION PLAN
The action plan consists of two parts; a plan to build the infrastructure needed to address the highest priority gaps/issues and a plan to address the highest priority gaps/issues. The working document used to record the discussion of the action plan is attached as Appendix D. In addition to the action plan itself, the participants estimated whether the action should be done in the short or long term, where the action should be assigned, and where the resources required would be secured.
5.1 Quieter Pavement Pooled Fund Study
The Washington State Department of Transportation (WSDOT) volunteered to organize a pooled fund study in order that states could cooperate in addressing the gaps/issues raised at the workshop. It is proposed that the scope of the pooled fund include all of the issues raised at the workshop. The effort would be divided into four subareas:
- Construction and materials
- Testing and research
- Education and Public involvement
- Policy
Each of the gaps/issues in the table in Appendix C was identified with one of these subareas. The pooled fund solicitation, Solicitation Number 1104: Tire/Pavement Noise Research Consortium was posted on May 15, 2006 (see www.pooledfund.org). The participants of the Workshop will assist in building the case and seeking funding for the pooled fund study.
If the WSDOT pooled fund study effort is only partially successful, an alternative method or methods will be found to assemble funding from federal, state, and private sources to implement the action plan. The effort should be a nationally coordinated effort utilizing the complementary skills of researchers and practitioners from a national pool on an aggressive timetable that will allow us to address these problems as new pavements are built.
5.2 Action Plan
The following action plan is synthesized by extracting items from the table in Appendix D and augmenting the list with items from the table in Appendix C, listing high priority items with identifiable tasks under each topic.
5.2.1 Improved measurements
Standard Tire(s)Assigned:Measurement ETG, FHWA, AASHTO, Tire Industry
As discussed in Section 4, the lack of a standard tire is a potentially troublesome issue. Other technical communities, including the pavement friction testing community, have negotiated with tire manufacturers to design and construct a standard tire. The tire/pavement noise community and the FHWA should negotiate with a tire company to develop and build reference tire(s) for noise testing. This effort should be done in conjunction with ISO TC 43/SC 1/WG 33 if possible.
OBSI StandardAssigned:Measurement ETG
It is imperative that the OBSI standard be completed. A significant amount of data is being collected on the current pavement network and for various QPR projects. In order that the data be comparable and of maximum value, it should be collected according to standard, controlled methods. The tire/pavement noise measurement ETG should complete this effort and distribute the final result.
Time-Averaged Wayside Measurement Assigned:Measurement ETG Standard and Similar Standards
A standard should be developed for time-averaged wayside measurements, a method that is currently used for a number of projects in the U.S. and Europe to determine the community benefits of quieter pavements under normal, heavy traffic. The ETG should initiate this effort and work with the European community to develop the standard. In addition to time-averaged wayside measurements, other community noise measurement standards should also be developed or adapted for use in the U.S.
Measurement Method ApplicationsAssigned:Measurement ETG or Pooled Fund
In addition to developing measurement methodologies, guidelines should be developed that describe the application of each type of noise measurement and when each type of measurement has particular advantages and disadvantages.
Measurement correlationsAssigned:Measurement ETG, State QPR
Measurements at the source using OBSI, at the pavement wayside, and in the community all serve different purposes. In some cases these measurements have been found to be quite comparable. In other cases, the results have unexplained differences. The differences may be due to pavement absorption properties, meteorological conditions, propagation phenomena or to other unidentified aspects. A systematic investigation should be done to correlate OBSI, wayside, and community measurements and to explain the causes when correlation does not occur.
5.2.2 Policy forum
Policy ForumAssigned:FHWA Noise Office
In most discussions of traffic noise and quieter pavement policy, there is a natural dialogue about protecting the community near the pavement, the cost of noise mitigation, and providing incentives that will encourage innovation in pavement technology. The various policy alternatives include turning on pavement type in TNM, developing and allowing pavement specific REMELs data, and modifications to QPPP and QPR policy. At the workshop it was suggested that a series of forums be organized in order that various alternatives can be explored to simultaneously protect the public while accelerating innovation and encouraging the implementation of quieter pavements.
5.2.3 Public response and public education
Public educationAssigned:Pooled Fund or ADC40 initiative
This effort would involve the development of listening experiences, brochures, and other useful materials to inform the public about traffic noise in general and about the benefits and limitations of quieter pavement. When possible, materials would be available on the Clearinghouse. Materials would also be available for distribution through organizations such as ADC40.
Community response to quieter pavement Assigned:Pooled fund or State QPR
To address the question of the correlation of community response and the standard metrics used for quantifying traffic noise, a study should be done of public response to different pavements. The study should include measurement of loudness and annoyance metrics as well to determine if these metrics correlate better with community response.
5.2.4 Synthesis of global practice
Global synthesisAssigned:NCHRP or Pooled Fund
Major effort continues in Europe and Japan to develop quieter pavement and to study the durability of the noise reduction effect and understand the mechanisms that cause tire/pavement noise. A continuing effort is needed to monitor progress made globally and report this to the U.S. traffic noise and pavement community. This effort would include participation in the ISO TC 43/SC 1/WG 33, attendance at international conferences and workshops, and synthesis of published papers.
5.2.5 Innovative pavement technology
Double layer porous asphaltAssigned:NCAT or North Central Superpave Center
The double layer porous asphalt (DLPA) concept has been measured to be significantly quieter than other pavement concepts in Europe. The Europeans also believe this solution is able to sustain the reduced noise effect with age due to self-cleaning properties. However, the practicality of this concept has been questioned for U.S. applications. Research should be done to examine the open questions about construction, pavement life, durability of the noise reduction effect, cleaning maintenance, black ice formation, and winter maintenance. In addition, optimization of the mix properties could be a part of the investigation.
Porous concreteAssigned:PCC Technology Center
The Germans, Belgians and others have started an investigation of the suitability of porous or pervious concrete as a practical quieter pavement alternative. Issues for U.S. application include pavement life, response to freeze/thaw loads, cleaning, and winter maintenance. In addition, there is much to be learned about optimization of the pavement mix design.
5.2.6 Additional materials for the Clearinghouse
Acronyms and definitionsAssigned:Pooled Fund, FHWA, and TRB
At this early stage of technology development in the area of quieter pavements, we are gathering together practitioners from many fields and are working on a multi-state basis. In many cases practitioners must communicate in areas outside their field of expertise. In addition, states often use different terminology. A list of acronyms and definitions is needed to unify terminology in the area and promote better communication. This list can be collected from existing sources. Some vetting of the list could be done through the Pooled Fund committee or through TRB committees. The list should eventually be posted on the Clearinghouse and distributed through TRB committees and state DOTs.
Template for sharing data:Assigned:Pooled Fund
A template should be developed such that tire/pavement source data can be posted on the clearinghouse and shared with the community.
5.2.7 Synthesis of cost/benefit analysis
Cost/benefit analysisAssigned:Pooled Fund support for transportation economists
Currently quieter pavement is considered simply an extra expense if the pavement costs more than traditional pavement. The benefits of quieter pavement include the potential to avoid impact as well as to reduce the cost of traditional noise mitigation, such as barriers or the change of vertical or horizontal right-of-way alignment. In addition, reduced annoyance may be a benefit to the community far from the region where impact is defined. It would be helpful for decision making to have a cost/benefit methodology for quieter pavement. The study should be done in a flexible manner, such as in a spreadsheet format, so that different states could apply different monetization guidelines.
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