Abstract
The noise generated when a tire impacts a contraction joint, often called wheelslap or joint-slap noise, can increase tire-pavement noise in Portland cement concrete roadways by up to 3 dB as well as increase annoyance appreciably. Wheel-slap noise has a much higher peak pressure level than tire-pavement noise measured without joints. Therefore, it is important to understand methods for control and reduction of wheel slap noise. In this paper, wheel-slap noise was measured on joints with widths varying from 5-24 mm. The joints were also tested full, half-full, and empty of silicone sealant, and with step-up and stepdown faulting conditions of up to 6 mm. Finally, the wheel-slap noise levels of joints with beveled edges were measured and compared to levels from standard joints to investigate the effects of beveling and spalling of pavements on wheelslap noise.
| Original language | English (US) |
|---|---|
| Pages (from-to) | 228-233 |
| Number of pages | 6 |
| Journal | Noise Control Engineering Journal |
| Volume | 59 |
| Issue number | 3 |
| DOIs | |
| State | Published - May 1 2011 |
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All Science Journal Classification (ASJC) codes
- Building and Construction
- Automotive Engineering
- Aerospace Engineering
- Acoustics and Ultrasonics
- Mechanical Engineering
- Public Health, Environmental and Occupational Health
- Industrial and Manufacturing Engineering
Cite this
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Effects of contraction joint width, fill condition, faulting and beveling on wheel-slap noise. / Dare, Tyler Patrick; Bernhard, Robert; Thornton, William.
In: Noise Control Engineering Journal, Vol. 59, No. 3, 01.05.2011, p. 228-233.Research output: Contribution to journal › Article
TY - JOUR
T1 - Effects of contraction joint width, fill condition, faulting and beveling on wheel-slap noise
AU - Dare, Tyler Patrick
AU - Bernhard, Robert
AU - Thornton, William
PY - 2011/5/1
Y1 - 2011/5/1
N2 - The noise generated when a tire impacts a contraction joint, often called wheelslap or joint-slap noise, can increase tire-pavement noise in Portland cement concrete roadways by up to 3 dB as well as increase annoyance appreciably. Wheel-slap noise has a much higher peak pressure level than tire-pavement noise measured without joints. Therefore, it is important to understand methods for control and reduction of wheel slap noise. In this paper, wheel-slap noise was measured on joints with widths varying from 5-24 mm. The joints were also tested full, half-full, and empty of silicone sealant, and with step-up and stepdown faulting conditions of up to 6 mm. Finally, the wheel-slap noise levels of joints with beveled edges were measured and compared to levels from standard joints to investigate the effects of beveling and spalling of pavements on wheelslap noise.
AB - The noise generated when a tire impacts a contraction joint, often called wheelslap or joint-slap noise, can increase tire-pavement noise in Portland cement concrete roadways by up to 3 dB as well as increase annoyance appreciably. Wheel-slap noise has a much higher peak pressure level than tire-pavement noise measured without joints. Therefore, it is important to understand methods for control and reduction of wheel slap noise. In this paper, wheel-slap noise was measured on joints with widths varying from 5-24 mm. The joints were also tested full, half-full, and empty of silicone sealant, and with step-up and stepdown faulting conditions of up to 6 mm. Finally, the wheel-slap noise levels of joints with beveled edges were measured and compared to levels from standard joints to investigate the effects of beveling and spalling of pavements on wheelslap noise.
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U2 - 10.3397/1.3562544
DO - 10.3397/1.3562544
M3 - Article
AN - SCOPUS:79957525370
VL - 59
SP - 228
EP - 233
JO - Noise Control Engineering Journal
JF - Noise Control Engineering Journal
SN - 0736-2501
IS - 3
ER -