UNIVERSITI TENAGA NASIONAL

TECHNICAL COMMUNICATION (TECB 213)

SECTION 01
GROUP ASSIGNMENT
______________________________________________________________________________
TOPIC
Research On Relationship Between Pavement Life And Traffic Noise

GROUP MEMBERS
MOHD ARIFF BIN MOHD KAMAL CE087559
HIDAYAT BIN ACHMAD HANAFI CE087547
MOHD ZULKARNAEN BIN ZASNI CE087557
MUHAMMAD AL HAZIM BIN YUNUS CE091967
LECTURERS NAME
Mrs. YEE CHIEW LING @ VIVIAN
Introduction
Nowadays, technologies are crucial in order to solve problem in our daily life. Human
need to generate and produced more idea to develop more advance technology to simplify the
problem. In order to generate the ideas, human need to exchanged or share their opinion with
each other so that they can discuss a better way to develop the solutions. To achieve this
objective, a connection has been created between places to places to help people gather in one
place. Since people start to travel using vehicle, urge to create an advance asphalt highway are
increasing.
Highway or road pavements generally come in two types that is asphalt pavement and
concrete pavement. Concrete pavement is mostly used for road surfaces, bridge decks, airfield
runways and parking lots. It has been a significant and technical problem to improve the
durability and to prolong the service life of concrete pavement in the world because it is directly
exposed to the weather condition. It is also believed that to improve permeation-related
durability of concrete, mineral admixtures and pozzolan are needed. Pozzolan is mainly used to
improve the interfacial transition zone [9].
Previous researches on mixing nano-particles in cement-based building materials shows
the inclusion of nano-particles modifies fresh and hardened state properties, even when it is
differ from conventional mineral additions. Niloofar et al. investigated cement mortars with
nano-SiO
2
and nano-Fe
2
O
2
to explore their super mechanical and smart (temperature and sensing)
potentials. In addition, to improve the resistance of water penetration, nano-silica is used and
also to control the leaching of calcium [9].
Pavement friction is a complex phenomenon and affected by many factors, including
material, traffic, and environment. For example, pavement surface properties such as aggregate
sizes, gradation, asphalt binder content, produce different macro- and micro-texture that attribute
to the variation of friction at different speeds after cumulative traffic passing. It has been
established that good micro-texture is important for pavement friction at low speeds and good
macro-texture is more important at high speeds [1].


Previous research explained, when the water is on the road or pavement surface, it is
covered by water film and act as a lubricant, which can reduce the contact between the tire and
aggregate surface [3]. Wang et al. said most researcher agree that air temperature affects the
flexible pavement because of tire rubber and the asphalt mixture are viscoelastic materials. The
relation of viscoelastic modulus due to change of temperature will affect the contact mechanism
at the tire-pavement surface. Colori et al. said to mitigate water runoff from the road is by
applying full depth permeable for the road shoulders. In addition to provide the water quality
benefits, Open Graded Friction Course (OGFC) overlays constructed over conventional
impervious asphalt pavement. OGFC also works on noise reduction and increasing safety during
rain events and also reduction of heat island effect [4].
When the pavement exposed to weather they faced surface fail. Commonly rutting and
crack in asphalt pavement. Moriyoshi et al. said it was very difficult to construct a long life
pavement. It is because severe damage like pat hole and stripping of aggregate occurred even
after service in asphalt pavement. Even so, porous asphalt in Kyoto Jukan Expressway was
reported by Kyoto Specification, it was maintenance free for fifteen years. This is because the
crack pattern in Kyoto Jukan Expressway connected with properties of binder, type of crush
stones and pavement structure and there were important factor for long life for porous asphalt.
Ambient temperature on pavement surface was connected local rut depth in dense types
mixtures [8].
To minimize the probability of recurring pavement failures, experiments of pavement
failures become critical. The information gained can be used to identify the underlying cause of
the problem, improve pavement design standards and construction practices, and develop an
optimal rehabilitation strategy. For the repair of distresses in a pavement section on very weak
and poor base and sub grade support with heavy truck traffic, a Full-Depth Repaired (FDR)
service technique with two layers of steel reinforcements and tie/dowel bars to adjacent Jointed
Concrete Pavement (JCP) was utilized [2].
Generally on pavement maintenance tends to focus on only one objective, optimizing
maintenance cost while enforcing limit on performance criteria. It is important in many criteria
involve tradeoff. Reliability is a measure of the probability of a pavement performing its
intended function under a given set of conditions [3].

Liao et al. said a major source of traffic noise at high speed vehicle is tire/pavement
noise. This is because of high frictional resistance of asphalt pavement. To mitigate this problem,
it is reported that poro-elastic material and asphalt-rubber material is used. Previous researches
shows noise level can reduce high frequency with higher air-void content while micro texture
and International Roughness Index (IRI) increase noise levels at lower frequencies [6].
Researches across the world have showed a multitude of factors influencing tire-road
noise such as pavement material type and properties and the main factor is viscoelastic property.
The study also explained that Asphalt Rubber Friction Course (AKFC) mixes reduce tire-
pavement noise because they act as an acoustic absorber due to the increase viscoelastic nature
of the asphalt mix [4].
In construction of road, the safety factor must be the first thing to consider. Ibrahim et al.
explained that safety is not directly included in the standards as a design parameter, and roads
built in accordance to general design are often assumed to be safe which is not necessarily valid,
and in situations where budget constraints limit the ability to meet design standards, the design
guide offers little knowledge on the safety effects of deviating from standard requirements.
Normally, highway safety can be optimizing by applying the most conservative geometric design
standards. Limited resources and constraints due to physical, right-of-way and environmental
features often restrict the highway designers ability to develop geometric designs that exceed
minimum design standards. Such limits and constraints thus force designers to make critical
design decisions that may deviate from these standards [5].
However, until now, it is still not well known about relative significance of tire-pavement
surface that make noise with the pavement life. Same goes to the relation pavement surface
characteristic and nose level. The materials or the chemical substance that is used in asphalt
mixture must be good and give advantage in both, noise levels and long life the asphalt
pavement. The best material, for example is nano-SiO
2
and nano-Fe
2
O
2.




Bibliography

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