Evaluating Pavement Strategies and Barriers for Noise Mitigation (2013) / Chapter Skim
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Pages 40-56
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40 To further illustrate the approach for evaluating barriers and pavement strategies for highway noise abatement, projects from three state highway agencies (California, North Carolina, and Arizona) were analyzed.
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41 performance of the LT PCC and TNM Average Pavement was nearly identical, but for this example, the levels for the existing LT PCC pavement are about 1 dB greater than TNM Average Pavement. Barrier and pavement analysis for each of the three segments is presented in this section.
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42 Table 24. Summary of analysis results for the SWWB6 barrier.
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43 Table 27. Summary of analysis results for the SWEB9 barrier.
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44 were analyzed. The SWEB6 barrier is proposed in two lengths: 4,875 ft (the full barrier)
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45 Table 32. Summary of analysis results for the SWEB7 barrier.
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46 the westbound side, SWWB10 and SWWB11, and one barrier on the eastbound side, SWEB11. Because the existing subdivision barriers provide some noise reduction resulting in levels slightly below the NAC threshold, the residences shielded by the SWWB11 barrier do not count as impacted receptors.
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47 to 15 dB above the NAC. Also, all three alternatives with a barrier meet the feasible and reasonable criteria.
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48 barriers is combined with and compared to pavement costs. An average barrier cost of $35/ft2 and allowance of $37,500 per benefited receptor was used for this analysis.
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49 A summary of the costs for these options is provided in Table 37 and details of the barriers and abatement alternatives considered for the eastbound and westbound directions are given in Table 38. Details of the LCCA are provided in Appendix G
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50 Pavement Type and Barrier Height R ec ep to rs B en ef ite d Pr ed ic te d Le ve l M ax / A vg (d BA )
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51 These costs account for the barriers and the pavement (with the quieter pavement included only once) as it affects receptors on both sides of the highway.
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52 For the project, the following five pavement alternatives are considered (two for the existing HMA and three for the assumed PCC pavement)
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53 alternatives that include a barrier meet both the 5 dB acoustic feasibility criterion and the 7 dB design goal. None of the alternatives meet the cost-reasonableness criterion based on the dollar allowance per benefited receptor, but all barrier options meet the reasonableness criterion based on the barrier square feet per benefited receptor.
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54 were scaled from the LCCA of the six-lane highway scenario discussed in Chapter 4 (see Table 6)
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55 little impact on the cost analysis. The total number of impacted receptors is 249 when both sides are counted.
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56 on HMA alternative has the lowest NPV cost, but it meets none of the criteria. None of the abatement options meet the criteria largely because of the low density of the receptors over the length of the project.
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