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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Environmental Noise in Europe 2025</title>
      <link>https://trid.trb.org/View/2694399</link>
      <description><![CDATA[Beyond human health, high levels of environmental noise can also harm biodiversity, highlighting the need for additional actions to provide better protection to ecosystems. The report shows that at least 29% of the area protected under Natura 2000 in Europe experience noise levels that could be harmful to terrestrial wildlife, while underwater noise also presents a significant risk to marine habitats. Now in its third edition, this current Environmental noise in Europe — 2025 report draws on data collected under the 2022 reporting round of the Environmental Noise Directive (END), provided by European Union (EU) Member States (MSs) and other European Environment Agency (EEA) countries. For the first time, the 2025 edition assesses additional exposure and health effects against the updated, more stringent recommendations by the World Health Organization (WHO). Produced in collaboration with the EEA′s European Topic Centre on Human Health and the Environment (ETC HE), the report focuses on six key areas: - the number of people exposed to noise levels harmful to health; - the health impacts and burden of disease (BoD) associated with environmental noise; - progress towards the Zero pollution target on noise for 2030; - impacts of noise on biodiversity and protected natural areas; - accessibility to green and quiet areas in European cities; - challenges and potential solutions to reduce noise impacts.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:48:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694399</guid>
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    <item>
      <title>Examination of Relationship between Railway Noise, Lifestyle Activities and Passive Noise Protection Solutions among the Population Living near the Train Marshalling Yard of Sopron</title>
      <link>https://trid.trb.org/View/2686182</link>
      <description><![CDATA[Noise pollution from traffic is a growing social challenge. The effects of railway noise are concentrated in transport hubs, such as marshalling yards. Various sources of vehicle noise negatively affect quality of life and can disrupt everyday activities. Despite this, protection against sound effects at the individual level is practically limited to the use of passive noise protection solutions. The purpose of this article was therefore to examine the subjective correlations between railway noise events, disrupted daily activities and passive noise protection solutions found in households by means of a questionnaire survey among the population living in the vicinity of the train marshalling yard of Sopron, Hungary. The received binary (yes or no) answers were evaluated using Fisher tests, first between noise events and disturbed activities, and then between activities and noise protection solutions. The correlation values included in tables were also supplemented with correlations between the groups, combined from answer options. It could be concluded that the role of passenger and freight trains in this environment goes far beyond train marshalling. In addition, the effects on resting and recreation are outstanding, and effective solutions are to plant vegetation and use thermal insulation to reduce them. To expand the results above in the future, it is necessary to compare the answers with objective acoustic parameters with independence tests and to repeat the questionnaire survey in similar living environments in other cities to recognize regional trends.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686182</guid>
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    <item>
      <title>Transmission Loss of Vehicle Components Using Virtual SEA: Validation and Modeling Challenges</title>
      <link>https://trid.trb.org/View/2717311</link>
      <description><![CDATA[In the automotive industry, controlling noise transmission through vehicle components is essential for passenger comfort and regulatory compliance. Traditionally, Transmission Loss (TL) is estimated using simplified CAD-based metrics, which lack accuracy at high frequencies and for complex assemblies. Modeling complex vehicle components introduces challenges, such as representing fluid-structure and trim interactions, with spatially varying trim thicknesses. This study presents an industrial application implementing the Virtual SEA (Statistical Energy Analysis) method to evaluate TL for a firewall. The study discusses strategies for subsystem adaptation and analytical trim modeling, highlighting the importance of managing spatial averaging effects. The proposed workflow integrates laboratory measurements of trim materials, advanced subsystem definition, diffuse sound field (DSF) excitation and radiation in free-field condition. Virtual SEA results are systematically validated against Finite Element Method (FEM) simulations (where the frequency range allows) and experimental data. Virtual SEA demonstrates strong agreement with FEM, especially at mid and high frequencies where FE starts to be cumbersome, confirming its suitability for industrial Noise, Vibration, and Harshness (NVH) applications. While some limitations remain—such as the inability to fully model mixed-component subsystems—ongoing research and practical workarounds are proposed. In conclusion, the Virtual SEA approach enables accurate and efficient TL prediction for vehicle components up to higher frequencies that FEM can achieve, supporting NVH targets and facilitating knowledge transfer to engineering teams. This work advances simulation-based acoustic transparency analysis for modern automotive design.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:02:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717311</guid>
    </item>
    <item>
      <title>Validation of an Adaptive Order Finite Element Model for Transmission Loss Simulation of Trimmed Automotive Structures</title>
      <link>https://trid.trb.org/View/2717289</link>
      <description><![CDATA[Vehicle electrification and increasing demands for driving comfort present significant challenges for designing effective noise control treatments (NCTs) in modern vehicles. Lightweight, low-emission designs often compromise acoustic efficiency. A popular and efficient way of compensating for this is through the use of multi-layer ‘trim’ material configurations to noise radiating surfaces to mitigate noise across a wider frequency range. Traditional 3D finite element models, while accurate and even needed to capture the full dynamic behaviour, become computationally prohibitive for complex automotive structures like firewalls, which feature intricate shapes, high curvature, and material compression. This computational burden limits design exploration and timely noise performance predictions. To overcome these limitations, this paper presents an innovative adaptive higher-order finite element method to evaluate the sound transmission loss (STL) of automotive, including the effect of poro-elastic and viscoelastic soundproofing materials. To show its capabilities, a digital twin was developed for a STL test setup for a production vehicle firewall with and without NCT. We present simulation results for different firewall configurations, comparing them against experimental data for the panel STL levels and relative improvements due to a NCT modification. The findings demonstrate the method's accuracy, efficiency, and applicability to real-world automotive engineering problems and also shed light on the trade-offs between model idealization and fidelity of the digital twin.]]></description>
      <pubDate>Tue, 30 Jun 2026 17:02:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717289</guid>
    </item>
    <item>
      <title>Effectiveness of earplugs and noise cancelling headphones to improve turboprop acoustic comfort</title>
      <link>https://trid.trb.org/View/2708947</link>
      <description><![CDATA[BackgroundCurrent jet airplanes are not sustainable, and turboprop aircraft can be a more sustainable alternative for regional travels. However, the noise levels in turboprops can range from 83 to 92 dB(A), which is higher than jets and is the largest contributor to discomfort in turboprops.ObjectiveThe objective of this study was to assess the efficacy of utilizing noise-cancelling headphones or earplugs in mitigating (dis)comfort experienced by passengers aboard turboprop aircraft.MethodsAn experiment was designed in a grounded Boeing 737 cabin with the sound source inside. Twenty-four participants experienced four conditions: jet sound (Boeing 737), turboprop (ATR 72) sound, turboprop sound with active noise-cancelling (ANC) headphones, and turboprop sound with earplugs. The sound level used for all conditions in this test ranged between 84.2 and 86.3 dB(A). Passenger experiences were measured using questionnaires, including a newly developed Ear Local Discomfort questionnaire.ResultsThe comfort and discomfort scores for the conditions involving ANC headphones and earplugs are significantly improved compared to the conditions without hearing protection. The impact of noise on discomfort is mitigated in these two conditions, though it remains the most prominent factor. ANC headphones cause more discomfort around the ear, while earplugs cause discomfort inside the ear.ConclusionThe use of ANC headphones and earplugs in a turboprop airplane might increase the acceptance of these airplanes. ANC headphones are slightly preferred over earplugs, but both solutions have specific limitations.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2708947</guid>
    </item>
    <item>
      <title>Impact of noise on school bus drivers’ visual reaction time: An experimental approach with road safety implications Noise and Reaction Time</title>
      <link>https://trid.trb.org/View/2709086</link>
      <description><![CDATA[Background: Fast reaction time is essential for safe and effective driving. Objective: The objective of this research was to ascertain the visual reaction time of school bus drivers and the effect of additional noise on this time.Methods28 volunteer professional school bus drivers were included in the study. Each participant was in both the experimental and control groups. Vehicle simulation was used to determine the reaction time of the participants. The participants’ throttle response time was measured in the presence and absence of an 85 dBA (A-weighted decibels) supplemental noise. The Wilcoxon rank-order sign test and linear mixed-effects regression models were used for the statistical analysis. Results: The reaction time of the participants without additional noise was calculated to be 0.10 ± 0.02 (0.06–0.15 s). It was found that the noise statistically increased the reaction time of the participants. Conclusions: The additional noise in the vehicle has been shown to have a detrimental effect on the reaction time of school bus drivers, thereby impacting their cognitive functions. The findings emphasise the practical significance of noise control strategies in both occupational and transportation contexts, with the objective of enhancing safety and cognitive efficiency.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2709086</guid>
    </item>
    <item>
      <title>Application of Tone-to-Noise Ratio for Early Diagnosis and Control of Electric Drive Whine</title>
      <link>https://trid.trb.org/View/2717268</link>
      <description><![CDATA[High-frequency whine from electric drive systems has become a critical issue restricting the improvement of vehicle sound quality. Traditional evaluation methods struggle to accurately identify masked whine risks in the early research and development (R&D) phase, due to incomplete hardware of prototype vehicles and high interior background noise. This often leads to problems being delayed until the mass production stage, resulting in high rectification costs. To address this issue, this paper proposes and validates an early risk assessment method based on the Tone-to-Noise Ratio (TNR). First, the generation mechanism of Electric Drive (E-Drive) whine is systematically analyzed, identifying the electromagnetic noise of the electric motor and the gear whine of the reducer as the two dominant noise sources. To address this bottleneck, the TNR psychoacoustic metric is introduced to quantify the perceptual salience of tonal noise relative to background noise, which effectively mitigates the masking effect caused by high background noise in early prototype vehicles. Combined with an engineering case of a Plug-in Hybrid Electric Vehicle (PHEV), the study confirms that the TNR method can accurately identify potential high-risk whine orders in the Verification Prototype (VP) phase and enable reliable forward prediction of risks in the Mass Production (MP) stage. On this basis, a multi-dimensional noise reduction strategy covering harmonic current injection, gear microgeometry optimization, and transfer path optimization is developed for the identified risk orders. Full vehicle validation shows that the noise of key whine orders is reduced by 5–10 dB(A) after optimization, while the TNR value decreases significantly, and the vehicle NVH performance reaches industry-leading levels. This research forms a complete technical path from TNR-based early identification to targeted closed-loop control, providing a theoretical basis and practical engineering example for the proactive management and efficient solution of E-Drive whine risks in various new energy vehicles.]]></description>
      <pubDate>Tue, 30 Jun 2026 08:51:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717268</guid>
    </item>
    <item>
      <title>Development of a passive noise control approach for vibroacoustic and acoustic reduction in electric vehicle inverters using particle dampers</title>
      <link>https://trid.trb.org/View/2697814</link>
      <description><![CDATA[The shift from internal combustion engines to electric powertrains has redefined the noise, vibration, and harshness (NVH) profile of contemporary vehicles. The reduction of engine-generated broadband noise has led to the increased perceptibility of high-frequency tonal components, particularly those associated with inverter operation. The purpose of this study is to examine the effectiveness of a passive noise mitigation strategy, utilizing the particle damping technique, in addressing the emerging issue of inverter-induced acoustic phenomena. A particle damper filled with rubber granulate was integrated into the existing lid structure of an inverter enclosure without requiring any structural or geometric modifications. Experimental validation was conducted under full-load and stationary conditions, simulating critical NVH scenarios typical of electric drive systems. Vibration and sound pressure measurements were performed to assess the effectiveness of the damping strategy. The implementation of the particle damper led to a substantial reduction in structural vibration amplitudes within the frequency range of 800 - 1100 Hz. Notably, a peak vibration attenuation of 9.7 dB was recorded at the resonance frequency of 897 Hz. Complementary sound pressure level measurements revealed a noise reduction of approximately 6 dB, confirming the acoustic benefits of the damping intervention. The findings highlight the effectiveness of particle dampers as a passive, lightweight, and non-invasive solution for mitigating inverter-induced noise in electric vehicles. This approach not only enhances acoustic comfort for vehicle occupants but also addresses a critical NVH issue in the context of future electric mobility.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:51:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697814</guid>
    </item>
    <item>
      <title>Optimizing acoustic and mechanical properties of stone matrix asphalt for enhanced noise reduction using response surface methodology</title>
      <link>https://trid.trb.org/View/2680361</link>
      <description><![CDATA[The complex interplay of constituents in asphalt mixtures complicates the prediction of acoustic performance. This study employs Response Surface Methodology (RSM) to systematically model and optimize the composition of Stone Mastic Asphalt (SMA-13) for enhanced noise reduction and mechanical durability. This study developed highly significant (p < 0.0001) second-order polynomial models (R² > 0.95) that accurately capture the nonlinear relationships between mix design and key performance indicators: sound absorption coefficient, dynamic stability, freeze-thaw splitting strength ratio, and tire-pavement vibration damping. Analysis revealed distinct mechanistic influences: sound absorption was governed by the fine-aggregate-and-bitumen-mediated air-void network, whereas dynamic stability depended on a balanced coarse aggregate skeleton. These models enabled the successful formulation of an optimized mixture, which was experimentally validated to exhibit enhanced performance, with: noise absorption coefficient of 0.175, dynamic stability of 6699 Times/s, tensile strength ratio of 92.8%, and damping capacity of 7.48—with all predicted values falling within 5% of experimental results.]]></description>
      <pubDate>Wed, 17 Jun 2026 12:23:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680361</guid>
    </item>
    <item>
      <title>Integrated Acoustic and Human-Centered Development and Digital Twin Testing for Rail Noise Abatement Strategies in Ohio
</title>
      <link>https://trid.trb.org/View/2712240</link>
      <description><![CDATA[Rail and highway projects tend to run in tandem. Typically, residential areas along rail lines are located at grade separations. As a result, residents can be adversely impacted by rail noise and track vibration. Ohio Department of Transportation (ODOT) consistently receives complaints from residents related to rail noise. Currently, ODOT does not have any defined noise abatement strategies for rail projects. Research is needed to determine if there are feasible, reasonable, cost-effective ways to dampen rail noise for residential and other noise sensitive areas along rail lines.

Research Goal: Identify innovative techniques and/or designs that can aid in the mitigation of rail noise. For this study, rail noise is referring to sounds coming from the tracks and subsequent vibrations, not the train horn. Of particular interest is railroad crossing elimination projects, which are subject to National Environmental Policy Act (NEPA)  assignment and typically include an at grade crossing and the potential for road relocation above existing rail lines. Additional items that should be taken into consideration include ownership, requirements, and costs for installation and ongoing maintenance of all proposed solutions.

Potential Benefits: Effective noise abatement strategies for rail noise could extend benefits currently experienced from highway noise abatement strategies to residential and commercial areas located along rail lines. This includes but is not limited to increased quality of life.        ]]></description>
      <pubDate>Tue, 09 Jun 2026 10:55:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712240</guid>
    </item>
    <item>
      <title>Railway Noise Abatement Strategies: State of the Art and Applicability for Ohio Corridors</title>
      <link>https://trid.trb.org/View/2712239</link>
      <description><![CDATA[Rail and highway projects tend to run in tandem. Typically, residential areas along rail lines are located at grade separations. As a result, residents can be adversely impacted by rail noise and track vibration. Ohio Department of Transportation (ODOT) consistently receives complaints from residents related to rail noise. Currently, ODOT does not have any defined noise abatement strategies for rail projects. Research is needed to determine if there are feasible, reasonable, cost-effective ways to dampen rail noise for residential and other noise sensitive areas along rail lines.

Research Goal: Identify innovative techniques and/or designs that can aid in the mitigation of rail noise. For this study, rail noise is referring to sounds coming from the tracks and subsequent vibrations, not the train horn. Of particular interest is railroad crossing elimination projects, which are subject to National Environmental Policy Act (NEPA) assignment and typically include an at grade crossing and the potential for road relocation above existing rail lines. Additional items that should be taken into consideration include ownership, requirements, and costs for installation and ongoing maintenance of all proposed solutions.

Potential Benefits: Effective noise abatement strategies for rail noise could extend benefits currently experienced from highway noise abatement strategies to residential and commercial areas located along rail lines. This includes but is not limited to increased quality of life. 

The goal of this research is to systematically research and evaluate emerging noise abatement strategies for potential implementation in Ohio's railroad projects. The research team will directly address the effectiveness (cost per dB reduced), cost (including construction and maintenance costs, such as cost per mile), reliability, and implementation hurdles for each strategy, as well as ownership considerations. They will also consider combining measures (e.g., dampers, a short barrier, and a track pad) to achieve additive benefits beyond those reported in existing studies. The proposed project advances the state of practice for railroad noise abatement strategies from scattered information worldwide to a more defined, deployable set. It provides an in-depth evaluation of innovative rail noise abatement solutions, moving beyond the conventional highway noise wall paradigm to more adaptable, rail-specific approaches.            ]]></description>
      <pubDate>Tue, 09 Jun 2026 10:26:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712239</guid>
    </item>
    <item>
      <title>Quantification of Tire-Pavement Interaction Noise Using Frequency Analysis</title>
      <link>https://trid.trb.org/View/2668441</link>
      <description><![CDATA[Tire-pavement interaction noise (TPIN) significantly contributes to overall vehicular noise, particularly at higher speeds, as it arises from the dynamic interaction between vehicle tires and road surfaces. Accurately quantifying TPIN is critical for developing noise mitigation strategies, and researchers have employed various measurement techniques to assess it under different conditions and pavement types. This study proposes a frequency analysis-based approach for TPIN quantification and compares it with the widely used logarithmic subtraction method. Controlled pass-by tests were conducted on both asphalt and cement concrete pavements across multiple speeds and frequency ranges. Results show that TPIN increases with speed for all pavement types, and frequency-specific crossovers between engine noise and TPIN are clearly observed using the frequency method but not in the subtraction method. Furthermore, the subtraction method consistently overestimates TPIN, as it does not isolate frequency-dependent noise characteristics. To address this limitation, empirical relationships have been developed to estimate frequency-based TPIN using values obtained from the subtraction method, enabling more accurate predictions in scenarios where frequency analysis tools are unavailable. The findings offer valuable insights into pavement acoustic performance and provide a foundation for more effective TPIN reduction measures and improved transportation noise management practices.]]></description>
      <pubDate>Tue, 26 May 2026 09:40:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668441</guid>
    </item>
    <item>
      <title>Mechanisms of noise reduction by corner rounding in turbulent flow over forward-facing steps</title>
      <link>https://trid.trb.org/View/2700546</link>
      <description><![CDATA[The aeroacoustic effects of rounding a forward-facing step in a low-Mach-number turbulent boundary layer are investigated using large-eddy simulation and Lighthill’s theory. The step height is 26% of the thickness of the unperturbed boundary layer at Re?=4755, and the rounding radius relative to the step height ranges from 0 to 100%. Consistent with previous experimental findings, step rounding is shown to cause reduced flow separation and increased peak pressure fluctuations on the step upper-surface except in the 100% rounding case. The acoustic radiation is significantly weakened by step rounding, and the noise reduction increases with increasing rounding radius and frequency. The acoustic source fields for different rounding radii are analyzed in conjunction with tailored, acoustically compact Green’s functions to investigate the mechanisms for noise reduction. It is found that while step rounding affects both turbulence production and acoustic diffraction by the step, noise reduction is primarily due to the reduced surface diffraction effect. Additionally, a boundary-element analysis shows that the effect of step rounding on the acoustic directivity is insignificant for acoustically compact steps, but grows with increasing acoustic noncompactness of the step height.]]></description>
      <pubDate>Wed, 20 May 2026 09:10:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2700546</guid>
    </item>
    <item>
      <title>Long-Term Pavement Performance of Quiet Friction Course in Florida</title>
      <link>https://trid.trb.org/View/2701138</link>
      <description><![CDATA[The main objective of this study was to evaluate the applicability of the “Quiet Pavement” concept under Florida’s unique weather and field conditions. The long-term field performance of three open-graded friction courses (OGFCs): FC-5 with PG 76-22 polymer-modified asphalt (PMA) binder (Control), FC-Q with ARB-12 binder, and FC-Q with PG 76-22 PMA binder was assessed using 16 years of comprehensive pavement data, including tire/pavement interaction noise (OBSI), rutting, cracking, raveling, friction, macrotexture (MPD), and ride quality (IRI). Results showed that FC-5 exhibited the highest initial noise levels and experienced the most severe surface deterioration, with crack ratings reaching failure thresholds and extensive raveling over time. FC-Q ARB-12 demonstrated stable, long-term performance, maintaining consistently lower noise, moderate macrotexture growth, and superior resistance to surface distress potentially because of its higher binder content. FC-Q PMA delivered moderate performance with more variability in noise, IRI, and surface distress indicators, falling between FC-5 and FC-Q ARB-12 with regard to performance. The observed performance justifies the adoption of the Quiet Pavement concept for Florida highways as an alternative of the traditional FC-5 mixture for reduced traffic noise and improved durability. The study also underscores the importance of ongoing monitoring in maximizing the benefits and lifespan of OGFC surfaces. Based on these results, FDOT has extended the Quiet Pavement study with new test sections using a finer 9.5 mm NMAS, seeking further improvements to the FC-Q mix design for even better performance in Florida’s challenging environment.]]></description>
      <pubDate>Tue, 12 May 2026 16:57:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701138</guid>
    </item>
    <item>
      <title>Design and validation of novel asphalt concrete mixtures for urban road traffic noise mitigation</title>
      <link>https://trid.trb.org/View/2668847</link>
      <description><![CDATA[Urban noise pollution constitutes an increasingly severe environmental challenge, with traffic noise emerging as a predominant concern. Traditional roadside acoustic barriers obstruct driver sightlines due to their vertical construction, limiting their widespread application in modern urban traffic systems. Consequently, the creation of innovative pavement materials that deliver sustainable noise reduction and enhanced mechanical durability represents a critical priority. This study created an innovative pavement material for urban noise reduction, fabricated through the integration of processed basalt, epoxy resin, and Open-Graded Friction Course (OGFC-13) mixture. Materials produced via this methodology not only ensure extended asphalt pavement service life but also demonstrate effective noise attenuation across primary urban traffic frequency ranges. Moreover, two distinct fabrication methodologies were engineered accounting for implementation in field applications. The regular arrangement (PCA-1) and random arrangement (PCA-2) of asphalt noise-reducing materials provide significant compatibility for engineering applications, greatly facilitate construction, and deliver favorable application results. Research reveal that PCA-1 achieves a 10.97 dB improvement in sound insulation at specific frequencies compared to conventional OGFC-13, while PCA-2 exhibits a 10.8 % increase in average sound absorption coefficient. Consequently, the proposed pavement noise reduction material in paper demonstrates promising application prospects for practical engineering implementation.]]></description>
      <pubDate>Tue, 12 May 2026 09:11:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668847</guid>
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