NOISELESS CONCRETE PAVEMENTS

Since the end of the nineteen eighties, concern for the environment For concrete pavements, a distinction has to be made between
has been increasing continuously. One of the most topical problems in
this regard is noise nuisance caused by the ever increasing traffic.
Especially in densely built-up countries such as Belgium and the
Netherlands, traffic noise is a real problem that is receiving more and
more attention.
For years, concrete pavements were expected to retain their shape for
a very long time (30-40 years, also under heavy and busy traffic) and to
offer great safety in all weather conditions. At present, in addition to
62 this, road pavements must be noiseless at high traffic speeds and even
at relatively low speeds, e.g. in urban areas.
monolithic concrete pavements (cast-in-place concrete) and concrete
block pavements. In both cases, the performance with regard to noise
is to a large degree determined by the surface texture and the
evenness of the pavement surface.
This publication describes the state of the practice and the latest
developments to make concrete pavements as quiet as possible.
Furthermore, guidelines are given with regard to the preparation of
specifications.

NOISELESS CONCRETE PAVEMENTS

GENERAL
The global noise nuisance is caused by the combination of motor noise
and rolling noise. The latter is generated at the contact surface
between the tyre and the pavement. The rolling noise becomes
dominant at a speed of over 30 km/h for passenger cars and from 60-
70 km/h on up for trucks.
In the Netherlands and Germany the global noise nuisance has been
remedied on a large scale through the construction of noise barrier
walls, usually having attractive concrete surface designs. In addition to
these noise abatement measures, the construction of quiet pavements
is another and often additional measure to reduce noise nuisance.
However, it is not feasible to attenuate the motor noise by adapting
the nature and texture of the pavement surface.
For about a decade, roads with fast traffic are often constructed with
porous asphalt (drain asphalt), on the one hand to reduce water splash
and vehicle spray and on the other and to abate the noise produced.
Due to problems with porous asphalt, (clogging, increased slipperiness
in winter) research is being done on quieter closed asphalt pavements.
During the past 10 years, deeply tined, old concrete pavements and
sometimes also new concrete pavements have, in numerous places,
been covered with a thin layer of - in many cases porous - asphalt to
reduce the noise nuisance. In this way the so-called composite
pavements came about.
For several years now, solutions have been investigated that combine
the advantages of (porous) asphalt with those of concrete for the
construction of new roadway pavements.
ROLLING NOISE AND SURFACE
STRUCTURE
Since the nineteen eighties a lot of study has been carried out in
connection with the noise propagated by the contact between tyres
and the pavement surface.
The study carried out by the Belgian Road Research Centre (B.R.R.C.)
was pioneering and significantly elucidated the subject. Research and
test sections indicated that a rough macro-structure, e.g. a grooved or
a coarse exposed aggregate concrete surface brings about a rumbling
noise, whereas a very even, smooth surface generates a hissing or
whistling noise.
A fine surface structure, comparable to rough sandpaper, seems to
yield the best results with regard to noise reduction.
Rough unevennesses that make the wheels vibrate should not occur.
However, there must be sufficient space to let escape the air between
the tyre and the road surface. Apparently, the lowest possible rolling
noise would be achieved if the distance between the top of the
chipping grains would be 5 to maximum 10 mm. Furthermore, it was
experienced that a smooth surface, e.g. achieved by using a
supersmoother, contributes considerably to a reduction in the noise
production, i.e. about 2 dB(A).
Evidently, pavement surfaces with an open structure, such as porous
asphalt or porous concrete, render the noise at lower frequencies
which is muffling it and makes it less annoying to hear.

In this regard, experiments were carried out with porous cement

concrete in the Netherlands and in Germany for quite some time.

In Herne (on National Road N255), Belgium a test section was executed
in 1996, whereby porous concrete scored even better than porous
asphalt with regard to noise reduction. Relationship between the rolling noise
and the geometry of the road surface
This technique has not caught on yet mainly due to reasons of
execution and economics. Furthermore, open concrete has the same
disadvantage as open asphalt in that the voids are silted up as time is
elapsing. Slipperiness in winter can also lead to problems.
RUMBLES
It was primarily for that reason that in Austria since 1990, exposed
aggregate concrete, with relatively fine aggregates, has been
developed and practically equals open asphalt with regard to noise
reduction.
cm
A wearing course of fine-grained concrete 0/7, usually 4 cm thick, is
thereby placed "wet on wet" on a bottom course consisting of normal
road concrete. This wearing course remains safe in all weather
conditions and is furthermore not subject to rutting or rippling.

Due to the good experiences and promising developments of this

Austrian technique, a lot of attention is paid to it in this publication.
WHISTLES

63

WHISPERS

< 10 mm
 AUSTRIAN EXPERIENCE
The improved theoretical understanding of the occurrence of rolling
noise has been put into practice by the Austrians since 1990 by
building concrete roads according to a new, peculiar technique.
Noiseless concrete pavements are being constructed both for the
construction of new motorways and the reconstruction of old road
pavements. They are usually about 25 cm thick and have dowelled
contraction joints every 5,50 m.
The concrete is placed in two courses, whereby the top course, 3-4 cm
thick, consists of fine-grained concrete with a maximum grain size of 8
mm. This concrete, consisting of at least 70 % of coarse aggregate 4/8,
has an exposed aggregate surface. The technique of exposed
aggregate concrete has already been applied in Belgium on
motorways and on regional roads for quite some time.
BELGIAN DEVELOPMENTS
Start of noiseless concrete road pavements
Based on a few previous experiments in the Netherlands and on the
favourable results that were obtained in Austria in the beginning of
the nineteen nineties, the Roads Department of the province of
Limburg gave a first impetus to noiseless concrete roads in Belgium.
This occurred at the reconstruction of the Baudouin Motorway
(photo). In the same year (1992), the Roads Department of the
province of Vlaams-Brabant executed the widened section of the
Motorway E40 between Leuven and Brussels using a relatively quiet
concrete pavement.
The main properties of this type of concrete that has been applied on
a large scale in Belgium since 1994, are the following:

In Austria an aggregate exposure depth, measured with the sand
patch test, of 0,7 to 0,9 mm is aimed at. In this way a surface with a
fine, but rough and noiseless texture is obtained. In order to achieve as
high a content of chippings (4/7 or 4/8) as possible, the content of sand
(fine round-grained sand 0/1) is kept as low as possible, i.e. about 30 %
of the inert materials.
The cement content lies at around 450 kg/m3 and the concrete contains
both an air entraining agent and a plasticizer in order to achieve a low
water cement factor. In Austria alone about 135 km of concrete
pavements were realized in accordance with this method on
motorways during the period 1990-1994.
Rolling noise measurements carried out with a trailer, in which an
isolated wheel is installed showed that, at high frequencies (over 1000
Hz), which are most annoying for the human ear, the noise is reduced
by 6 to 10 dB(A) compared to the earlier old concrete road surfaces.
These results indicate that it has been possible to practically match the
performance of porous asphalt.
limitation of Dmax to 20 mm, and if Dmax 32 mm is maintained,
the gradation range 20/32 is limited to e.g. 25 %;
the percentage of 4/7 is at least 20 %;
a supersmoother (longitudinal smoothing float) is compulsory;
the depth of exposing the aggregate is 1 to max. 1,5 mm.
Thanks to these measures, it was possible to achieve a noise reduction
that even matches that of porous asphalt less a few dB(A).
The overlay of continuously reinforced concrete (0/20) realized on the
N10 Scherpenheuvel-Diest in 1994 is a good example of this. Exposed
aggregate concrete with a maximum grain size of 20 mm and a high
content of range 4/7 is indeed a lot more noiseless than the formerly
grooved concrete (graph).

Hopeful results were achieved with the Austrian method not only with
regard to noise reduction but also the roughness of the concrete
surface with exposed, fine, hard aggregates seems to be very good.
This certainly enhances the traffic safety.

The method developed in Austria, is being implemented in various

countries such as the United Kingdom and Germany, and was
successfully applied for the first time in Belgium on a test section on
the N255 in Herne in 1996.

Baudouin Motorway E313

Correlation between rolling noise and speed

64
ge
te avera
o ncre
v ed c te 0/
32
groo co ncre
e
egat
e d aggr 20
expo
s te 0/
difference 4 dB(A)
c o ncre
ate
greg
o s e d ag
exp

Quiet fine-grained concrete (0/8) in Austria

NOISELESS CONCRETE PAVEMENTS

Test sections
(see cover photo and photos on the following page)
At the initiative of the Roads Department of the province of Flemish-
Brabant six test sections with different wearing courses consisting of
concrete and asphalt were laid in 1996 over a length of 3,2 km on the
N255 Ninove-Edingen in the municipalities Herne and Galmaarden.
The four bituminous wearing courses, all 4 cm thick, were laid on
18 cm continuously reinforced concrete.
In addition to ZOAB 0/4 (porous asphalt concrete 0/4) and SMA 0/14
(stone mastic asphalt 0/14) (two wearing courses that are already well
known in Belgium), a test section of fine-grained concrete 0/7 was laid
wet on wet over a length of 832 m. As mentioned earlier, this
technique was started in Austria back in 1990. The surface treatment
of this wearing course was executed using the method of exposed
aggregate perfected and frequently used in Belgium.
It should be noted that in Austria the concrete pavements have
contraction joints, whereas in Herne continuously reinforced concrete
was used.
In a fourth test section, ZOB 0/7 (Porous Concrete 0/7) was laid, also
placed wet on wet. The length of this test section is 537 m.
A summary of the main characteristics of fine-grained concrete 0/7 and
of the porous concrete ZOB 0/7 is given further in this bulletin.
Please note that the concrete mixtures were studied with the
cooperation of FEBELCEM and the Onderzoekscentrum van de
Belgische Cementnijverheid - OCCN (Research Centre of the Belgian
Cement Industry), as well as the Opzoekings-centrum voor de
Wegenbouw - OCW (Belgian Road Research Centre) and the
laboratories of the universities KUL in Leuven and RUG in Gent.
The contractor (WEGEBO) perfected the construction techniques that
can be called innovative.
ROLLING NOISE according to TRAILER-METHOD September 16, 1996
Test sections noiseless cement concrete pavements on N 255 in Herne and in Galmaarden
Initial conclusions in connection with the test
sections
As the test sections only date from 1996 it is premature to already
formulate definitive conclusions, especially with regard to the long-
term behaviour.
Yet it does seem possible to construct concrete pavements that are
just as quiet as noiseless bituminous pavements (see the graph at
the bottom of this page).
It is technically possible to execute porous concrete wet on wet.
The relatively high construction costs and the delicate execution,
such as problems in case of mechanical defects and of rainy
weather, prevent application on a large scale for the time being.
The technique of exposed aggregate has been applied on a large
scale in Belgium since the beginning of the nineteen eighties for
the construction of concrete pavements on motorways and
regional roads. However, it can be stated that FINE CONCRETE, i.e.
exposed aggregate concrete with fine aggregates 0/7 in the top
course and applied with the two-course system, is a little more
expensive ( 10 %) than conventionally exposed aggregate
concrete 0/20.Yet it offers interesting perspectives and certainly
presents the best guarantees in the longer term, especially with
regard to durability and noise reduction.
It should be noted that cheaper materials could be used in the
lower course (e.g. Accelerated Polished Stone Coefficient _> 50 is
not necessary).
Further perspectives
For aesthetic reasons, aggregates of grain size ranges 2/7, 7/14 or 7/20
with a specific colour, possibly combined with standard colour
pigments, can be utilized.
As most naturally coloured materials are rather expensive, execution in
two courses can certainly be interesting.
On roads with intense traffic, such as urban arteries or bus lanes, it is
advisable not to choose bright colours. In order to avoid as much as
possible that dirtying becomes noticeable, it is recommended to use
aggregates with different colours, including dark ones, e.g. porphyry.
In France and since a few years now in Belgium too, especially in the
Walloon provinces, exposed aggregate concrete is increasingly being
used for renovation works in cities and towns. This concrete is coloured
in the mass and is made of naturally coloured, usually fine, aggregates,
often in combination with concrete paving blocks.
AB-2 (0/10) + 10/14
dense asphalt concrete
SMA (0/14)
stone mastic asphalt 65
SMA (0/10)
ZOAB (0/14)
porous asphalt concrete
FINE CONCRETE (0/7)
ZOB (0/7)
porous concrete
Testing speed
 Placement of wearing course of fine-grained concrete 0/7
Application of the setting retarding agent
Concrete surface subsequent to exposing the aggregate
Characteristics test section with top course of
FINE-GRAINED CONCRETE
Mix composition
- Cement CEM III/A 42,5 LA . . . . . . . . . . . . . . . . . . . . . . . 425 kg/m3
- Sand 0/5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 kg/m3
- Porphyry chippings 4/7 R . . . . . . . . . . . . . . . . . . . . . . . 995 kg/m3
- Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 l/m3
- Air entraining agent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,6 l/m3
- Plasticizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,6/m3
Fresh concrete (average results)
- Slump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 mm
- VEBE-time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 sec
66 - Air content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,2 %
- Moist volume mass . . . . . . . . . . . . . . . . . . . . . . . . . . . 2335 kg/m3
Hardened Concrete
- Thickness of top course . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 mm
- Compressive strength
cubes 15,8 cm (28 days) . . . . . . . . . . . . . . . . . . . . . . . . . 63,6 MPa
Cylinders 100 cm_ (90 days) . . . . . . . . . . . . . . . . . . . . . . 79,3 MPa
- Static Modulus of Elasticity. . . . . . . . . . . . . . . . . . . . . . . 39,0 GPa
Acoustic characteristics
- Texture (levelling depth). . . . . . . . . . . . . . . . . . . . . . . . . 0,98 mm
- Rolling noise trailer method 120 km/h . . . . . . . . . . . 100,8 dB(A)
- Rolling noise trailer method 90 km/h . . . . . . . . . . . . . 96,4 dB(A)
NOISELESS CONCRETE PAVEMENTS
Spreading of the porous concrete 0/7
Floating the top course using the 'supersmoother'
Detail top course of porous concrete and bottom course
Characteristics test section with top course of
POROUS CONCRETE
Mix composition
- Cement CEM III/A 42,5 LA . . . . . . . . . . . . . . . . . . . . . . .320 kg/m3
- Sand 0/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50 kg/m3
- Porphyry chippings 4/7 R . . . . . . . . . . . . . . . . . . . . . .1350 kg/m3
- Polymer
emulsion in water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 l/m3
solids versus cement mass . . . . . . . . . . . . . . . . . . . . . . . . . . .10%
- Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 l/m3
Fresh concrete
- Moist volume mass . . . . . . . . . . . . . . . . . . . . . . . . . . .2085 kg/m3
Hardened Concrete
- Thickness of top course . . . . . . . . . . . . . . . . . . . . . . . . . . .44 mm
- Compressive strength
cubes 15,8 cm (28 days) . . . . . . . . . . . . . . . . . . . . . . . . . . .26 MPa
Cylinders 100 cm2 (90 days) . . . . . . . . . . . . . . . . . . . . . .44,7 MPa
- Static Modulus of Elasticity . . . . . . . . . . . . . . . . . . . . . . .24,2 GPa
Acoustic characteristics
- Accessible Porosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 %
- Rolling noise trailer method 120 km/h . . . . . . . . . . . .98,4 dB(A)
- Rolling noise trailer method 90 km/h . . . . . . . . . . . . .94,3 dB(A)
(source: LIN)
RECOMMENDATIONS REGARDING If an air entraining agent is used the air content amounts to 3 to 6%.
This leads to lower compressive strengths in comparison with concrete
SPECIFICATIONS FOR QUIET without an air entraining agent, i.e. usually 7,5 to 10 MPa less at 90
MONOLITHIC CONCRETE days.
2. Method of execution
PAVEMENTS The transport, the placement, the surface treatment and the
protection against drying out is performed as prescribed in the
Based on experience, the recommendations summarized hereinafter
standard specifications.
can be followed for the realization of cast-in-place noiseless concrete
pavements. TWO LAYER SYSTEM
Ranked according to ascending performance with regard to noise
(better noise reduction) 3 possibilities are applicable: Exposed aggregate fine-grained concrete 0/7
concrete 0/32, with adapted gradation 1. Materials and mix composition
concrete 0/20, especially characterized by a high content of grain Sand
size range 4/7 River sand 0/1 or eventually 0/2 with a content of fine particles of max.
concrete 0/7, executed as wearing course, 4-5 cm thick, on top of a 2%. The sand content has to be kept as low as possible.
bottom course of conventional road concrete. Coarse aggregates
All these concrete pavement types have an exposed aggregate surface Grain size range 4/7 and the accelerated polished stone coefficient of
finish. the aggregates is e 50. The percentage of stone chippings 4/7 amounts
This technique consist of the application of a setting retarding agent to minimum 60% of the sand-stone mix.
to the concrete surface so that it can be washed out, usually 1 day after Cement
placement. As a result of this the top of the aggregates are exposed. Type and strength class: CEM I 42,5 LA or CEM III/A 42,5 LA.
The use of a longitudinal float supersmoother shall always be made Cement content: min. 425 kg/m3.
compulsory. Water
Water-cement factor <_ 0,45.
ONE LAYER SYSTEM Additives
The use of an air entraining agent is compulsory and the minimum air
Exposed aggregate concrete 0/32 content of the concrete shall be 4%.
The spacing factor of the entrained air bubbles, measured on the
1. Materials and mix composition
hardened concrete, is smaller than 0,20 mm.
Sand The use of a plasticizer that is compatible with the air entraining agent
River sand 0/2 is compulsory as well.
The content of fine particles (<_ 63 m) amounts to max. 2%
Coarse aggregates 2. Method of execution
The gradation shall be continuous. The placement of fine-grained concrete 0/7 shall be performed using
Maximum grain size 32 mm. specially adapted spreading and finishing equipment.
The content of grain size range 20/32 shall be limited to max. 25% of The vibration and consolidation equipment has to be carefully chosen
the inert materials. and tuned.
The content of the range 4/7 amounts to min. 18%. The wearing course on top of the bottom layer has to be placed
The accelerated polished stone coefficient of the aggregates is _> 50. immediately (the latest within half an hour).
Cement The surface treatment consists of washing out the top surface of the
Type and strength class: CEM I 42,5 LA or CEM III/A 42,5 LA stone skeleton. An average levelling depth (measured with the sand
Cement content: min. 375 kg/m3. patch test) between 0,8 and 1,2 mm shall be aimed at.
Water
Water-cement factor <_ 0,45. 3. Required compressive strength
Additives Due to the limited thickness (4-5 cm) the compressive strength at 90
The use of plasticizers is recommended in order to enhance the days is not determined on drilled cores but on cubes (15,8 cm side) cast
workability during placement, e.g. at least 3 cubes per 1000 m3.
The compressive strength shall be
2. Method of execution minimum 50 MPa at 28 days
The execution is performed in the same way as for standard exposed minimum 60 MPa at 90 days
aggregate concrete
4. Requirements with regard to the bottom layer
Exposed aggregate concrete 0/20 As an air entraining agent is used in the top layer, it is advisable to
impose the use of an air entraining agent in the bottom layer as well.
1. Materials and mix composition In that case, the air content shall be between 3 and 6%.
The requirement with regard to the accelerated polished stone
Sand coefficient on the coarse aggregate, i.e. _> 50, is not necessary.
River sand 0/2 The type of cement used (min. 375 kg/m3) shall be the same as that of
The content of fine particles (<_ 63 m) amounts to max. 2%. the top layer. 67
Coarse aggregates In case of continuously reinforced concrete and with a total thickness
The gradation shall be continuous and 3 grain size ranges are utilized: of the pavement of 22 to 23 cm, the top of the longitudinal
4/7, 7/14 and 14/20. reinforcement bars is situated at 8 1 cm under the surface of the
The content of range 4/7 shall be min. 20% of the inert materials. pavement.
The accelerated polished stone coefficient of the aggregates is >_ 50. The bottom layer shall not be finished with a longitudinal float
Cement (supersmoother).
Type and strength class: CEM I 42,5 LA or CEM III/A 42,5 LA. The control of the compressive strength after 90 days has to be
Cement content: min. 400 kg/m3. performed on cores after the top layer has been ground off.
Water
Water-cement factor 0,45.
Additives
 NOISELESS PAVEMENTS OF
CONCRETE PAVING BLOCKS
During the past 10 years, when renovating streets and squares and
when renewing urban arteries, increasing use has been made of
prefabricated paving products. Concrete paving blocks that are
available in various shapes and colours have a lot of success. The
increase of the production in Belgium from 2 million m2 per year in the
first half of the nineteen eighties to about 13 million m2 in 1997 speaks
for itself.
Following several complaints with regard to noise nuisance by the
application of such pavers on various urban arteries, the Road
Construction Department of the Ministry of the Flemish Community
carried out rolling noise measurements in various municipalities (see
graph below).
These measurements were reported on during the 18th Belgian Roads
Congress in Bruges in 1997.
Amongst others, the following conclusions were drawn from the
measurement results:
undulations in the length profile and unevennesses can lead to
vibrations and possibly noise;
the lay-out pattern has a significant impact on the sound spectrum;
chamfers and texture play an important role. A hissing sound is
produced on a smooth surface;
in general, it can be said that noise production on concrete paving
stone roads increases more quickly than on monolithic concrete
roads as the driving speed gets higher.
Low-noise concrete paving blocks in chevron/herringbone bond
Comparison of the rolling noise on concrete paving blocks versus the rolling noise on asphalt concrete
68
Noise level in dB(A)
small chamfers in normal chamfers in
chevron bond herringbone bond
NOISELESS CONCRETE PAVEMENTS
To limit the noise nuisance, the Ministry of the Flemish Community has
now imposed the following regulations:
concrete paving blocks must be laid in chevron or herringbone bond
chamfers measure no more than 4 mm (as defined in the Belgian
Standard NBN B21-311);
the width of the stones is between 90 and 110 mm;
the surface must be finished with chippings (grain size limited to 5
mm). The use of paving stones with a smooth surface and an
irregular surface is not permitted.
These guidelines have been successfully implemented at several
locations. When concrete paving stones without chamfers were used
on the quays of the river Scheldt in Antwerp, they were even called
whispering concrete paving stones.
In addition to respecting the aforementioned regulations, it is also
important to ensure a correct concept and execution. In this regard, a
uniform thickness of the bedding course (3-4 cm thick) must be applied
to prevent deformations. The content of fine particles (d 63 m)
should certainly be limited to a maximum of 3% for heavily loaded
pavements Even when sand cement is used for the bedding course, it is
advisable to use coarse sand especially on main roads.
When the bedding course lies on an impervious foundation, (lateral)
drainage with porous concrete (about 20 % air voids) offers a good
solution.
normal chamfers in normal chamfers rough normal chamfers in
chevron bond surface in elbow bond elbow bond
 CONCLUSION BIBLIOGRAPHY
In recent years important efforts have been made to reduce the DESCORNET G.
rolling noise of pavements executed both in monolithic concrete and Optimizing the surface texture of cement concrete roads
in concrete paving blocks. By paying particular attention to the in : 6th International Symposium on Concrete Roads
surface structure of the pavement the problem is dealt with at the Madrid (Spain), 8-10 October 1990
source. Theme A, Vol. III, p. 27-34

The Austrian examples and the test sections in Belgium on the N255
in Herne and Galmaarden demonstrate that it is indeed possible to
realize noiseless concrete road pavements that achieve practically the POELMANS F.; HENDRIKX L.; BOGAERTS E.
same rolling noise results as asphalt pavements. Porous concrete Continuously reinforced concrete with noise reducing surface for
even scores better but the placement technique is delicate and the reconstruction of the E313 (A13) motorway in Hasselt
relatively expensive. (Belgium)
in : 7th International Symposium on Concrete Roads
Concrete executed in two courses with a top course of fine-grained Vienna (Austria), 3-5 October 1994
concrete 0/7 offers an alternative that is interesting both technically Session 8, p. 119-123
and economically. This technique, that approaches the performance
of porous asphalt with regard to the rolling noise, has already been
applied on a large scale in Austria and has also been introduced in
the United Kingdom and Germany. SOMMER H.
Optimierung der Lrmmindernden Waschbeton-oberflche
In Belgium, fine-grained exposed aggregate concrete 0/20 with an (Optimisation of Noise Reducing Exposed Aggregate Concrete
excess of 4/7 is being applied on a large scale for the time being. Surfaces)
When executed with a supersmoother this type of pavement surface Vienna (Austria) : State Ministry for Economic Affairs, File 447,
already renders a considerable reduction in the rolling noise. 1995

Also for concrete stones pavement, that especially in urban areas are
often driven on too fast, measures can be desirable to limit noise
nuisance. They are primarily related to the bond (lay-out pattern), CAESTECKER C.; VAN MESSEM M.
the chamfers and the smoothness. Test Sections of Low Noise Cement Concrete Pavements
in : Infrastructure & Environment 1/97, p. 9-25
Ministry of the Flemish Community, Department Infrastructure &
Environment

LANOYE L.
Use of Concrete Paving Blocks in Town Passages
in : 18th Belgian Road Congress
Bruges (Belgium), 2-5 September 1997, p. 265-268
N255 Herne
Photo (&cover): M. Gronemberger

69
Author : "Originally published in 1998 as technical sheet n 18 of the FEBEL-
Ir L. Hendrickx CEM "DOSSIER CEMENT".

With thanks to engineer C. Caestecker, former Head of Roads and

Traffic Division of the province of Flemish-Brabant, today Director-
General of the Infrastructure Agency of the Ministry of the Flemish
Community.