Laboratory Study of Microtexture-Related Skid Resistance Characteristics of Concrete Pavement Materials

1992 ◽  
Vol 20 (3) ◽  
pp. 207
Author(s):  
A Wolfenden ◽  
TF Fwa ◽  
CC Tan
Keyword(s):  
Laboratory Study ◽  
Concrete Pavement ◽  
Skid Resistance ◽  
Pavement Materials

scholarly journals Analysis of Skid Resistance and Noise Characteristics for Varieties of Concrete Pavement

2020 ◽  
Vol 2020 ◽  
pp. 1-8
Author(s):  
Jinmiao Fang ◽  
Jinsong Tu ◽  
Kunming Wu
Keyword(s):  
Noise Level ◽  
Evaluation Criteria ◽  
Sound Intensity ◽  
Low Noise ◽  
Concrete Pavement ◽  
Skid Resistance ◽  
Concrete Pavements ◽  
Noise Levels ◽  
Cement Concrete ◽  
Noise Characteristics

To establish evaluation criteria for the pavement skid resistance and noise level in tunnels pavements, the zoning and control standards for skid resistance and concrete pavement noise were examined. Transverse friction coefficient (TFC) test equipment and the on-board sound intensity (OBSI) method were used to evaluate the antisliding characteristics and noise levels of several tunnel pavements. The results indicated poor antisliding characteristics and noise levels in ordinary grooved cement concrete pavement, whereas new types of cement concrete pavements, such as exposed concrete pavements and polymer-modified cement concrete pavements, had good antisliding characteristics and achieved low noise levels. Combined with the cluster analysis method, a zoning method for the antisliding and noise level in concrete pavement is proposed. The antisliding characteristics and noise levels of the pavement are divided into three zones. To ensure safety and comfort during driving, the antisliding value (SFC) of the tunnel pavement should be more than 50, and the noise level should not exceed 105 dB. Finally, the correlation between the antisliding and noise levels for pavement was analyzed. The results indicated that the antiskiding value of pavement has a strong correlation to the noise level.

Has Diamond Grinding Been A Cost Effective Pavement Preservation Treatment In Australia?

2021 ◽  
Author(s):  
George Vorobieff
Keyword(s):  
Concrete Pavement ◽  
Pavement Design ◽  
Ride Quality ◽  
Skid Resistance ◽  
Concrete Pavements ◽  
Pavement Preservation ◽  
Diamond Grinding ◽  
Grinding Machines ◽  
Asset Managers

Australia introduced conventional longitudinal diamond grinding of highway concrete pavements in 2009 with the purchase of two "4‐foot" highway grinding machines by two contractors. The availability of these machines in Australia has enabled contractors to improve ride quality of new pavements, rather than accept a deduction to the tendered rate for the supply and placement of concrete pavement. Grinding of new concrete base is permitted up to an IRI of 3.5 m/km, thereby reducing the need to remove and replace concrete pavement which met the specified thickness, strength and density, but not ride quality. More importantly, with the introduction of the grinding machines, asset managers have the opportunity to use diamond grinding to treat existing concrete pavements that have a rough ride, or when the textured surface no longer meets specified levels for skid resistance. Although the primary use of diamond grinding was to improve ride quality of new and existing concrete pavements, it has also been used to: treat stepping across transverse contraction joints in PCP, improve skid resistance at roundabouts, improve both ride quality and texture for JRCP pavements (greater than 40 years of age) with a thin wearing course and spalling in the asphalt at transverse joints. The above treatments to concrete pavement allow asset preservation and avoid high reconstruction costs. The Austroads concrete pavement design procedure is based on the PCA design method and road smoothness is not a design parameter, unlike the USA approach to concrete pavement design where ride quality is a design input. There is still much work to be done to convince asset managers in Australia that the removal of the high areas of a concrete pavement to smooth the surface, reduces the dynamic wheel loading and minimises accumulated fatigue stress in the concrete. This paper reviews the last 10 years of diamond grinding projects and the success of this pavement preservation treatment for new and existing urban and rural concrete pavements in Australia. Recommendations to reduce the cost of diamond grinding concrete pavements and extend the use of this treatment are also provided.

Skid-Resistance and Noise-Reducing Characteristics of Exposed-Aggregate Cement Concrete Pavement

2014 ◽  
Vol 1052 ◽  
pp. 352-357 ◽  
Author(s):  
Jiu Peng Zhang ◽  
Guo Qiang Liu ◽  
Peng Zhi Wang
Keyword(s):  
Traffic Noise ◽  
Concrete Pavement ◽  
Skid Resistance ◽  
Cement Concrete ◽  
Pavement Surface ◽  
Index Variation ◽  
Cement Concrete Pavement ◽  
New Type ◽  
The Relationship ◽  
Resistance Value

EACCP is a new-type cement concrete pavement with better skid-resistance and less traffic noise. In this paper, skid-resistance and noise-reducing performance of EACCP are tested and analyzed by laboratory and outdoor tests. The results indicate that the relationship between BPN and EAD is followed the parabola variation laws. With the increase of EAD, TD decreases. And skid-resistance value exists the extremum. If BPN is targeted as skid-resistance optimization goal for pavement surface features, the optimized EAD is existed and approximately to 40~60. The relationship between BPN and TD is also followed the parabola variation laws which also suggests the existence of the optimized TD scope approximately to 0.8~1.0mm.The relationship between TD and EAD can be simulated by index variation laws. With the increase of EAD, TD decreases, which proves the evident noise-reducing performance of EACCP. And the reduction amplitude of noise increases with vehicular acceleration.

Concrete Pavements on Bridges

2015 ◽  
Vol 1106 ◽  
pp. 195-198
Author(s):  
Bohuslav Slansky ◽  
Jiří Šrůtka
Keyword(s):  
Traffic Accident ◽  
Asphalt Pavement ◽  
Concrete Pavement ◽  
Skid Resistance ◽  
Concrete Pavements ◽  
Traffic Intensity ◽  
Heavy Vehicles ◽  
Research Project

When traffic intensity on motorways exceeds more than 10 thousands heavy vehicles per day, it is clear that the concrete pavement is the most durable solution. But on bridges and adjacent areas it is usually used asphalt pavement. Recent research shows that the change in surface skid resistance increases a risk of traffic accident in these areas. The goal of this research project describes the continuous concrete pavement also on bridges and its behavior.

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