Friction and Texture Retention of Concrete Pavements

2020 ◽  
Vol 2674 (6) ◽  
pp. 457-465
Author(s):  
Satyavati Komaragiri ◽  
Armen Amirkhanian ◽  
Amit Bhasin
Keyword(s):  
Coarse Aggregate ◽  
Concrete Surface ◽  
Concrete Pavement ◽  
Concrete Pavements ◽  
Department Of Transportation ◽  
Polishing Process ◽  
Friction Tester ◽  
Circular Track ◽  
Grinding Operations ◽  
Better Than

In the late 1980s and early 1990s, the Alabama Department of Transportation (ALDOT), U.S., noticed a decline in skid trailer numbers on concrete pavements shortly after grinding operations. The engineers at the time suspected that the coarse aggregate caused the decline in these numbers and the resulting conclusion led to a ban of carbonate aggregates in mainline concrete pavement in Alabama that is still in place. This detailed laboratory study re-examines the fundamental friction issues that led to this policy. A total of 48 aggregate, grinding, and grooving combinations were tested as part of this study. Three aggregate sources were examined: a siliceous source, a “hard” limestone source, and a “soft” limestone source. Two blade spacings were examined for grinding operations: 52 blades/ft and 60 blades/ft. Some ground specimens were also grooved. Finally, a set of specimens had the Next Generation Concrete Surface (NGCS) applied to them. The specimens were polished with the National Center for Asphalt Technology (NCAT) three-wheel polishing device (TWPD). The dynamic friction tester was used to evaluate friction values at various points through the polishing process. After the polishing, the macrotexture was characterized using the circular track meter. Across the board, the highest performing texture was that with no grooves and 52 blades/ft. Very generally, the loss of friction decreased with increasing siliceous content. However, some of the trends were extremely minor and, in a few cases, siliceous aggregates caused higher friction loss. There were numerous instances when blended carbonate/siliceous concrete pavement surfaces performed better than sole siliceous concrete pavement surfaces.

Effect of Aggregate Contamination on Concrete Pavement Durability

1996 ◽  
Vol 1532 (1) ◽  
pp. 44-50
Author(s):  
John Wojakowski ◽  
Mustaque Hossain
Keyword(s):  
Service Life ◽  
Coarse Aggregate ◽  
Concrete Pavement ◽  
Concrete Pavements ◽  
Department Of Transportation ◽  
Geological Investigation ◽  
Concrete Aggregates ◽  
Freeze Thaw ◽  
Sieve Size ◽  
Satisfactory Performance

Durability is a prerequisite for satisfactory performance of concrete pavements in freeze-thaw environments. The Kansas Department of Transportation (KDOT) has been experiencing durability problems of limestone aggregates since the 1930s and, finally, has developed stringent specifications for concrete aggregates through a series of field and laboratory studies in the mid-1980s. Recently, pavements that potentially are nondurable because of contamination of limestone aggregates have been detected on three projects on I-35 and US-50. These projects involved more than 500,000 yd2 of concrete pavement, worth approximately $10,000,000. The suspected contamination was first detected by a geological investigation on slices of cores and beam samples randomly taken from the project as well as on loose coarse aggregate samples larger than 4.75 mm (U.S. No. 4) sieve size. Freeze-thaw tests (ASTM C-666; Procedure B) on the cores and beams retrieved from these projects indicated that the samples with higher percentages of aggregate contamination did not meet the KDOT specifications for durable concrete. Results of ASTM C-666 (Procedure B) tests on the beam samples prepared with increasing percentages of nondurable aggregate (contaminant) show that higher expansion and lower durability correlate very well with the increasing percentage of contaminants. An analysis of service life adjustments made because of the ranges of contamination detected in the project cores indicates a reduced service life of 5.1 percent for the I-35 concrete pavement and 5.5 percent for the concrete pavement placed on US-50.

scholarly journals Analysis of the impact of concrete pavement finishing technologies on selected exploitation traits

2018 ◽  
Vol 2018 (11) ◽  
pp. 94-105
Author(s):  
Piotr Mackiewicz ◽  
Antoni Szydło
Keyword(s):  
Noise Level ◽  
Concrete Surface ◽  
Concrete Pavement ◽  
Concrete Pavements ◽  
Construction Technology ◽  
Continuous Reinforcement ◽  
Different Types ◽  
The Impact

We studied various technologies of finishing the upper layers of the concrete pavements. The analyses were made on the basis of own research on selected sections of motorway and express roads with a concrete surface in Poland. On this basis, the variability of equality and texture was determined depending on different types of structures, finishing methods and operational periods. It was found that the change of construction technology and the type of construction significantly influence the change of equality, while the technology of finishing the upper surface influences the texture. The best equality was obtained for the non-dilatation pavements with continuous reinforcement. It was shown that the texture indicator is strongly dependent on the pavement exploitation. In addition, an assessment of the impact of equality and texture on the noise level in the vehicle's cabin was carried out.

New Long-Life Concrete Pavements in the Czech Republic

2021 ◽  
Author(s):  
Bohuslav Slánský ◽  
Vit Šmilauer ◽  
Jiří Hlavatý ◽  
Richard Dvořák
Keyword(s):  
Isothermal Calorimetry ◽  
Coupled Model ◽  
Plain Concrete ◽  
Pilot Project ◽  
Economic Benefits ◽  
Concrete Pavement ◽  
Technical Solution ◽  
Concrete Pavements ◽  
Hydration Kinetics

A jointed plain concrete pavement represents a reliable, historically proven technical solution for highly loaded roads, highways, airports and other industrial surfaces. Excellent resistance to permanent deformations (rutting) and also durability and maintenance costs play key roles in assessing the economic benefits, rehabilitation plans, traffic closures, consumption and recycling of materials. In the history of concrete pavement construction, slow-to-normal hardening Portland cement was used in Czechoslovakia during the 1970s-1980s. The pavements are being replaced after 40-50 years of service, mostly due to vertical slab displacements due to missing dowel bars. However, pavements built after 1996 used rapid hardening cements, resulting in long-term surface cracking and decreased durability. In order to build durable concrete pavements, slower hardening slag-blended binders were designed and tested in the restrained ring shrinkage test and in isothermal calorimetry. Corresponding concretes were tested mainly for the compressive/tensile strength evolution and deicing salt-frost scaling to meet current specifications. The pilot project was executed on a 14 km highway, where a unique temperature-strain monitoring system was installed to provide long-term data from the concrete pavement. A thermo-mechanical coupled model served for data validation, showing a beneficial role of slower hydration kinetics. Continuous monitoring interim results at 24 months have revealed small curling induced by drying and the overall small differential shrinkage of the slab.

Development of Some Performance-Based Material Specifications for High-Performance Concrete Pavement

2003 ◽  
Vol 1834 (1) ◽  
pp. 69-76 ◽  
Author(s):  
Prasada Rao Rangaraju
Keyword(s):  
High Performance ◽  
High Performance Concrete ◽  
Concrete Pavement ◽  
Performance Criteria ◽  
Test Results ◽  
Department Of Transportation ◽  
Performance Specifications ◽  
Concrete Materials ◽  
Practical Feasibility

In collaboration with FHWA, the Minnesota Department of Transportation (Mn/DOT) has successfully completed its first experimental high-performance concrete pavement (HPCP) project under the Testing and Evaluation Program (TE-30). This project is one of the 22 projects funded under the TE-30 Program. With a structural design life of 60 years, this HPCP is unique in that it incorporates significant changes to the existing Mn/DOT specifications on concrete materials. Some of the new materials-related specifications developed as a part of this project are based on performance criteria that influence long-term durability of the pavement structure. The background and considerations for selecting the new performance measures are discussed, and test results are presented that evaluate the practical feasibility of establishing and achieving the performance specifications.

scholarly journals Research on the anti-Plugging Property of Permeable Concrete Pavement

2018 ◽  
Vol 57 ◽  
pp. 01002
Author(s):  
Dong Liu ◽  
Xia Liu ◽  
Weiwei Han ◽  
Jing Chen
Keyword(s):  
Water Resources ◽  
Layer Thickness ◽  
Recovery Rate ◽  
Coarse Aggregate ◽  
Concrete Pavement ◽  
Variation Trend ◽  
Porous Concrete ◽  
Coefficient Of Permeability

Permeable concrete pavement is a kind of porous road, which can allow rainwater to penetrate into the ground and maintain the recyclability of water resources. However, with constantly using, its voids may be blocked with the impurities in the rainwater, such as leaves, silt, etc. If that happens, the permeable function of the permeable concrete pavement will be affected. In this paper, the different structure of the permeable concrete pavement is studied, including the variation trend of the coefficient of permeability in the simulated plugging and the recovery rate of the permeable concrete pavement after cleaning and dredging. The results show that the upper small size coarse aggregate (4.75 mm to 9.5 mm) structure of the porous concrete is conducive to filter out most of the impurities, and it will reinforce the resistance to blocking of permeable concrete. But, it is not easy to recover after blockage, if the upper small size coarse aggregate is too thick. The anti-blocking performance and post-blocking recovery rate of permeable concrete are better, when the upper layer thickness is 15 mm.

scholarly journals Acidic solution effects on no-fines concrete produced by using recycled concrete as coarse aggregate

2018 ◽  
Vol 162 ◽  
pp. 02002
Author(s):  
Ikbal Gorgis ◽  
Whab Faleh Abd ◽  
Shaker Al-Mishhadani
Keyword(s):  
Compressive Strength ◽  
Coarse Aggregate ◽  
Maximum Size ◽  
Recycled Concrete ◽  
Type I ◽  
Coarse Aggregates ◽  
Crushed Concrete ◽  
Compaction Factor ◽  
Single Size ◽  
Better Than

This paper investigates durability of no fine concrete containing demolished concrete as coarse aggregate after crushing to different sizes. Different no fine concrete mixes were considered using Portland cement type I with two types of coarse aggregates, crushed demolished concrete and crushed natural gravel were used with two ratios by weight (1:5 and 1:7) C/Agg. Graded aggregate and single size were used with a maximum size of 20 mm. W /C ratio was kept as 0.4 for all mixes and super-plasticizer was required to keep the same flow and compaction factor value for all mixes. Cube specimens with 150mm were cured and divided to two parts, the first part was exposed to 60 cycles of freezing- thawing; the second part of the sample was immersed in Nitric Acids solution with pH of 3.5 for (7, 28, 90 and 180 days) and then tested for compressive strength. The results indicated that it is possible to produce homogenous and workable mixes by using demolished crushed concrete as coarse aggregate. The compressive strength after cycles of freezing- thawing and immersing in Nitric acid (HNO3) at (7, 28, 90 and 180) days was decreased for samples made with crushed demolished concrete. Also it is found that the performance of concrete mixes containing graded coarse aggregate and 1:5 cement/aggregate ratios was better than other mixes.

Covering and Reinforcement Key Technologies of Airport Old Cement Concrete Pavement

2012 ◽  
Vol 193-194 ◽  
pp. 843-846
Author(s):  
Bao Hua Shi ◽  
Wen Pu Ning ◽  
Han Wei Wang ◽  
Tao Sun
Keyword(s):  
Life Span ◽  
Asphalt Concrete ◽  
Concrete Pavement ◽  
Main Task ◽  
Concrete Pavements ◽  
Cement Concrete ◽  
Treatment Methods ◽  
Key Technologies ◽  
Cement Concrete Pavement

Cement concrete pavements were used in most airports built early in China. Nowadays the main task of airports is how to cover and reinforce damaged pavements. To ensure the life-span of pavement after covering, on the basis of analyzing the treatment methods of original cement concrete pavement, cement and asphalt concrete were used to realize the covering and reinforcement of old cement concrete pavement, and key technologies of Preventing reflective cracks of concrete pavement were put forward, which had a good result in practice

Noise Evaluation of Concrete Pavement

2013 ◽  
Vol 368-370 ◽  
pp. 1985-1989
Author(s):  
Ya Min Liu ◽  
Rao Rao Han ◽  
Zhi Jin Tao ◽  
Jie Chen
Keyword(s):  
Noise Reduction ◽  
Noise Level ◽  
Noise Spectrum ◽  
Concrete Pavement ◽  
Noise Characteristic ◽  
Groove Width ◽  
Concrete Pavements ◽  
Frequency Range ◽  
Porous Concrete ◽  
Noise Evaluation

In order to evaluate noise characteristic of concrete pavements with different texture, specimens were prepared carefully by varying groove parameters, such as groove width and space between grooves. Employing tire impact method, the noise level and noise spectrum of different pavements were analyzed. The results indicate that the noise level of transverse grooved concrete pavement is the greatest, and the followings are glossy concrete pavement and longitudinal grooved concrete pavement, porous concrete pavement has the lowest noise level. For grooved pavement, the noise level is promoted with increasing the space between grooves. Besides that, the noise level of transverse grooved concrete pavement becomes greater as the groove width increases. For longitudinal grooved pavement, there is a contrary tendency. It is porous concrete pavement for a frequency larger than 1600HZ. In the whole frequency range, the noise-reduction ability of transverse grooved concrete pavement is the worst.

Preparation of a New Type of Joint Filler and Study on Adhesion Performance

2014 ◽  
Vol 580-583 ◽  
pp. 674-678
Author(s):  
Xiao Wei Li ◽  
Chuan Sha
Keyword(s):  
Tensile Strength ◽  
Tensile Test ◽  
Concrete Pavement ◽  
Modified Bitumen ◽  
New Type ◽  
Adhesion Performance ◽  
Tensile Experiment ◽  
Better Than

Aiming at a new joint filler for pitch concrete pavement, processing it in different condition of water, determining the tensile strength through tensile experiment, analyzes the effect of adhesion performance from joint filler in water surrounding; does analysis to the adhesion performance of the recurrent tensile test in identical water surroundings.It evidenced that the new joint filler is much less affected in water surronuding than rubber modified bitumen,which is made by CARFCO inUSA,what meas that the new joint filler is much better than rubber modified bitumen on adhesion performance.

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.

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