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.

Development of a New Faulting Model in Jointed Concrete Pavement using LTPP Data

2019 ◽  
Vol 2673 (5) ◽  
pp. 407-417 ◽  
Author(s):  
Yu Chen ◽  
Robert L. Lytton
Keyword(s):  
Prediction Models ◽  
Information Criterion ◽  
Concrete Pavement ◽  
Pavement Design ◽  
Ride Quality ◽  
Related Factors ◽  
Pavement Roughness ◽  
Proposed Model ◽  
Jointed Concrete Pavement ◽  
Two Stages

Faulting is a major and commonplace distress in jointed concrete pavement (JCP) that can directly cause pavement roughness and adversely influence the ride quality of a vehicle. Faulting also plays an essential role in concrete pavement design. Notwithstanding the importance of faulting, the accuracy and reasonability of the faulting prediction models that have been developed to date remain controversial. Furthermore, the process of faulting over time is still not fully understood. This paper proposes a novel mechanistic-empirical model to estimate faulting depth at joints in the wheel path in JCP. Two stages within the process of faulting were revealed by the model and are introduced in this study. To distinguish the two stages of faulting, an inflection point, as a critical faulting depth, was directly determined by this model and suggested to be an indicator of the initiation of erosion for concrete pavement design. The proposed model was proven accurate and reliable by using long-term pavement performance data. The parameters in the model were statistically calibrated with performance-related factors by Akaike’s Information Criterion for variable selection and performing stepwise regression.

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.

Bonded continuously reinforced concrete overlay on jointed concrete pavement

2014 ◽  
Vol 41 (5) ◽  
pp. 432-439
Author(s):  
Dar Hao Chen ◽  
Feng Hong
Keyword(s):  
Reinforced Concrete ◽  
Cost Effective ◽  
The Other ◽  
Ride Quality ◽  
Concrete Pavements ◽  
Cost Advantage ◽  
Jointed Concrete Pavement ◽  
Bonded Concrete Overlay ◽  
To Receive

A cost-effective strategy is needed to remedy the decaying jointed concrete pavements (JCP). The distress problems continue to cause poor ride quality and continued expense and delay to the traveling public. To explore the bonded concrete overlay (BCO), a half mile section was constructed with a 178 mm continuously reinforced concrete (CRC) overlay. Two other nearby sections were monitored along with the CRC BCO section, over the following 3 years. Over the 3 year period, the CRC BCO section was far less expensive to maintain than the other sections that continued to receive conventional full-depth repair (FDR). The ride quality of the CRC BCO section is also improved by approximately 60–100 inches/mile over conventionally FDR sections. It is believed that the CRC BCO offers a cost advantage over the conventional FDR strategy, and should be considered for future JCP rehabilitation projects.

Initial Improvement in Ride Quality of Jointed, Plain Concrete Pavement with Microsurfacing: Case Study

1996 ◽  
Vol 1545 (1) ◽  
pp. 3-10 ◽  
Author(s):  
James S. Moulthrop ◽  
Larry Day ◽  
W. R. Ballou
Keyword(s):  
Plain Concrete ◽  
The United States ◽  
Concrete Pavement ◽  
Ride Quality ◽  
Construction Techniques ◽  
Before And After ◽  
Initial Improvement ◽  
And Performance

Safety, cost, ride quality, and performance are characteristics of pavement systems that are considered high-priority customer demands by transportation agencies throughout the world. Ride quality is the characteristic most notable to the traveling public. Throughout the United States, numerous state and federal agencies have developed specifications that require that road contractors meet a minimum level of ride quality before a pavement is approved for payment. Studies have shown that initial (as constructed) ride quality is an important factor in determining overall serviceability and length of time to rehabilitation or reconstruction. A case study in Cowley County, Kansas, in which the ride quality of an existing jointed, plain concrete pavement was significantly improved by the placement of a thin, polymer-modified, asphaltemulsion microsurfacing system, is described. The existing pavement conditions, the construction techniques used by the contractor, and the smoothness measurements before and after construction are noted and discussed. It was found that a marked reduction in roughness can be accomplished with unique construction techniques and microsurfacing.

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.

Evaluating the Quality of Curing Applications on Concrete Pavements with Ground-Penetrating Radar

2021 ◽  
pp. 036119812199636
Author(s):  
Alireza Joshaghani ◽  
Dan G. Zollinger
Keyword(s):  
Ground Penetrating Radar ◽  
Weather Conditions ◽  
Concrete Pavement ◽  
Concrete Pavements ◽  
Dielectric Measurements ◽  
Field Investigations ◽  
Pavement Construction ◽  
Ground Penetrating ◽  
Curing Compound

The management of concrete pavement curing must take several factors into account, such as the type of curing compound, the rate of the curing application, the uniformity of the curing application, the timing of the application, and the ambient weather conditions. This paper aims to elucidate a new curing application protocol for new concrete pavement construction and introduce a technique to address curing viability. Data for the development of the protocol were obtained from field investigations involving a series of test sections associated with concrete paving projects in: Victoria, TX; Itasca, IL; and Jacksonville, FL. For this undertaking, ground-penetrating radar technology was used to evaluate the efficacy of curing in relation to repeatability and uniformity. Statistical analysis was used to validate the utility of using dielectric measurements to qualify the curing quality. The rate of decrease in the dielectric constant was the critical parameter for evaluating a curing practice. Also, based on the coefficient of variation of data collection, the repeatability of data was acceptable. Finally, as a new method for checking the uniformity of curing applications, percent within limits (PWL) was implemented. Based on the PWL results, the hand-spraying led to a higher degree of non-uniformity in the spraying patterns compared with the spraying machine.

scholarly journals Degradation Prediction Model for Friction of Road Pavements with Natural Aggregates and Steel Slags

2019 ◽  
Vol 10 (1) ◽  
pp. 32 ◽  
Author(s):  
Bruno Crisman ◽  
Giulio Ossich ◽  
Paolo Bevilacqua ◽  
Roberto Roberti
Keyword(s):  
Residual Life ◽  
Steel Slag ◽  
Steel Production ◽  
Threshold Level ◽  
Skid Resistance ◽  
Concrete Pavements ◽  
Cumulative Number ◽  
The Road ◽  
On The Road ◽  
Natural Aggregates

Steel production wastes (steel slags) are used more often in asphalt concrete pavements as a valuable replacement for natural aggregates, which are becoming increasingly rare. In this paper authors investigate the polishing characteristics of aggregates, and in particular of steel slags, used in bituminous road surfacing, are a major factor in determining the resistance to skidding. The main purpose of the study is the identification of a suitable degradation model, based on friction indicators, in the laboratory, as well as the comparison of in-situ pavement skid resistance with the cumulative number of passing vehicles over the years. The model predicts the expected resistance to skidding of the road surface based on the knowledge of the polished stone value (PSV) of the aggregates and the expected traffic on the road. In this study, several types of aggregates were compared: steel slag, limestone, limestone and slag mixture, diabase, Criggion stone and basalt. Using a standard PSV test, it was found that the aggregates did not reach the lower value of skid resistance (equilibrium value). The analysis of the British Portable Number (BPN) data versus polishing time allowed to empirically derive a regression model for each investigated aggregate. Hence, it appears possible to define both an investigatory level and threshold level to predict the actual residual life of the pavement from the examination of skid resistance.

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.

Sign in / Sign up

Export Citation Format

Share Document