National Academies Press: OpenBook

Texturing of Concrete Pavements (2009)

Chapter: Chapter 3 - Evaluation of Existing Texture Test Sections

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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
×
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
×
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
×
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
×
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
×
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Suggested Citation:"Chapter 3 - Evaluation of Existing Texture Test Sections." National Academies of Sciences, Engineering, and Medicine. 2009. Texturing of Concrete Pavements. Washington, DC: The National Academies Press. doi: 10.17226/14318.
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14 This chapter describes the process of selecting and con- ducting texture, friction, and noise testing on several existing pavement sections located throughout the United States. This effort took place in the spring, summer, and fall of 2005 (some minor follow-up work was done in summer 2006) and resulted in the collection of detailed surface characteristics data on these test sections. This chapter also describes (1) the selected test sections, (2) the collection of historical pavement data (e.g., design, materials, construction, and performance/condition) and site/ conditions data (e.g., climate, traffic, geometrics, speed), and (3) the testing protocols used for field measurements. This chapter also summarizes the results of the testing. Test Section Selection Various factors were considered in selecting test sections for evaluation. The most important factors were (1) the avail- ability of pavement sections with the desired textures, (2) the interest and willingness of SHAs to assist in evaluating the test sections (e.g., coordinating traffic control, conducting fric- tion testing, and providing pavement and other relevant data on the test sections), (3) the age of or amount of traf- fic accumulated on the test sections, and (4) the geograph- ical locations and site conditions. The last factor was used to select sections representative of different climatic and traffic conditions, as well as the texturing application (i.e., texturing of new pavement versus retexturing of existing pavement). Initially, Arizona, California, Colorado, Florida, Georgia, Iowa, Kansas, Michigan, Minnesota, Missouri, North Dakota, Pennsylvania, Texas, Virginia, Washington, and Wisconsin were identified as having desirable test sections (i.e., promis- ing textures) and were considered for inclusion in the study. NASA Wallops was also considered because various textures were previously installed at the site. Sections in some of these locations, including NASA Wallops, were removed from con- sideration once it was determined that other sections were better candidates. An initial list of potential test sections in these locations was identified and later updated to include additional desir- able test sections identified through discussions with state DOTs (Table 3-1). This list does not include several alter- nate sections identified as potential backups to the first two options. Also, while most of the sections represent relatively new, lightly trafficked pavements, five of these sections rep- resent older, more heavily trafficked pavements (shaded cells). These more-trafficked sections were included to evaluate the effects of traffic. In the weeks leading up to and during the course of field testing, various changes were made to the tentative list. For instance, testing on some sections (e.g., Georgia, Texas, and Quebec) could not be completed due to problems with the testing equipment or time constraints. Other changes were made to exclude sections with inadequate pavement/site con- ditions or to include sections that would enhance the testing program. For example, one section in California was replaced because of shrinkage cracking and popouts in the pavement and a few sections in California, Colorado, and Iowa were added as replacements or supplements. The final 57 test sections used in the evaluation of in-place textures are listed in Table 3-2, and are shown in Figure 3-1 to indicate the respective LTPP climatic zones. (Appendix C gives more specific information on the locations of the test sections, the pavement facilities (structure, geometry) on which they exist, and the texture type, direction, and dimensions, as well as general information on the level of traffic, climatic condi- tions, construction date, and the date on which the pavement was opened to traffic.) Collection of Pavement Data Much of the information contained in Table 3-2 (and Appendix C which is available online) was acquired from C H A P T E R 3 Evaluation of Existing Texture Test Sections

15 Section ID Basic Texture Type Specific Texture First Option Second Option DGAC 1-2 years old (Control 1) IL 4-1 (4001)—I-57 Champaign (2004) IA 8-1 (9002)—US 30 Ames/ Nevada (2004) Dense-Graded Asphalt Concrete (DGAC) DGAC 8-12 years old (Control 2) IL 8-1 (8001)—I-74 Champaign/ Mahomet (1998) — Marquette skewed variable tine with long turf drag WI 5-1 (5001)—US 151 Mineral Point (2003) IL 1-1 (5001)—I-70 Marshall (2002) 0.5-in. spacing with long turf drag MO 1-1 (1001)—US 36 Hannibal (2004) GA 1-1 (---)—I-85 Atlanta (2004) 0.75-in. spacing with long turf drag IL 5-1 (1001)—I-55/74 Bloomington (2004) — 0.5-in. spacing with long turf drag IA 1-1 (1001)—US 163 Des Moines/ Prairie City (1993) — Tran Tine 0.75-in. spacing with long turf drag IA 5-1 (8001)—US 218 Washington/ Ainsworth (1997) — 0.75-in. spacing with long turf drag IA 2-1 (2001)—US 34 Mt. Pleasant (2004) KS 10 (1010)—US 69 Louisburg (2004) 0.75-in. spacing with burlap drag IA 2-2 (2002)—US 34 Mt. Pleasant (2004) CO 3-2 (3002)—US 287 Berthoud (2004) Long Tine 0.75-in. spacing with long turf drag IA 1-3 (1003)—US 163 Des Moines/ Prairie City (1993) — 0.75-in. spacing, 0.125-in. depth, with long turf drag CO 3-3 (3003)—US 287 Berthoud (2004) CA 3 (1003)—SR 58 Mojave (2003) Long Groove 0.75-in. spacing, 0.25-in. depth, with long turf drag CA 4 (1004)—SR 58 Mojave (2003) — MTD < 0.03 in ND 2-1 (2001)—I-90 Glen Ullin (1999) KS 12 (1012)—US 69 Louisburg (2004) Astroturf Drag MTD = 0.03 to 0.05 in MN 2-1 (2003)—I-94/694 Brooklyn Park (2003) CO 3-1 (3001)—US 287 Berthoud (2004) No jacks; 0.110-in. blade spacers KS 2 (1002)—US 69 Louisburg (2004) AZ 1 (1001)—SR 202L Phoenix (2003) No jacks; 0.120-in. blade spacers KS 4 (1004)—US 69 Louisburg (2004) AZ 3 (1003)—SR 202L Phoenix (2003) No jacks; 0.130-in. blade spacers KS 8 (1008)—US 69 Louisburg (2004) KS 7 (1007)—US 69 Louisburg (2004) Jacks; 0.110-in. blade spacers AZ 2 (1002)—SR 202L Phoenix (2003) Jacks; 0.120-in. blade spacers AZ 4 (1004)—SR 202L Phoenix (2003) Long Grind Jacks; 0.130-in. blade spacers KS 5 (1005)—US 69 Louisburg (2004) KS 6 (1006)—US 69 Louisburg (2004) Burlap Drag CA 4.5 (1045)—SR 58 Mojave (2003) — Broom Finish Longitudinal brush CA 5.5 (---)—SR 58 Mojave (2003) — QB 1-2 (---)—PH 40 Dorval (2004)) QB 1-3 (---)—PH 40 Dorval (2004) EACS MI 1 (1001)—I-75 Detroit (1993) — Type A (0.1875 in.) KS 2-1 (2001)—US 54 Batesville (2004) — Ultra-thin Bonded Wearing Course Type B (0.375 in.) NC 1-1 (1001)—I-40 Hillsdale/Clemmons (2004) KS 4-1 (4001)—I-70 Salina/Juniata (2004) Shotpeen MTD = 0.018 to 0.02 in. TX 1-1 (1001)—I-20 Dallas/Duncanville (2004) TX 2-1 (---)—I-45 Houston (2004) 1 in. = 25.4 mm Note 1: Shaded cells represent older, more heavily trafficked sections. Note 2: Site ID consists of original ID number followed by final ID number in parentheses. Note 3: Second set of parentheses following highway number and city contains year of construction/texturing. Table 3-1. Tentative texturing methods and test sites.

16 STATE HIGHWAY (DIR) YEAR CONST ORIG ID NEW ID TEXTURE DESCRIPTION SR 202L (WB) 2003 AZ 1 1001 Long DG (no jacks), 0.235-in. spacing (0.11-in. spacers) SR 202L (WB) 2003 AZ 2 1002 Long DG (jacks), 0.235-in. spacing (0.11-in. spacers) SR 202L (WB) 2003 AZ 3 1003 Long DG (no jacks), 0.245-in. spacing (0.12-in. spacers) AZ SR 202L (WB) 2003 AZ 4 1004 Long DG (jacks), 0.245-in. spacing (0.12-in. spacers) SR 58 (EB) 2003 CA 2 1002 Long DG (no jacks), 0.245-in. spacing (0.12-in. spacers) SR 58 (EB) 2003 CA 3 1003 Long Groove (0.75-in. spacing, 0.125-in. depth), burlap drag SR 58 (EB) 2003 CA 4 1004 Long Groove (0.75-in. spacing, 0.25-in. depth), burlap drag SR 58 (EB) 2003 CA 4.5 1045 Long Burlap Drag SR 58 (EB) 2003 CA 5 1005 Long DG (no jacks), 0.23-in. spacing (0.105-in. spacers) SR 58 (EB) 2003 CA 7 1007 Long Groove (0.375-in. spacing, 0.25-in. depth), broom drag CA SR 58 (EB) 2003 CA 7.5 1075 Long Broom Drag I-70 (EB) 1994 CO 1-7 1007 Long Groove (0.75-in. spacing, 0.125-in. depth), turf drag I-70 (EB) 1994 CO 1-8 1008 Long Turf Drag I-70 (EB) 1994 CO 1-9 1009 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag US 287 (SB) 2004 CO 3-1 3001 Long Heavy Turf Drag US 287 (SB) 2004 CO 3-2 3002 Long Tine (0.75-in. spacing, 0.1875-in. depth), no pretexture US 287 (SB) 2004 CO 3-3 3003 Long Meander Tine (0.75-in. spacing, 0.125-in. depth), no pretexture US 287 (NB) 2004 CO 3-5 3004 Long Groove (0.75-in. spacing, 0.125-in. depth), turf drag US 287 (NB) 2004 CO 3-6 3005 Long DG (no jacks), 0.22-in. spacing (0.095-in. spacers) CO US 287 (SB) 2004 CO 3-7 3006 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag I-55/74 (SB/EB) 2004 IL 5-1 1001 Tran Tine (0.75-in. spacing, 0.15-in. depth), turf drag I-57 (SB) 2003 IL 4-1 4001 Dense-Graded AC (Superpave) I-70 (WB) 2002 IL 1-1 5001 Tran Skew Tine (variable spacing, 0.15-in. depth), turf drag IL I-74 (WB) 1998 IL 8-1 8001 Dense-Graded AC US 163 1993 IA 1-2 1002 Tran Tine (0.5-in. spacing, 0.075-in. depth), turf drag US 163 1993 IA 1-3 1003 Long Tine (0.5-in. spacing, 0.075-in. depth), turf drag US 163 1993 IA 1-4 1004 Long Tine (0.75-in. spacing, 0.15-in. depth), turf drag US 163 1993 IA 1-6.1 1061 Tran Groove (1-in. spacing, 0.18- to 0.25-in. depth), turf drag US 163 1993 IA 1-7 1007 Long Turf Drag US 34 2004 IA 2-1 2001 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag US 34 2004 IA 2-2 2002 Long Tine (0.75-in. spacing, 0.125-in. depth), burlap drag US 218 1997 IA 5-1 8001 Tran Tine (0.75-in. spacing, 0.15-in. depth), turf drag US 218 1997 IA 5-2 8002 Tran Tine (0.75-in. spacing, 0.15-in. depth), turf drag IA US 30 2004 IA 8-1 9002 Dense-Graded AC (Superpave) US 69 2004 KS 2 1002 Long DG (no jacks), 0.235-in. spacing (0.11-in. spacers) & standard-sawed joints US 69 2004 KS 4 1004 Long DG (no jacks), 0.245-in. spacing (0.12-in. spacers) & single-sawed joints US 69 2004 KS 5 1005 Long DG (jacks), 0.255-in. spacing (0.13-in. spacers) & standard-sawed joints US 69 2004 KS 6 1006 Long DG (jacks), 0.255-in. spacing (0.13-in. spacers) & single- sawed joints US 69 2004 KS 7 1007 Long DG (no jacks), 0.255-in. spacing (0.13-in. spacers) & standard-sawed joints US 69 2004 KS 8 1008 Long DG (no jacks), 0.255-in. spacing (0.13-in. spacers) & single-sawed joints US 69 2004 KS 10 1010 Long Tine (0.75-in. spacing, 0.15-in. depth), turf drag US 54 2004 KS 2-1 2001 Ultra-Thin Bonded Wearing Course (0.1875-in. NMAS) KS I-70 2004 KS 4-1 4001 Ultra-Thin Bonded Wearing Course (0.375-in. NMAS) MI I-75 1993 MI 1 1001 Exposed Aggregate Concrete US 169 1996 MN 1 1001 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag I-94/694 2003 MN 2-1 2003 Long Broom Drag I-94/694 2004 MN 2-1 2004 Long Turf Drag I-694 1990 MN 5 5001 Long Turf Drag US 169 1996 MN 7 7001 Long Turf Drag MN US 169 1996 MN 8 8001 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag MO US 36 2004 MO 1-1 1001 Tran Tine (0.5-in. spacing, 0.125-in. depth), no pretexture NC I-40 2004 NC 1 1001 Ultra-Thin Bonded Wearing Course (0.375-in. NMAS) I-94 1999 ND 2-1 2001 Long Heavy Turf Drag I-94 1999 ND 2-2 2002 Tran Tine (variable spacing, 0.1-in. depth), turf drag ND I-94 2000 ND 6-1 6001 Tran Skew Tine (variable spacing, 0.15-in. depth), turf drag TX I-20 2004 TX 1-1 1001 Shotblasted Concrete WI US 151 LOCATION Phoenix Mojave Deer Trail/Agate Berthoud Bloomington Champaign Marshall Champaign/Mahomet Des Moines/ Prairie City Louisburg Batesville Salina/Juniata Detroit Eden Prairie/Shakopee Brooklyn Park Brooklyn Center Fridley/New Brighton Brooklyn Park/Champlin Hannibal Hillsdale/Clemmons Glen Ullin Valley City Duncanville/Dallas Mineral Point 2003 WI 5-1 1001 Tran Tine (variable spacing, 0.15-in. depth), turf drag 1 in. = 25.4 mm NMAS: Nominal Maximum Aggregate Size Table 3-2. Pavement test sections selected for evaluation.

state highway agencies, including additional information obtained while performing the on-site field testing. To verify and augment the information obtained for the test sections, written and oral requests were made to repre- sentatives of each participating agency to obtain informa- tion on PCC aggregate and mix design properties; con- struction specifications, conditions, processes, and quality testing results; historical traffic levels and compositions; historical pavement conditions (distresses and smoothness); and historical friction, texture, and/or noise measurements. Simultaneous requests were also made to each agency for the conduct (and provision of resulting data) of locked-wheel friction testing (ASTM E 274, with smooth [ASTM E 524] and/or ribbed [ASTM E 501] tire) on each test section in the general timeframe of the planned friction, texture, and noise testing. The goal of the data collection effort was to develop a comprehensive database on the existing test sections to help in analyzing relationships between friction, texture, and noise. The database was envisioned to include the following types of data: • Design Data – Structure/Joint Design—Traffic, cross-section (materials and thicknesses), dowels, reinforcement, joint spacing and lane width (slab dimensions), joint seal (type, config- uration, condition). – Mixture Design—Aggregate (type/source, properties), cement (type), mixture proportions, mixture properties (cement content, water-to-cement [w/c] ratio, slump, air content, strength, porosity). – Surface Design—Primary texture (type, dimensions and direction), pre-texture (type, dimensions and direction). – Geometric Design—Posted speed, cross-slope, grade, presence of curves, intersections, etc. • Project/Site Information – Location—Highway, direction, reference/milepost/ station limits, lanes, nearest city, coordinates (elevation, latitude, and longitude). – Setting—Urban/suburban/rural, facility type, adjacent land use (residential, commercial), special use (studded tires, snowplow use). – Climate (National Climate Data Center)—General LTPP descriptor (dry-freeze [DF], dry-nonfreeze [DNF], wet- freeze [WF], wet-nonfreeze [WNF]), average annual precipitation, average annual snowfall, number of days above 90°F (32°C), number of days below 32°F (0°C), freeze-thaw cycles, freezing index. • Construction Data – General—Construction date, paving conditions (temper- ature, wind, sun, rain), traffic opening date. – Applicable Construction/Materials Specs—Fine and coarse aggregate requirements (hardness, uncompacted voids, fractured faces, flat/elongated, LA abrasion, Micro- Deval, acid insoluble residue [AIR], polish value), mix requirements (cement content, w/c ratio, slump, air content, strength), surface requirements (texture, smoothness, noise, friction). – Construction Process—PCC placement, finishing, textur- ing, and curing equipment/methods and timing, docu- mented construction problems. Dry-freeze Wet-freeze Wet Dry-nonfreeze Figure 3-1. Location of test sections with respect to LTPP climatic regions. 17

18 – QA/QC Test Results—Aggregate properties, fresh and hardened mix properties, surface properties (initial texture dimensions and direction, initial smoothness). • Historical Data – Traffic—Initial year ADT and %trucks, subsequent year ADTs and %trucks, traffic growth rate, direction and lane distribution factors. – Texture—Subsequent texture depth measurements, texture measurement device/method. – Friction—Subsequent friction measurements, fric- tion equipment/method (device, tire type, test speed), friction test conditions (air temp, wind, sun), equip- ment calibration (date, location, speed, 524 conver- sion intercept and slope). – Accidents—Wet-to-dry crash rates. – Noise—Near-field SI, interior vehicle noise Leq, far-field pass-by noise. – Smoothness—Subsequent IRI measurements, smooth- ness measuring equipment/method. – Distress—Faulting, cracking, spalling. Test Section Descriptions Brief descriptions of the 57 selected test sections are pro- vided in Appendix C. The sections represent an array of formed and cut (fresh and hardened) concrete pavement sur- face textures, as well as some asphalt surfacings with different mix characteristics. The sections are mostly new (<5 years in age) and typically are located on 2- or 4-lane highway facili- ties. The sections represent a range of traffic and climatic con- ditions. Several of the sections were built as part of an agency study on pavement texturing. Texture, Friction, and Noise Testing of Existing Texture Test Sections Field Testing Protocol The following specific texture, friction, and noise tests (and their corresponding outputs) were planned for the selected test sections: • Texture (macro-texture) – CT Meter (ASTM E 2157)—MPD and RMS. – High-Speed Texture Profiler (International Cybernetics Corporation [ICC] Model MDR 4081-T 64-Hz laser texture system mounted on Honda CR-V test vehi- cle)—MPD, EMTD (also capable of generating Interna- tional Roughness Index [IRI] and Ride Number [RN]). EMTD computed according to ASTM E 1845: EMTD MPD SI units Eq. 3-1b= + × ( )0 2 0 8. . EMTD MPD U.S. Customary units E = + × ( ) 0 0079 0 8. . q. 3-1a • Friction (micro-texture) – DF Tester (ASTM E 1911)—DFT(20) (also capable of generating friction numbers at other speeds, such as DFT(40), DFT(60), and DFT(80)). • Noise – Near-Field Noise (GM standard), as measured with pro- prietary single-probe receptor and noise equipment, and Goodyear Aquatred III test tire, mounted on an all-wheel drive Honda CR-V test vehicle (see Figure 3-2)—SI. – Interior Vehicle Noise (SAE J1477), as measured with proprietary receptor and noise equipment mounted in the interior of the Honda CR-V test vehicle—Leq. – Far-Field CPB Noise (in accordance with ISO 11819, but with fixed vehicle), as measured with proprietary wayside receptor and noise equipment—Lmax. Collection of high-speed texture data and the three forms of noise data required no lane closure, whereas collection of micro-texture (DF Tester) and macro-texture (CT Meter) required traffic control and full lane closure. The following protocols were developed and followed for these tests: • High-Speed Texture—Macro-texture measurements will be made in the right wheelpath (18 to 30 in. [460 to 760 mm] from the outside lane edge, depending on lane width) at 60 mi/hr (97 km/hr). If it can be safely accomplished, tex- ture measurements also will be collected in the lane center to evaluate the effects of wear on texture durability. Steps in the macro-texture measurement process will include 1. Set markers at the roadside to define the test section limits. 2. Warm up tires for at least 10 minutes and check the tire pressure. 3. Make three passes over the site. Figure 3-2. SI horizontal single-probe configuration.

4. Collect data with the right wheel in the lane center, where this can be safely accomplished. 5. Review the texture depths and profiles for each pass for reasonableness and precision; make repeat runs, as appropriate. 6. Back up the data. • Near-Field Noise Measurement (SI)—Prior to data collec- tion, the equipment will be calibrated according to the manufacturer’s recommendations. SI noise testing will be conducted at a speed of 60 mi/hr (97 km/hr) using a Goodyear Aquatred III test tire (ASTM E 1136) aligned in the right wheelpath (18 to 30 in. [460 to 760 mm] from the outside lane edge, depending on lane width). If it can be safely accomplished, SI measurements also will be collected with the test tire aligned in the lane center. The process includes the following steps: 1. Set markers at the roadside to define the test section limits. 2. Position the microphone probe at the front of the test tire. 3. Warm up tires for at least 10 minutes at highway speeds and check the tire pressure. 4. Make three passes over the site with the test tire aligned in the right wheelpath. 5. Collect additional data with the test tire aligned at the lane center. 6. Re-position the microphone probe to the rear of the test tire. 7. Make three passes each with the test tire aligned in the right wheelpath and at the lane center, respectively. 8. Review the noise spectra and SI levels for each pass for reasonableness and precision; make repeat runs, as appropriate. 9. Back up the data. • Interior Noise Measurement (Leq)—Interior noise equip- ment will be calibrated according to the manufacturer’s rec- ommendations. Noise data will be collected using a single microphone above the passenger seat, in accordance with SAE J1477. This method entails the following anticipated setup and steps: 1. Make sure all windows are up and all vehicle ventila- tion and the radio are turned off. 2. Adjust the seat and headrest to mid position. 3. Position the microphone securely 2.25 ft (0.7 m) above the intersection of the passenger seat surface and the seat back. Orient the microphone facing forward. 4. Check and document the background noise (stationary and vehicle off). 5. Ensure that wind speed is less than 11 mi/hr (18 km/hr) and that ambient air temperature is between 23 and 95°F (−5 and 35°C). If not, wait until winds die down sufficiently and/or temperature is in range. 6. Record the wind speed and direction, air temperature, and driving direction. 7. Collect data while passing the test site at 60 mi/hr (97 km/hr). 8. Check data for reasonableness and completeness. 9. Ensure that the measured noise is at least 10 dB greater than the background noise level. 10. Repeat tests until three sets of precision data are obtained. 11. Compute the overall average “A” weighted sound level. 12. Compute the overall average 1⁄3 octave A-weighted sound levels. 13. Compute the FFT frequency spectrum using a 3-5 Hz resolution frequency analyzer. 14. Back up the data. • Far-Field CPB Noise Measurement (Lmax)—The CPB sys- tem will be calibrated according to the recommended manufacturer’s procedures. Testing will be done using the same vehicle and test tires (Aquatred III tires mounted on both the front and rear on the side closest to the far-field microphone) used in the SI testing. Steps that will be fol- lowed in this data collection effort include the following: 1. Confirm roadside location selection meets the require- ments of ISO-11819-1. 2. Ensure that the environmental conditions are adequate for testing. 3. Set up the microphones at 25 ft (7.5 m) from the vehicle center at an elevation of 5 ft (1.5 m) above the outside lane elevation. 4. Ensure that the entire surface between the vehicle and microphone has consistent attenuation using plywood strips as necessary. 5. Set up a calibrated thermometer for air temperature measurements. 6. Set up an anemometer for wind speed and direction measurement. 7. Set up the data collection and storage board. 8. Make three vehicle passes with the same tires used in the near-field measurements. 9. Check the data for reasonableness and precision; make repeat runs, as appropriate. 10. Back up the data. • CT Meter Macro-texture Measurements—Longitudinal and transverse macro-texture measurements will be made in at least five locations in both the right wheelpath (18 to 30 in. [460 to 760 mm] from the outside lane edge, depend- ing on lane width) and the lane center, in accordance with ASTM E 2157. Areas of the pavement with sufficient length and consistent noise and texture qualities will be singled- out as a test section. Representative measurements will be collected at locations that exhibit different tine channel dimensions, texture properties, or noise properties. All data will be checked for reasonableness and precision, and tests 19

20 will be repeated as appropriate. Prior to leaving the site, the data will be backed up to a CD. If CT Meter equipment problems are encountered and cannot be resolved, the sand patch test method (ASTM E 965) will be used. • DF Tester Friction/Micro-texture Measurements—Micro- texture properties of the pavement surfaces will be mea- sured in accordance with ASTM E 1911. Data will be collected at the same locations as the CT Meter macro- texture measurements. All data will be checked for rea- sonableness and precision, and tests will be repeated as appropriate. All data will be backed up prior to leaving the site. Formal Testing Prior to formal testing of the selected test sections, exten- sive training was obtained on the different testing equipment. In addition, various calibrations and accuracy checks of the Honda CR-V SI system were performed using a certified SI system (installed on a Subaru Outback) for comparison. As part of this testing, a series of repeat runs were made by both systems on each of two asphalt pavement sections and two lon- gitudinally tined concrete sections. Results showed negligible differences in measurements of pink noise and a slightly lower (<1 dB(A) difference) overall average SI measurement taken by the certified system. This difference was partly attributed to differences in the lateral positioning of the two test vehicles during testing and to differences in the vehicle suspension and wheel camber characteristics. Upon coordination of traffic control with the appropriate personnel in each SHA, formal testing commenced. Measure- ments were conducted during the June 6 to November 5, 2005 time period. Table 3-3 lists the specific dates of testing for each test section. Figures 3-3 and 3-4 illustrate the specific locations for texture, friction, and noise measurements on the test sections. Agency-Supplied Friction Data To supplement the DF Tester friction/micro-texture data, the participating state agencies conducted locked-wheel fric- tion testing (ASTM E 274) using both a smooth (ASTM E 524) and ribbed tire (ASTM E 501) on each test section and pro- vided the resulting data. Table 3-4 lists the high-speed friction data provided by each state. As indicated, data were not provided by some states. The pro- vided data were in most cases for both smooth and ribbed tires in at least one of the wheelpaths. In some cases, data for a locked-wheel tester or one of the specified types of tires were not provided because of agency practices not to perform these tests. All locked-wheel test data were collected at 40 mi/hr (64 km/hr). Texture, Friction, and Noise Test Results This section presents the results of the texture, friction, and noise tests in terms of summaries of the key outputs from these tests as well as other relevant indexes. These indexes and the equations for their computations are as follows: • CT Meter MTD developed using CT Meter MPD and the following NASA/Wallops equation (Henry, 2000): • Texture Orientation (TO) determined based on the ratio of MPD to RMS, as measured using the CT Meter. In gen- eral, ratios greater than 1.05 to 1.10 are categorized as pos- itive TO. They are representative of an aggressive, protrud- ing surface, such as a chip seal surface. Ratios less than 0.90 to 0.95 are categorized as negative TO. They are represen- tative of a flat, pocketed surface, such as HMA or grooved PCC. Ratios between these two sets of values are consid- ered to have neutral TO. • International Friction Index (IFI) Friction Number F(60), as given in ASTM E 1960: where FR(S) = Friction number measured by friction device at speed S. S = Friction test speed, km/hr. SP = Speed number. TX = Macro-texture measurement. A, B, C = Friction device calibration constants. a, b = Macro-texture method calibration constants. Using the A, B, and C calibration constants given in ASTM E 1960 for the DF Tester and the locked-wheel friction tester S a b TX SI units Eq. 3-5P = + × ( ) F 60 A B FR S e C TX SI units S-60 SP( ) = + × ( ) × + × ( ) [ ]( ) Eq. 3-4 Texture Ratio TR MPD RMS Eq. 3-3( ) = MTD MPD SI units Eq. 3-2b= × + ( )0 952 0 091. . MTD MPD US Customary units Eq = × + ( ) 0 952 0 0036. . . 3-2a

State Highway Location Section ID Texture (high-speed) Noise (near field) Noise (interior) Noise (far field) Texture (CTM) Friction (DFT) AZ SR 202 Phoenix 1001, 1002, 1003, 1004 11/16/05 11/16/05 11/16/05 — 11/14/05 – 11/15/05 11/14/05 – 11/15/05 CA SR 58 Mojave 1002, 1003, 1004, 1045, 1005, 1007, 1075 11/11/05 11/11/05 11/11/05 11/9/05* 11/9/05 – 11/10/05 11/9/05 – 11/10/05 CO I-70 Agate/Deer Trail 1007, 1008, 1009 10/21/05 10/21/05 10/21/05 — 10/22/05 10/22/05 CO US 287 Berthoud 1001, 1002, 1003, 1004, 1005, 1006 10/26/05 – 10/27/05 10/26/05 – 10/27/05 10/26/05 – 10/27/05 10/26/05* 10/23/05 – 10/25/05 10/23/05 – 10/25/05 IL I-55/74 Bloomington 1001 8/30/05 8/30/05 8/30/05 8/30/05 — — IL I-57 Champaign 4001 8/4/05 8/4/05 8/4/05 8/4/05 8/24/05 8/24/05 IL I-70 Marshall 5001 8/25/05 8/25/05 8/25/05 — 8/26/05 8/26/05 IL I-74 Champaign/Mahomet 8001 8/4/05 8/4/05 8/4/05 — 8/5/05 8/5/05 IA US 163 Des Moines/ Prairie City 1002, 1003, 1003, 1061, 1007 8/17/05 8/17/05 8/17/05 — — — IA US 34 Mt. Pleasant 2001, 2002 8/15/05 8/15/05 8/15/05 6/7/06* 6/6/06 – 6/7/06 6/6/06 – 6/7/06 IA US 218 Washington 8001, 8002 8/16/05 8/16/05 8/16/05 — — — IA US 30 Ames/Nevada 9002 8/17/05 8/17/05 8/17/05 — — — KS US 69 Louisburg 1002, 1004, 1005, 1006, 1007, 1008, 1010 9/25/05 9/25/05 9/25/05 10/18/05* 9/25/05 9/25/05 KS US 54 Batesville 2001 10/19/05 10/19/05 10/19/05 — — — KS I-70 Salina/Juniata 4001 9/27/05 9/27/05 9/27/05 9/27/05 9/27/05 9/27/05 MI I-75 Detroit 1001 10/12/05 10/12/05 10/12/05 — — — MN US 169 Eden Prairie/Shakopee 1001 9/10/05 9/10/05 9/10/05 — 9/10/05 9/10/05 MN I-94/694 Brooklyn Park/Brooklyn Center 2003, 2004 9/10/05 9/10/05 9/10/05 — 9/10/05 9/10/05 MN I-694 Fridley/New Brighton 5001 9/9/05 9/9/05 9/9/05 — — — MN US 169 Brooklyn Park/Champlin 7001, 8001 9/9/05 9/9/05 9/9/05 — 9/16/05 9/16/05 MO US 36 Hannibal 1001 8/8/05 8/8/05 8/8/05 8/8/05 8/8/05 8/8/05 NC I-40 Hillsdale/Clemmons 1001 7/16/05 7/16/05 7/16/05 — 7/16/05 7/16/05 ND I-94 Glen Ullin 2001, 2002 9/13/05 9/13/05 9/13/05 — 9/13/05 9/13/05 ND I-94 Valley City 6001 9/11/05 9/11/05 9/11/05 — 9/11/05 9/11/05 TX I-20 Dallas/Duncanville 1001 11/18/05 11/18/05 11/18/05 11/19/05 11/19/05 11/19/05 WI US 151 Mineral Point 5001 9/6/05 9/6/05 9/6/05 9/6/05 9/6/05 9/6/05 * Control pass-by noise measurement only. Table 3-3. Dates of friction, texture, and noise measurements. 21

22 508 ft SI and Interior Noise and High-Speed Texture Tests (3 runs per position) Pass-By Noise Equip Setup Pass-by Noise Tests (3 runs per position) 25 ft Inside Lane Outside Lane 0 ft (start of segment) 1,056 ft typ (end of segment) Lane center Right WP 18-30 in. 66-78 in. Figure 3-3. Location of standard noise and high-speed texture testing measurements.

Inside Lane Outside Lane 0 ft (start of segment) 156 ft 332 ft 508 ft 684 ft 860 ft 858, 860, 862 682, 684, 686 506, 508, 510 330, 332, 334 154, 156, 158 Lane center Right WP 1,056 ft typ (end of segment) 18-30 in. 66-78 in. Figure 3-4. Location of standard DF Tester and CT Meter test measurements. 23

24 with ribbed and smooth tires, and the a and b coefficients given in ASTM E 1960 for MPD, the following equations were used to compute IFI F(60) values: Using DFT(20) from DF Tester and high-speed profiler MPD: Using FN40R (i.e., FN(65)R) from locked-wheel tester with ribbed tire (ASTM E 274 and E 501) and high-speed profiler MPD: F 60 FN 65 R e SP( ) = − + × ( ) × + −[ ]( )0 023 0 607 0 0 65 60. . . 98 × ( )MPD SI units Eq. 3-8 S MPD in mm Eq. 3-7P = + × ( )14 2 89 7. . F 60 DFT 20 e MP SP( ) = + × ( ) × + × −[ ]( )0 081 0 732 0 20 60. . D SI units Eq. 3-6( ) Using FN40S (i.e., FN(65)S) from locked-wheel tester with smooth tire [ASTM E 274 and E 524]) and high-speed pro- filer MPD: Table 3-5 lists the mean texture values based on measure- ments from the right wheelpath and the lane center, the mean micro-texture and friction values, and the mean noise levels, as measured at the pavement–tire interface, in the vehicle interior, and at the side of the road for each test section. (Detailed results of the texture, friction, and noise testing are presented in Appendix D which is available online.) S MPD SI units Eq. 3-11P = + × ( )14 2 89 7. . F 60 FN 65 S e MP SP( ) = + × ( ) × + × −[ ]( )0 045 0 925 0 65 60. . D SI units Eq. 3-10( ) S MPD SI units Eq. 3-9P = + × ( )14 2 89 7. . State Highway Location Section ID Date of Testing Friction Tester Description AZ SR 202 Phoenix 1001, 1002, 1003, 1004 5/17/06 Dynatest/KJ Law Fixed-Slip Runway Friction Tester (RFT)—foot-by-foot continuous measurement lane center at 60 mi/hr. IL I-55/74 Bloomington 1001 9/21/06 IL I-57 Champaign 4001 9/18/06 IL I-70 Marshall 5001 9/19/06 IL I-74 Champaign/ Mahomet 8001 9/18/06 Locked-Wheel Friction Tester (ASTM E 274) with both smooth (ASTM E 524) and ribbed (ASTM E 501) tires— Three tests per test section in left wheelpath at 40 mi/hr. IA US 163 Des Moines/ Prairie City 1002, 1003, 1003, 1061, 1007 9/19/05 IA US 34 Mt. Pleasant 2001, 2002 9/12/05 IA US 218 Washington 8001, 8002 9/12/05 IA US 30 Ames/Nevada 9002 9/15/05 Locked-Wheel Friction Tester (ASTM E 274) with both smooth (ASTM E 524) and ribbed (ASTM E 501) tires—Two tests per test section in left wheelpath at 40 mi/hr. KS US 69 Louisburg 1002, 1004, 1005, 1006, 1007, 1008, 1010 11/21/05 Locked-Wheel Friction Tester (ASTM E 274) with ribbed tire (ASTM E 501)—Three tests per test section in left wheelpath at 40 mi/hr. KS US 54 Batesville 2001 12/23/05 KS I-70 Salina/ Juniata 4001 12/14/05 Locked-Wheel Friction Tester (ASTM E 274) with both smooth (ASTM E 524) and ribbed (ASTM E 501) tires—Five tests per test section in left wheelpath at 40 mi/hr. MI I-75 Detroit 1001 10/25/05 Locked-Wheel Friction Tester (ASTM E 274) with smooth tire (ASTM E 524)—Four tests per test section in right wheelpath at 40 mi/hr. NC I-40 Hillsdale/ Clemmons 1001 1/10/06 Locked-Wheel Friction Tester (ASTM E 274) with ribbed tire (ASTM E 501)—Three tests per test section at lane center at 40 mi/hr. TX I-20 Dallas/ Duncanville 1001 8/4/06 Locked-Wheel Friction Tester (ASTM E 274) with both smooth (ASTM E 524) and ribbed (ASTM E 501) tires— Four tests per test section at lane center and in both wheelpaths at 40 mi/hr. WI US 151 Mineral Point 5001 6/29/06 Locked-Wheel Friction Tester (ASTM E 274) with both smooth (ASTM E 524) and ribbed (ASTM E 501) tires—Two tests per test section at lane center and in left wheelpath at 40 mi/hr. 1 mi/hr = 1.61 km/hr Note: No data were provided for sections in California, Colorado, Minnesota, Missouri, and North Dakota. Table 3-4. Summary of high-speed friction tests performed by participating agencies.

HS PROFILER1 CT METER1 DF TESTER1 LOCKED-WHEEL1 STATE SECT ID HWY CONST YEAR TEXTURE DESCRIPTION MPD, mm EMTD, mm MPD, mm MTD, mm TR DFT(20) F(60) FN40S2 04-1001 SR 202L 2003 Long DG (no jacks), 0.235-in. spacing (0.11-in. spacers) 0.64 0.72 0.99 1.06 2.30 80.5 41.73 NA 04-1002 SR 202L 2003 Long DG (jacks), 0.235-in. spacing (0.11-in. spacers) 0.64 0.71 1.01 1.09 2.34 77.0 40. 01 NA 04-1003 SR 202L 2003 Long DG (no jacks), 0.245-in. spacing (0.12-in. spacers) 0.89 0.92 1.58 1.65 2.45 81. 0 46.89 NA AZ 04-1004 SR 202L 2003 Long DG (jacks), 0.245-in. spacing (0.12-in. spacers) 0.61 0.69 0.70 0.78 1.73 67.5 34. 37 NA 06-1002 SR 58 2003 Long DG (no jacks), 0.245-in. spacing (0.12-in. spacers) 0.61 0.69 0.74 0.81 1.87 72.0 36.92 NA 06-1003 SR 58 2003 Long Groove (0.75-in. spacing, 0.125-in. depth), burlap drag 0.70 0.78 1.04 1.10 0.72 71.5 39.06 NA 06-1004 SR 58 2003 Long Groove (0.75-in. spacing, 0.25-in. depth), burlap drag 0.78 0.94 1.23 1.30 0.54 73. 0 41.46 NA 06-1045 SR 58 2003 Long Burlap Drag 0.53 0.63 0.27 0.35 1.70 71.5 35.64 NA 06-1005 SR 58 2003 Long DG (no jacks), 0.23-in. spacing (0.105-in. spacers) 0.56 0.65 0.73 0.81 1.83 68.5 34.82 NA 06-1007 SR 58 2003 Long Groove (0.375-in. spacing, 0.25-in. depth), broom drag 0.64 0.71 1.53 1.58 0.87 67.5 35.98 NA CA 06-1075 SR 58 2003 Long Broom Drag 0.64 0.71 0.25 0.34 1.77 66.0 24.19 NA 71 08-1007 I-70 1994 Long Groove (0.75-in. spacing, 0.125-in. depth), turf drag NA NA 1.28 1.35 0.94 74.5 45.61 NA 08-1008 I-70 1994 Long Turf Drag NA NA 0.27 0.36 1.70 75.0 38.16 NA 08-1009 I-70 1994 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag NA NA 0.82 0.89 1.07 76.5 45.80 NA 08-3001 US 287 2004 Long Heavy Turf Drag NA NA NA NA NA 92.0 52.41 NA 08-3002 US 287 2004 Long Tine (0.75-in. spacing, 0.1875-in. depth), no pretexture NA NA NA NA NA 95.0 54.56 NA 08-3003 US 287 2004 Long Meander Tine (0.75-in. spacing, 0.125-in. depth), no pretexture NA NA NA NA NA 92.0 56.01 NA 08-3004 US 287 2004 Long Groove (0.75-in. spacing, 0.125-in. depth), turf drag NA NA NA NA NA 81.0 44.36 NA 08-3005 US 287 2004 Long DG (no jacks), 0.22-in. spacing (0.095-in. spacers) NA NA NA NA NA 89.0 43.79 NA CO 08-3006 US 287 2004 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag NA NA NA NA NA 89.0 50.70 NA 17-1001 I-55/74 2004 Tran Tine (0.75-in. spacing, 0.15-in. depth), turf drag 1.00 1.01 NA NA NA NA NA 32.3 17-4001 I-57 2003 Dense-Graded AC (Superpave) NA NA 0.50 0.57 1.26 66.0 38.85 40.0 17-5001 I-70 2002 Tran Skew Tine (variable spacing, 0.15-in. depth), turf drag 0.67 0.74 0.47 0.55 1.27 71.5 37.96 30.0 IL 17-8001 I-74 1998 Dense-Graded AC NA NA 0.68 0.76 1.28 67.0 41.26 38.7 19-1002 US 163 1993 Tran Tine (0.5-in. spacing, 0.075-in. depth), turf drag 1.06 1.05 NA NA NA NA NA 33.0 19-1003 US 163 1993 Long Tine (0.5-in. spacing, 0.075-in. depth), turf drag 1.03 1.03 NA NA NA NA NA 37.9 19-1004 US 163 1993 Long Tine (0.75-in. spacing, 0.15-in. depth), turf drag 1.03 1.03 NA NA NA NA NA 39.9 19-1061 US 163 1993 Tran Groove (1-in. spacing, 0.18- to 0.25-in. depth), turf drag 1.05 1.04 NA NA NA NA NA 32.7 19-1007 US 163 1993 Long Turf Drag 1.07 1.06 NA NA NA NA NA 13.7 19-2001 US 34 2004 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag NA NA 0.63 0.69 1.31 43.03 27.313 49.2 19-2002 US 34 2004 Long Tine (0.75-in. spacing, 0.125-in. depth), burlap drag NA NA 0.70 0.75 1.13 38.53 26.283 47.7 19-8001 US 218 1997 Tran Tine (0.75-in. spacing, 0.15-in. depth), turf drag 0.99 0.99 NA NA NA NA NA 53.5 19-8002 US 218 1997 Tran Tine (0.75-in. spacing, 0.15-in. depth), turf drag NA NA NA NA NA NA NA 45.1 IA 19-9002 US 30 2004 Dense-Graded AC (Superpave) NA NA NA NA NA NA NA 26.7 F(60) NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA 35.83 NA 34.11 NA 36.56 41.37 43.31 36.25 17.79 52.91 51.11 56.46 48.53 31.21 SI NOISE, DB(A)1 104.5 105.7 106.35 104.8 105.65 104.8 105.25 104.45 104.45 105.6 105.25 105.9 104.4 106.1 103 104.3 104.4 104.3 102.8 103.8 106.85 102.2 104.45 104.3 106.35 105.4 106.1 109 105.7 103.8 105.3 107.9 107.5 103.5 INT NOISE, DB(A)1 70.4 71.8 73.5 70.1 68.85 69.45 69.9 69.3 67.85 70.9 69.4 68.6 69.8 69.7 70.3 71.3 69.21 68.1 69.9 70.9 68.1 69.05 68.8 71.2 71.2 72.2 74.2 72.1 71.2 72.2 71.4 69.9 68.5 CPB NOISE, DB(A) NA NA NA NA NA NA NA NA NA NA NA NA NA NA 77.85 NA NA 78.65 NA NA NA 76.8 80.95 NA NA NA NA NA NA 78.6 80.55 NA NA NA Table 3-5. Texture, friction, and noise data. (continued on next page)

HS PROFILER1 CT METER1 DF TESTER1 LOCKED-WHEEL1 STATE SECT ID HWY CONST YEAR TEXTURE DESCRIPTION MPD, mm EMTD, mm MPD, mm MTD, mm TR DFT(20) F(60) FN40S2 F(60) SI NOISE, DB(A)1 INT NOISE, DB(A)1 CPB NOISE, DB(A) 20-1002 US 69 2004 Long DG (no jacks), 0.235-in. spacing (0.11-in. spacers) & standard-sawed joints 0.53 0.63 0.77 0.85 2.15 60.5 31.57 43.2 (FN40R) 31.14 104.65 72.2 NA 20-1004 US 69 2004 Long DG (no jacks), 0.245-in. spacing (0.12-in. spacers) & single-sawed joints 0.62 0.70 0.79 0.86 2.29 60.5 33.34 43.3 (FN40R) 31.84 105.5 72.55 77.9 20-1005 US 69 2004 Long DG (jacks), 0.255-in. spacing (0.13-in. spacers) & standard-sawed joints 0.63 0.71 0.95 1.01 2.13 64.0 34.74 46.0 (FN40R) 33.56 105.3 72.75 NA 20-1006 US 69 2004 Long DG (jacks), 0.255-in. spacing (0.13-in. spacers) & single-sawed joints 0.63 0.70 0.97 1.03 2.13 62.5 34.27 45.6 (FN40R) 33.36 105.4 72.65 NA 20-1007 US 69 2004 Long DG (no jacks), 0.255-in. spacing (0.13-in. spacers) & standard-sawed joints 0.61 0.69 0.98 1.04 2.21 62.5 34.08 47.0 (FN40R) 34.19 105.1 72.95 NA 20-1008 US 69 2004 Long DG (no jacks), 0.255-in. spacing (0.13-in. spacers) & single-sawed joints 0.86 0.90 0.91 0.98 2.18 64.5 38.96 45.9 (FN40R) 35.52 106.4 74.1 NA 20-1010 US 69 2004 Long Tine (0.75-in. spacing, 0.15-in. depth), turf drag 0.56 0.65 0.65 0.72 1.22 70.0 35.95 50.8 (FN40R) 36.26 105.35 73.4 NA 20-2001 US 54 2004 Ultra-Thin Bonded Wearing Course (0.1875-in. NMAS) NA NA NA NA NA NA NA 39.9 42.98 100.6 69.3 NA KS 20-4001 I-70 2004 Ultra-Thin Bonded Wearing Course (0.375-in. NMAS) 1.20 1.18 0.94 1.01 1.26 78. 5 47.6 53.4 56.26 103.1 70.4 79 .15 MI 26-1001 I-75 1993 Exposed Aggregate Concrete NA NA NA NA NA NA NA 22.2 26.38 108 70.1 NA 27-1001 US 169 1996 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag 0.77 1.01 NA NA NA NA NA NA NA 105 69.6 NA 27-2003 I-94/694 2003 Long Broom Drag 0.59 0.67 NA NA NA NA NA NA NA 105.7 71.15 NA 27-2004 I-94/694 2004 Long Turf Drag 0.58 0.67 NA NA NA NA NA NA NA 104.9 69.5 NA 27-5001 I-694 1990 Long Turf Drag 0.58 0.66 NA NA NA NA NA NA NA 106.5 71.8 NA 27-7001 US 169 1996 Long Turf Drag 0.61 0.69 0.40 0.48 1.47 71.5 37.67 NA NA 106.8 71.45 NA MN 27-8001 US 169 1996 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag 0.89 1.84 0.91 0.98 1.12 75.0 43.65 NA NA 108.15 72.8 NA MO 29-1001 US 36 2004 Tran Tine (0.5-in. spacing, 0.125-in. depth), no pretexture 1.09 1.07 0.64 0.71 1.16 68.0 42.23 NA NA 104.9 69.1 80.25 NC 37-1001 I-40 2004 Ultra-Thin Bonded Wearing Course (0.375-in. NMAS) NA NA 0.82 0.88 1.25 65.5 42.98 50.7 53.30 NA NA NA 38-2001 I-94 1999 Long Heavy Turf Drag 0.86 0.89 0.57 0.65 1.22 81.0 46.06 NA NA 110.3 73.1 NA 38-2002 I-94 1999 Tran Tine (variable spacing, 0.1-in. depth), turf drag 0.61 0.69 0.39 0.47 1.77 78.5 40.21 NA NA 105.5 68.85 NA ND 38-6001 I-94 2000 Tran Skew Tine (variable spacing, 0.15-in. depth), turf drag 0.90 0.93 0.65 0.73 1.22 67.5 40.20 NA NA 108.5 74.4 NA TX 48-1001 I-20 2004 Shotblasted Concrete 0.87 0.90 0.69 0.78 1.76 46.5 30.33 25.3 29.18 108.05 72.55 84 WI 55-1001 US 151 2003 Tran Tine (variable spacing, 0.15-in. depth), turf drag NA NA 0.82 0.88 1.02 80.5 46.49 51.0 54.27 107.3 71.3 82.6 1 Mean values based on right wheelpath and lane center measurements. 2 Smooth tire friction number, unless otherwise noted. 3 Values substantially lower than expected. NA=Not available Table 3-5. (Continued).

Next: Chapter 4 - Construction and Evaluationof New Test Sections »
Texturing of Concrete Pavements Get This Book
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TRB’s National Cooperative Highway Research Program (NCHRP) Report 634: Texturing of Concrete Pavements explores a recommended process for determining the type of concrete pavement texture that may be used for a specific highway project. The process considers the effects of texture type on friction and noise characteristics.

Appendixes A through F contained in the research agency’s final report are available online. The appendixes provide detailed information on the literature review, test results, and data analysis, as well as a sample specification for texture.

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