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Texturing of Concrete Pavements (2009)

Chapter: Chapter 4 - Construction and Evaluationof New Test Sections

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Suggested Citation:"Chapter 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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 4 - Construction and Evaluationof New 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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Selecting Surface Textures for Detailed Evaluation By using a systematic procedure to rank the friction, tex- ture, and noise characteristics of existing texture test sections, a few forms of textures were identified as having good poten- tial to provide adequate friction and reduced noise character- istics. These textures, described in Table 4-1, were selected for additional evaluation in newly constructed test sections as part of a paving project. The evaluation (1) examined the con- structability, performance, and durability of the different textures; (2) further analyzed their performance and durabil- ity; and (3) helped identify rational requirements for texture, friction, and noise. Identification of a Candidate Paving Project Several state highway agencies were asked about their ability to incorporate the selected texturing types in a paving project and support the field work. Although a few states expressed interest and identified possible projects, they were not selected because of construction schedule and other constraints. Sub- sequently, an offer by the Illinois State Toll Highway Author- ity (ISTHA, now the Illinois Tollway) to construct the test sections as part of a new alignment construction project in the southwest suburbs of Chicago was accepted. Details of the sub- ject project and the construction of the various test sections are provided in the following sections. Project Overview The PCC paving project selected for constructing and test- ing the selected surface textures was the South Extension of the I-355 North-South Tollway between I-55 and I-80 near Joliet, Illinois. This project is six lanes wide and 12.5 mi (20.1 km) long and contains intermittent interchanges and an open road- style toll plaza. The one-way average daily traffic (ADT) in 2008 was estimated to be 53,000 veh/day, with 7 percent commer- cial vehicles, and is expected to grow to 84,000 veh/day by 2030. Construction on this multi-contracted project commenced in late 2004 with land clearing operations. Major earthwork began in 2005, and bridge and interchange work and general grading operations started in 2006. Aggregate subbase for the mainline roadway was placed in fall 2006 and spring 2007. Hot mix asphalt (HMA) base and PCC surface paving operations were begun in April 2007 and completed in July 2007. Special provisions detailing the construction requirements for the proposed test sections were developed and incorporated in the construction contract documents. The design cross section of the mainline pavement struc- ture, as shown in Figure 4-1, consists of a 12-in. (305-mm) thick PCC surface resting on a 3-in. (76-mm) HMA base and 12-in. (305-mm) dense aggregate subbase. The outside lane, which was chosen as the location for the test sections, is 13 ft (4 m) wide (the center and inside lanes are each 12 ft [3.7 m] wide). PCC transverse joints are spaced 15 ft (4.6 m) and include 1.5-in. (38-mm) diameter dowel bars spaced 12 in. (305 mm) apart. Longitudinal joints are tied with #6 (0.75-in. [19-mm] diameter) tie bars spaced at 12 in. (305 mm). Construction of New Test Sections Mainline PCC paving consisted of two separate slipform paving runs. In the first run, the 12-ft (3.7-m) wide center and 13-ft (4.0-m) wide outside lanes were paved monolith- ically in each direction. In the second run, the 12-ft (3.7-m) inside lane was paved in each direction, with tie-in to the center lane slab. Placement of the 3-in. (76-mm) HMA base on the dense aggregate subbase typically preceded the paving work of the first paving run by 2 to 3 days. Also, a paving gap of about 125 ft (38 m) for both directions was required at the toll plaza due to the structural work that took place on both sides of the C H A P T E R 4 Construction and Evaluation of New Test Sections 27

28 Primary Texture Heavy Turf Drag (MTD ≥ 0.04 in. [1mm], Minnesota Astroturf) Pre-Texture/ Secondary Texture None None Turf Drag Turf Drag Turf Drag Burlap Drag Turf Drag Burlap Drag Burlap Drag Texture Tining Diamond Grinding Tining Tining Tining Grooving Grooving Tining Tining Direction Longitudinal Longitudinal Longitudinal Meander Longitudinal Longitudinal Longitudinal Longitudinal Transverse Transversec Spacing, in. (mm) 0.75 (19) 0.11 (2.8) 0.75 (19) 0.75 (19) 0.75 (19) 0.75 (19) 0.75 (19) 0.5 (12.7) Variable Depth, in. (mm) 0.125 (3.2) - 0.125 (3.2) 0.125 (3.2) <0.1 (<2.5) 0.25 (6.4) 0.25 (6.4) 0.125 (3.2) 0.125 (3.2) Other - Without jacks Sinusoidal Wavea - Shallow Tining - - Georgia 0.5-in. (12.7-mm) spacing - Texture No. 1 2 3 4 5 6 7 8 9 10b 11c Participating Agency Standard a Sinusoidal wave with wavelength of 16 ± 2 in. (406 ± 50 mm) and amplitude of 8 ± 2 in. (203 ± 50 mm). b Control sections for reference. c Skewed or nonskewed, depending on joint orientation. Table 4-1. Features of the selected texturing types. 11 ft 13 ft 12 ft 12 ft 14 ft C L Northbound Southbound 6-in. HMA Shoulder 12-in. Dense Aggregate Subbase 12-in. PCC (doweled and tied) 3-in. HMA Base 0.19 in./ft Figure 4-1. Pavement cross-section. roadway. The paving and texturing equipment used in the first paving run (center and outside lanes) were as follows: • Concrete Paver—25-ft (7.6-m) wide monolithic slipform paver, equipped with spreader, dowel bar inserter (DBI), and tie-bar inserter (TBI); • Pavement Surface Texturing Machine—25-ft (7.6-m) wide with front-mount turf/burlap drag, center-mount trans- verse or longitudinal tining carriage, and rear-mount cur- ing compound applicator. For the first paving run, the concrete was hauled in on semi-trailer dump trucks and concrete transport trucks and dumped on the 3-in. (76-mm) HMA base in front of the paver. The PCC was spread, consolidated, and screeded by the paver, and automatically fitted with dowel bars (every 15 ft [4.6 m]) and tie bars (inside edge of center slab and at interface of center and outside slabs). The surface was then manually floated and edged prior to the prescribed texturing (pretexture and/or tine) and curing application, which was completed using the texturing machine.

29 Table 4-2 lists the surface textures that were constructed and notes the deviations from the originally planned textures. As noted, the following modifications were made: • Addition of a second heavy turf drag section (Texture 1b). • Elimination of the longitudinal meander tine (Texture 4) because of its very high construction cost. • Addition of a longitudinal tine with heavy turf drag pre- texture (Texture 5b). • Inclusion of a second texture (skewed variable tine) (Tex- ture 12). In general, each day of paving associated with the first paving run (center and outside lanes) involved a different surface tex- ture. Figure 4-2 shows the sequence of paving for the first paving run, the beginning and ending locations (in stations) of each day’s paving, and the texturing applied as part of the study. Only the specified pre-texture for Textures #3, #7, and #8 was applied at the time of paving; the associated grinding/grooving was performed several weeks later. Paving and fresh concrete texturing activities were closely monitored and documented. Tire tread depth gauge measure- ments of the various tinings were taken behind the tining machine to check accuracy of groove dimensions (i.e., spacing and depth). Sand patch tests were conducted on heavy turf drag sections within 2 days after placement to check the mean texture depth (MTD) requirement. Table 4-3 provides addi- tional information on each day’s paving, including the weather conditions and description of the texturing activities. Fig- ures 4-3 through 4-11 illustrate the paving operations and resulting surface textures. Diamond Grinding and Grooving As indicated in Table 4-3, all of the formed or fresh concrete textures (e.g., deep turf drag, longitudinal tining, and trans- verse tining) at the test site were completed between April 30 and May 25, 2007. The three cut or hardened concrete textures were constructed several weeks later (September 29 through October 6, 2007), following the completion of paved shoulders on which the grinding/grooving equipment could operate. Weather conditions during the grooving and grinding opera- tions were fairly seasonal, with daily highs in the upper 70s to lower 80s and only a trace of precipitation on one day. Grind- ing and grooving was performed full-width over the center and outside lanes. The diamond grinding equipment and TEXTURE Primary (spacing × depth) Secondary COMMENTS None Heavy Turf Drag (MTD 0.015 – 0.03 in. (0.4 – 0.75 mm) None Heavy Turf Drag (MTD 0.025 – 0.04 in. (0.6 - 1.1 mm) Section 1b added due to inadequate levels of MTD in Section 1a Long Tine—0.75 in. × 0.13 in. (19 mm × 3.2 mm) None Long Diamond Grind—0.11 in. (2.8 mm) (without jacks) None Long Meander Tine—0.75 in. × 0.13 in. (19 mm × 3.2 mm) Std Turf Drag Not installed due to high cost. Long Tine—0.75 in. × 0.13 in. (19 mm × 3.2 mm) Std Turf Drag Long Tine—0.75 in. × 0.13 in. (19 mm × 3.2 mm) Heavy Turf Drag Section 5b added to examine effects of heavy turf drag pretexture Shallow Long Tine—0.75 in. × <0.1 in. (19 mm × <2.5 mm) Std Turf Drag Long Groove—0.75 in. × 0.25 in. (19 mm × 6.4 mm) Burlap Drag Long Groove—0.75 in. × 0.25 in. (19 mm × 6.4 mm) Std Turf Drag GA 0.5-in. Tran Tine—0.5 in. × 0.13 in. (12 mm × 3.2 mm) 3.2 mm) (ISHTA “Old” Std) 0.13 in. (3.2 mm) (ISHTA “New” Std) Burlap Drag Variable Tran Tine—variable* × 0.13 in. (3.2 mm) Burlap Drag Tran Tine—1 in. × 0.13 in. (25.4 mm × Burlap Drag TEXTURE NO. 1a 1b 2 3 4 5a 5b 6 7 8 9 10 11 12 Skewed Variable Tine—variable** × Std Turf Drag Section 12 added to evaluate Illinois Tollway’s new texturing standard * Spacing varies from 0.38 to 0.81 in. (10 to 21 mm), with average spacing of 0.5 in. (12.7 mm). ** Spacing varies from 0.67 to 2.13 in. (17 to 54 mm), with average spacing of 1.46 in. (37.1 mm). Table 4-2. Constructed textures.

30 the resulting texture are shown in Figures 4-12 through 4-14. The diamond groove textures were created using a bridge deck groover, equipped with a 30-in. (762-mm) diamond- blade cutting head. Figures 4-15 through 4-17 show the grind- ing equipment and produced texture. Establishing Test Segments Figure 4-18 shows the location of the test sections on the site. Most test segments were 528 ft (161 m) long. Locations of the segments were chosen to provide a good representa- tion of the specified texture and to keep clear of roadway fea- tures that could affect friction, texture, and noise measurements (e.g., overpasses, overhead sign structures, embankments, loca- tions that were diamond ground to remove bumps or exces- sive roughness). Collection of Concrete Data Concrete mixture design and materials/construction qual- ity data of the pavement were obtained from the project QA/QC testing contractor. These data included the following: • Mixture Design – Aggregate type/source, properties. – Cement content/water-to-cement ratio. – Slump. – Gradation. – Compressive strength. TOLL PLA ZA Rt 7 (159 th St) Division St (167th St Bruce Rd (175 th St) T36N Farrell Rd Gouger Rd Cedar Rd 163 rd St Spring Creek 193+62 (end bri dge) 186+42 (begin bridge) 193+75 215+42 240+08 235+65 (Bruce ) 265+75 267+32 293+55 (Division/167 th ) 285+92 4/30/07—PCC Paving w/ Std Turf Drag Only Tx #8 —Std Turf Dr ag + Lon g Groove 5/1/07—PCC Paving w/ Burlap Drag Only Tx #7—Burlap Drag + Long Groove 5/2/07—PCC Paving w/ No Pretexture Tx #3—No Pretexture + Long Grind 5/3/07—PCC Paving w/ Heavy Turf Drag Tx #1a—Heav y Turf Dr ag (ori g) 305+06 313+90 (Gou ger ) 322+55 (163 rd ) 5/14/07—PCC Paving w/ Burlap Drag & Tran Tine Tx #9—Burlap Drag + 0.5-in Tran Tine (GA Design) 349+67 (Rt 7/159 th ) 5/15/07—PCC Paving w/ Burlap Drag & Random Tran Tine Tx #10 —Burlap Drag + Random Tran Tine 321+25 322+92 300+03 5/21/07—PCC Paving w/ Burlap Drag & Tran Tine Tx #11—Burlap Drag + 1-in Tran Tine 5/22/07—PCC Paving w/ Burlap Drag & Tran Tine Tx #2—No Pretexture + 0.75-in Long Tine 272+92 241+97 5/23/07—PCC Paving w/ Heavy Turf Drag & Long Tine Tx #5b —Heavy Turf Drag + 0.75-in Long Tine 256+00 5/23/07—PCC Paving w/ Turf Drag & Long Tine Tx #5a—Std Turf Drag + 0.75-in Long Tine TOLL PLA ZA 5/23/07—PCC Paving w/ Heavy Turf Drag Tx #1b —Heavy Turf Drag (mod) 267+08 266+08 214+85 5/24/07—PCC Paving w/ Turf Drag & Long Tine Tx #6—Std Turf Drag + Shallow 0.75-in Long Tine 193+75 5/25/07—PCC Paving w/ Turf Drag & Tran Tine Tx #12—Std Turf Drag + Skewed Random Tine (new ISTHA Std) I-355 SOUTH EXTENSION Figure 4-2. Concrete paving and texturing sequence.

Texture No. and Description Location, Station/Direction Date and Time of Paving Weather Conditions Description of Texturing Operations 1a—Heavy Turf Drag (orig) 267+92 to 285+92 NB 5/3/07, 6:00 am - 4:00 pm Clear and Sunny, Light to Moderate Winds (50 - 70°F) Turf drag pretexture created using 24-ft wide by 4-ft long polyethylene turf mat weighted down with 22-ft long 2×10 lumber. 1 pass—combined turf drag and curing compound spray (distance maintained behind paver = 50 to 125 ft). 1b—Heavy Turf Drag (mod) 266+08 to 256+00 SB 5/23/07, 6:00 am - 5:00 pm Clear and Sunny Light Winds (am), Moderate Winds (pm) (58 - 88°F) Turf drag pretexture created using 24-ft wide by 4-ft long polyethylene turf mat weighted down with 22-ft long 2×10 and 22-ft long 2×6 lumber. 1 pass—combined turf drag and curing compound spray (distance maintained behind paver = 50 to 125 ft). 2—No Pretexture + 0.75-in. Long Tine 300+03 to 272+92 SB 5/22/07, 6:00 am - 7:00 pm Clear and Sunny, Light to Moderate Winds (56 - 86°F) No pretexture applied; longitudinal tining created using tines uniformly spaced 0.75 in. (19 mm) apart. 2 passes—first pass for longitudinal tining, second pass for curing compound spray (distance maintained behind paver = 50 to 125 ft). 3—No Pretexture + Long Grind 240+08 to 265+75 NB 5/2/07, 6:00 am - 5:30 pm Partly Cloudy, Moderate Winds (50 - 72°F) No pretexture applied; surface just floated and edged, and sprayed with curing compound. 5a—Std Turf Drag + 0.75-in. Long Tine 256+00 to 241+97 SB 5/23/07, 6:00 am - 5:00 pm Clear and Sunny Light Winds (am), Moderate Winds (pm) (58 - 88°F) Turf drag pretexture and longitudinal tining created using (a) 24-ft wide by 4-ft long polyethylene turf mat (unweighted) and (b) longitudinal tines uniformly spaced 0.75 in. (19 mm) apart. 2 passes—first pass for combined turf drag and longitudinal tining, second pass for curing compound spray (distance maintained behind paver = 75 to 100 ft). 5b—Heavy Turf Drag + 0.75-in. Long Tine 272+92 to 267+08 SB 5/23/07, 6:00 am - 5:00 pm Clear and Sunny Light Winds (am), Moderate Winds (pm) (58 - 88°F) Turf drag pretexture and longitudinal tining created using (a) 24-ft wide by 4-ft long polyethylene turf mat weighted down with 22-ft long 2×10 lumber and (b) longitudinal tines uniformly spaced 0.75 in. (19 mm) apart. 2 passes—first pass for combined turf drag and longitudinal tining, second pass for curing compound spray (distance maintained behind paver = 75 to 100 ft). 6—Std Turf Drag + 0.75-in. Shallow Long Tine 241+97 to 214+85 SB 5/24/07, 6:30 am - 5:30 pm Clear and Sunny, Moderate to Strong Winds (65 - 89°F) Turf drag pretexture and longitudinal tining created using (a) 24-ft wide by 4-ft long polyethylene turf mat (unweighted) and (b) longitudinal tines uniformly spaced 0.75 in. (19 mm) apart. 2 passes—first pass for combined turf drag and longitudinal tining, second pass for curing compound spray (distance maintained behind paver = 75 to 100 ft). Table 4-3. Details of concrete paving activities on South Extension. (continued on next page)

7—Burlap Drag + Long Groove 215+42 to 240+08 NB 5/1/07, 6:00 am - 7:00 pm Partly Cloudy, Moderate Winds (56 - 78°F) Burlap drag pretexture created using 24-ft wide by 4-ft long burlap section. 1 pass—combined burlap drag and curing compound spray (distance maintained behind paver = 50 to 125 ft). 8—Std Turf Drag + Long Groove 193+75 to 215+42 NB 4/30/07, 6:00 am - 7:00 pm Clear and Sunny, Light Winds (52 - 75°F) Turf drag pretexture created using 24-ft wide by 4-ft long polyethylene turf mat (unweighted). 1 pass—combined turf drag and curing compound spray (distance maintained behind paver = 50 to 125 ft). 9—Burlap Drag + 0.5-in. Tran Tine (GA design) 285+92 to 305+06 NB 5/14/07, 6:00 am - 5:30 pm Clear and Sunny, Light to Moderate Winds (54 - 90°F) Burlap drag pretexture and transverse tining created using (a) 24-ft wide by 4-ft long burlap section and (b) transverse tines uniformly spaced 0.5 in. (13 mm) apart. 2 passes—first pass for combined burlap drag and transverse tining, second pass for curing compound spray (distance maintained behind paver = 75 to 100 ft). 10—Burlap Drag + Variable Tran Tine 305+06 to 321+25 NB 5/15/07, 6:00 am - 3:30 pm Clear and Sunny (am), Light Showers (pm) Light to Moderate Winds (58 - 79°F) Burlap drag pretexture and transverse tining created using (a) 24-ft wide by 4-ft long burlap section and (b) transverse tines spaced according to dimensions given in Table B-1 in Appendix B (available on line). 2 passes—first pass for combined burlap drag and transverse tining, second pass for curing compound spray (distance maintained behind paver = 75 to 100 ft). 11—Burlap Drag + 1-in. Tran Tine (ISTHA Std) 322+92 to 300+03 SB 5/21/07, 6:00 am - 6:00 pm Clear and Sunny, Light Winds (45 - 83°F) Burlap drag pretexture and transverse tining created using (a) 24-ft wide by 4-ft long burlap section and (b) transverse tines uniformly spaced 1.0 in. (25 mm) apart. 2 passes—first pass for combined burlap drag and transverse tining, second pass for curing compound spray (distance maintained behind paver = 75 to 100 ft). 12—Std Turf Drag + Skewed Variable Tine 214+85 to 193+75 SB 5/25/07, 7:00 am - 6:00 pm Partly Cloudy, Light Winds (56 - 72°F) Turf drag pretexture and transverse tining created using (a) 24-ft wide by 4-ft long polyethylene turf mat (unweighted) and (b) transverse tines spaced according to dimensions given in Table B-2 in Appendix B (available on line). 2 passes—first pass for combined turf drag and skewed transverse tining, second pass for curing compound spray (distance maintained behind paver = 75 to 100 ft). Note: Wind speed classification according to Beaufort wind speed scale (Light = 1-10 mi/hr, Moderate = 10-22 mi/hr, Strong = 22-33 mi/hr) 1 in. = 25.4 mm; 1 ft = 0.305 m; 1 mi = 1.61 km; °C = 5/9×(°F−32) ISTHA=Illinois State Toll Highway Authority Texture No. and Description Location, Station/Direction Time of Paving Date and Weather Conditions Description of Texturing Operations Table 4-3. (Continued).

33 Figure 4-3. PCC paving. Figure 4-4. Longitudinal tining. Figure 4-5. Longitudinally tined surface. Figure 4-6. Heavy turf drag texturing. Figure 4-7. Heavy turf drag finish (Section 1b). Figure 4-8. 0.5-in (12.7-mm) transverse tining (Section 9).

34 Figure 4-9. Shallow longitudinal tine (Section 6). Figure 4-10. Longitudinal tine with heavy turf drag pretexture (Section 5b). Figure 4-11. Variable transverse tine (Section 10). Figure 4-12. Diamond grinding machine. Figure 4-13. Diamond-ground surface (Section 3). Figure 4-14. Close-up picture of diamond-ground surface (Section 3).

35 corresponding outputs) performed on the existing texture test sections. These included texture measurements with the CT Meter (ASTM E 2157) and the high-speed texture profiler, friction measurements with the DF Tester (ASTM E 1911) and the locked-wheel tester (ASTM E 274), and measurements for near-field SI noise, interior vehicle noise, and far-field CPB noise. CT Meter and DF Tester testing were performed at two dif- ferent time periods: the first during the week of July 23, 2007, and the second during the week of October 7, 2007. In gen- eral, the same testing protocols were followed, with repeat tests conducted in both the right wheelpath (24 in. [610 mm] from lane edge) and lane center (72 in. [1,830 mm] from lane edge) of the test segment established within each test section. Although test segments on the South Extension were about half of the length of the segments representing existing tex- tures (528 ft versus 1,056 ft [161 m versus 322 m]), the same number of CT Meter and DF Tester tests were performed— 15 each in the right wheelpath and lane center along the length of each test segment. Noise and high-speed texture were tested at various times between late July and early October, 2007. SI data were collected in accordance with AASHTO Provisional Standard TP076-08 (in draft form), which included a vertical dual probe configura- tion with the new ASTM Standard Reference Test Tire (SRTT) (see Figures 4-19 and 4-20). At least three test runs were made with the pairs of microphones simultaneously collecting front and rear SI data. The average of the front- and rear-measured SI values was then computed. Prior to formal SI testing, a comparison was made of the dual-probe/SRTT test method and the single-probe/Aquatred III method. Multiple test runs were made with each setup on two different test sections. The overall average difference in SI measurements was insignificant (0.1 dB(A)), thus no Figure 4-15. Longitudinal grooving machine. Figure 4-16. Longitudinal grooved center lane (Section 7). Figure 4-17. Close-up picture of longitudinal grooving (Section 7). • Materials/Construction Quality – Water-to-cement ratio. – Slump. – Air content. – Air and mix temperatures. – Compressive strength (3- and 14-day). – Initial smoothness (profilograph traces and zero blanking-band profile index [PI0.0] values for 0.1-mi [0.16-km] segments before and after grinding). Texture, Friction, and Noise Test Procedures Field Testing Protocol Measurement of texture, friction, and noise of the newly constructed sections was obtained using the same tests (and

36 163 rd St Overpass 267+92 270+00 280+00 290+00 300+00 340+00 330+00 320+00 310+00 350+00 285+92 305+06 333+22 338+00 265+75 287+57 267+25 (Plaza Overhead Structure ) Toll Plaza Toll Plaza 283+00 284+10 ( Pl aza Overhead Si g n ) 303+30 337+00 326+56 NB SB 290+57 300+54 306+54 Emban k 167 th /Division St Emban k 293+55 321+25 322+55 313+90 Gouger Rd Overpass 322+92 300+03 272+92 305+50 ( Pl aza Overhead Si g n ) 267+08 Emban k Texture 10 Burlap Drag + Random Tran Tine (307+00 to 312+28 OSL) Texture 11 Burlap Drag + 1-in Tran Tine (ISTHA std) (307+43 to 302+15 CL) Texture 2 No Pretexture + 0.75-in Long Tine (300+03 to 294+75 OSL) Texture 9 Burlap Drag + 0.5-in Tran Tine (GA design) (286+00 to 291+28 OSL) Texture 1a Heavy Turf Drag (orig) (276+32 to 279+92 OSL) Texture 5b Heavy Turf Drag + 0.75-in Long Tine (272+50 to 267+50 CL) Figure 4-18a. Location of test sections on the test site north end.

37 Emban k 222+20 ( Pl aza Overhead Si gn ) 193+50 190+00 200+00 210+00 220+00 260+00 250+00 240+00 230+00 270+00 240+08 232+42 247+42 250+42 265+75 193+62 193+75 214+85 241+97 256+00 Texture 1b Heavy Turf Drag (m od) (261+28 to 256+00 OSL) 266+08 249+00 240+93 224+93 267+25 (Plaza Overhead Structure) 248+60 ( Pl aza Overhead Si g n ) Toll Plaza Toll Plaza Emban k 235+65 Bruce Rd Overpass Emban k Spring Creek Bridge Pond 195+65 ( Pl aza Overhead Si g n ) 220+00 (Plaza Overhead Sign) NB SB Emban k Texture 6 Std Turf Drag + Shallow 0.75-in Long Tine (234+83 to 229+55 OSL) Texture 5a Std Turf Drag + 0.75-in Long Tine (254+28 to 249+00 OSL) 211+08 215+42 224+00 Texture 3 No Pretexture + Long Grind (244+72 to 250+00 OSL) 229+42 Em ba nk Texture 7 Burlap Drag + Long Groove (227+11 to 232+39 CL) Texture 8 Std Turf Drag + Long Groove ( 201+96 to 207+24 OS L ) Texture 12 Std Turf Drag + Skew ed Rando m Tine (new ISTHA std) (214+85 to 209+57 OSL) Figure 4-18b. Location of test sections on the test site south end.

38 adjustments were made and formal testing commenced. The dual-probe/SRTT test method reduced by half the number of runs required to average the front and rear SI measurements and increased mechanical reliability. In addition, the reduced vibration of the probe bracket resulted in less variability in the data. In the case of far-field CPB tests, the setup was placed at 300 ft (91.5 m) from the start instead of 508 ft (155 m). Also, because the outside shoulders were largely incomplete during testing, it was decided that CPB measurements would be obtained by setting up the noise equipment on the inside shoul- der and driving the test segment with the Aquatred III tires mounted on the left side of the vehicle closest to the micro- phone. Thus the 25-ft (7.6-m) offset distance prescribed in the pass-by test was maintained and no correlation was needed for differing tire types, since the Aquatred tire was used for the existing test sections and the new Tollway sections. In addition, to eliminate background noise, CPB testing was conducted dur- ing periods when there was no construction traffic, usually after the end of the work shift or on weekends. Locked-wheel friction testing was also performed at two different times: in early September and in mid October. In the first round of testing, both ribbed (ASTM E 501) and smooth (ASTM E 524) test tires were used, with three tests performed per tire at both the lane center and the right wheelpath. In the second round of testing, only ribbed tire testing of the lane center and right wheelpath was performed. Texture, Friction, and Noise Test Results This section summarizes the results of the texture, friction, and noise tests conducted on the test sections. The results are provided in terms of the key outputs from the various tests and other extrapolated indices. Table 4-4 lists the mean texture values for each test sec- tion, based on measurements from both the right wheelpath and the lane center, the mean micro-texture and friction values measured for each section, and the mean noise levels, as measured at the pavement–tire interface, in the vehicle interior, and at the side of the road. (Detailed results are presented in Appendix D.) Figure 4-19. SI vertical dual-probe configuration. Figure 4-20. ASTM SRTT and Goodyear Aquatred III test tire.

High-speed Profiler1 CT Meter1 DF Tester1 Locked-Wheel1 Texture Description MPD, mm EMTD, mm MPD, mm MTD, mm TR DFT(20)2 CPB NOISE, DB(A) Long Heavy Turf Drag4 0.40 0.52 N/A N/A N/ A 45.6 #N/A Long Heavy Turf Drag (mod)4 0.32 0.46 0.28 0.36 1.96 32.7 79.3 Long Tine (0.75-in. spacing, 0.125-in. depth), no pretexture 0.71 0.75 0.60 0.66 1.10 36.0 79.5 Long DG (no jacks), 0.235-in. spacing (0.11-in. spacers) 0.35 0.48 0.65 0.71 2.41 48.3 77.5 Long Tine (0.75-in. spacing, 0.125-in. depth), turf drag 0.55 0.65 0.51 0.58 1.19 33. 3 77.6 Long Tine (0.75-in. spacing, 0.125-in. depth), heavy turf drag 1.22 1.20 1.02 1.06 1.25 42.9 82.4 Long Tine (0.75-in. spacing, 0.075-in. depth), turf drag 0.54 0.63 0.49 0.56 1.23 34. 1 78.7 Long Groove (0.75-in. spacing, 0.25-in. depth), burlap drag 1.04 1.05 1.02 1.06 0.74 44.8 79.1 Long Groove (0.75-in. spacing, 0.25-in. depth), turf drag 0.98 0.98 1.22 1.25 0.78 53.6 78.3 Tran Tine (0.5-in. spacing, 0.125-in. depth), burlap drag (GA design) 0.48 0.59 0.48 0.55 1.41 42.4 80.7 Tran Tine (variable spacing, 0.125-in. depth), burlap drag 0.62 0.70 0.62 0.68 1.36 36.8 81.2 Tran Tine (1.0-in. spacing, 0.125-in. depth), burlap drag (old ISTHA std) 0.50 0.60 0.44 0.51 1.10 34.3 80.3 Sect No. 1a 1b 2 3 5a 5b 6 7 8 9 10 11 12 Tran Skew Tine (variable spacing, 0.125-in. depth), turf drag (new ISTHA std) 0.64 0.71 0.58 0.65 1.28 36.9 F(60)2 23.1 19.9 23.9 22.8 21.1 30.8 21.2 30.5 34.6 23.6 23.4 20.9 23.5 FN40S/FN40R ------ / 45.4 24.1 / 48.5 33.2 / 46.3 ------ / 53.1 35.0 / 48.7 44.2 / 47.5 34.0 / 45.9 ------ / 46.8 ------ / 57.1 ------ / 46.0 37.3 / 60.0 35.1 / 49.6 ------ / 45.4 F(60)3 ------ / 31.8 24.7 / 30.8 32.1 / 29.8 ------ / 34.1 37.8 / 32.7 41.8 / 31.8 34.1 / 31.7 ------ / 30.4 ------ / 35.6 ------ / 29.7 36.9 / 40.5 31.8 / 32.1 ------ / 31.8 SI NOISE, DB(A)1 101.55 101.79 103.23 100.48 102.35 105.31 102.20 101.69 102.47 102.63 102.85 104.07 102.69 INT NOISE, DB(A)1 69.50 69.10 69.50 67.60 71.10 72.00 68.40 68.10 68.00 67.70 68.80 69.30 67.80 80.1 1 Mean values based on right wheelpath and lane center measurements. 2 Values substantially lower than expected. 3 Smooth-Tire Friction Number, unless otherwise noted. 4 Sand patch tests conducted on heavy turf drag textures (after hardening of the PCC) yielded average MTD values of 0.023 in. (0.6 mm) for Sect 1a and 0.03 in. (0.76 mm) for Sect 1b. NA=Not available Table 4-4. Texture, friction, and noise test data.

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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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