A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Concrete Pavement Texturing Methods: A Review of New York's Experience
Skid resistance of portland cement concrete pavements in New York, textured both experimentally and operationally by a variety of methods since 1969, is reviewed. The methods included burlap dragging, natural-bristle brooming, wire-bristle brooming, fluted floating, and metal tining. It is concluded that changes made in contract specifications between 1969 and 1974 for pavement texturing have resulted in successive improvements in both skid resistance of new pavements and length of time during which acceptable levels of skid resistance are retained. It is estimated that the current requirement for metal-tine texturing (3/16-in. deep on 3/4-in. centers) will result in a mean skid number of 59 on new pavements, and that at least 90 percent of pavements will have skid numbers of 32 or more up to 3 million vehicle passes. This level of performance is expected to improve with the continuing decline being experienced in use of tungsten-carbide-studded snowtires. The wear factor measured for pavements textured with metal tines (0.11) was lower than that for pavements textured by most other methods, but substantially larger than the maximum suggested by FHWA for high-speed, high-volume highways (0.05). Finally, the percent skid resistance-speed gradient permitted predictions of SN55 from measurements of SN40 with a level of accuracy consistent with error normally encountered in skid testing.
Concrete Pavement Texturing Methods: A Review of New York's Experience
Skid resistance of portland cement concrete pavements in New York, textured both experimentally and operationally by a variety of methods since 1969, is reviewed. The methods included burlap dragging, natural-bristle brooming, wire-bristle brooming, fluted floating, and metal tining. It is concluded that changes made in contract specifications between 1969 and 1974 for pavement texturing have resulted in successive improvements in both skid resistance of new pavements and length of time during which acceptable levels of skid resistance are retained. It is estimated that the current requirement for metal-tine texturing (3/16-in. deep on 3/4-in. centers) will result in a mean skid number of 59 on new pavements, and that at least 90 percent of pavements will have skid numbers of 32 or more up to 3 million vehicle passes. This level of performance is expected to improve with the continuing decline being experienced in use of tungsten-carbide-studded snowtires. The wear factor measured for pavements textured with metal tines (0.11) was lower than that for pavements textured by most other methods, but substantially larger than the maximum suggested by FHWA for high-speed, high-volume highways (0.05). Finally, the percent skid resistance-speed gradient permitted predictions of SN55 from measurements of SN40 with a level of accuracy consistent with error normally encountered in skid testing.
Concrete Pavement Texturing Methods: A Review of New York's Experience
W. P. Chamberlin (author) / W. G. Leslie (author)
1979
32 pages
Report
No indication
English
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