Texturing of Concrete Pavements (2009) / Chapter Skim
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From page 40... ...
and to some extent on the noise influence of wear properties of the concrete on durability. Chapters 3 and 4 summarized the field testing results of existing and newly constructed test sections, respectively.
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Figures 5-1 through 5-8 show the SI noise spectra of the existing test sections. The sections are presented in narrowband 1/12th-octave spectrum to detect the presence of a tone or whine (highlighted by a prominent spike of ≥5 dB(A)
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From page 42... ...
SI noise spectra for test sections in California. 65 70 75 80 85 90 95 100 105 500 1000 1500 2000 2500 3000 3500 4000 Frequency, Hz So un d In te ns ity , d BA CO 3001 CO 3002 CO 3003 CO 3004 CO 3005 CO 3006 Figure 5-3.
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SI noise spectra for test sections in Illinois. 65 70 75 80 85 90 95 105 105 500 1000 1500 2000 2500 3000 3500 4000 Frequency, Hz So un d In te ns ity , d B( A)
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SI noise spectra for test sections in Kansas. 65 70 75 80 85 90 95 100 105 500 1000 1500 2000 2500 3000 3500 4000 Frequency, Hz So un d In te ns ity , d B( A)
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12 -- Std Turf Drag + Random Skewed Tine Figure 5-9. SI noise spectra for the newly constructed test sections.
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12 -- Std Turf Drag + Random Skewed Tine Figure 5-11. SI noise spectra for transverse textures test sections.
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. To evaluate the significance of texture spectral parameters, the profile data collected on the newly constructed sections (right wheelpath for each 528-ft [161-m]
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Table 5-1 summarizes the PSD values obtained for the various textures. The resulting texture spectra showed peaks occurring at considerably lower wavelengths for the heavy turf drag textures and the diamondground and groove textures, which were among the quietest textures.
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, equally spaced between wheelpaths experiences 1 percent of the combined traffic and 0.5 percent of the truck traffic. For evaluating the effect of traffic on the performance of textures, traffic levels were categorized as low traffic (less than 5,000,000 cumulative vehicles and/or less than 500,000 cumulative trucks)
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at the time of construction. The following are key observations concerning the performance of these sections (the noise comparisons discussed below are based only on relative rankings associated with each noise parameter [i.e., CPX during construction, SI for low traffic and high traffic]
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From page 51... ...
3 Texture Smooth Friction Noise Texture Smooth Friction Noise Texture Smooth Friction Noise Sect Design Groove Depth, mm Actual Groove Depth, mm IRI, in./mi RFT Near Field CPX, dB(A)
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3 Texture Smooth Friction Noise Texture Smooth Friction Noise Texture Smooth Friction Noise Sect Design Groove Depth, mm Actual Groove Depth, mm IRI, in./mi CFT SI, dB(A)
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. Key observations concerning the performance of these sections are as follows: • Longitudinal Drag Section 1008 with the lowest texture depth consistently showed the lowest levels of friction and noise with time/traffic.
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3 Texture Smooth Friction Noise Texture Friction Texture Smooth Friction Noise Sect No . Design Groove Depth, mm Actual Groove Depth, mm Sand Patch MTD, mm PI0.2, in./mi FN40R FN40S Near Field SPL, dB(A)
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Texture Smooth Friction Noise Sect No. Design Groove Depth, mm HS EMTD, mm CTM MTD, mm CTM TR IRI, in./mi DFT F(60)
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3 Texture Friction Noise Texture Smooth Noise Texture Smooth Friction Noise Sect No. Design Groove Depth, mm Actual Groove Depth, mm FN40R Int Noise Panel Rating HS EMTD, mm IRI, in./mi Near Field SI, dB(A)
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Table 5-8 summarizes the texture, friction, and noise data collected on the two sections. Some key observations concerning the performance of these sections are as follows: • The slightly lower texture depth in Section 2001 appears to have contributed to lower near-field and interior noise on this section than on Section 2002.
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3 Texture Smooth Friction Noise Texture Smooth Friction Noise Texture Smooth Friction Noise Sect No. Design Groove Depth, mm Sand Patch MTD, mm Ames LP IRI, in./mi FN40R Near Field SI, dB(A)
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From page 59... ...
and texture, friction, and interior noise data obtained in 1997 have been listed. Key observations concerning the performance of these sections are as follows: • Turf drag Section 7001 exhibited lower texture depth and lower levels of friction and noise with time/traffic than that for the longitudinal-tine Section 8001.
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From page 60... ...
3 Texture Texture Smooth Friction Noise Texture Smooth Friction Noise Sect No. Design Groove Depth, mm HS EMTD, mm CTM MTD, mm CTM TR IRI, in./mi DFT F(60)
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3 Texture Friction Noise Texture Smooth Friction Noise Texture Smooth Friction Noise Sect No. Design Groove Depth, mm Sand Patch MTD, mm FN40R Int Noise, dB(A)
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Key observations concerning the performance of these textures are as follows: • Turf drag sections (1a and 1b) exhibited the lowest texture depths and lowest levels of friction.
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Summary of test results for Illinois Tollway newly constructed test sections.
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If studded tires are not used, drag textures generally provide the lowest texture deterioration rates under traffic, and possibly under snowplows. • Effect of Smoothness on Noise -- Most sections exhibited high or moderately high levels of smoothness (IRI less than 90 to 100 in./mi)
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Macro-Texture Deterioration Figures 5-18 through 5-23 show the rates of deterioration in macro-texture for the different texture types based on CT Meter MTD values (or in some cases, high-speed profiler EMTD values) taken in the wheelpath and lane center.
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With the exception of a turf drag section in Iowa (Section 1007) , the drag and the longitudinal-grooved textured sections showed only slight amounts of loss (0.002 to 0.003 in.
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Because of the very limited number of test sections of each texture type, a time-series for MTD data could not be established and the effect of climate on texture loss could not be determined. However, locations with significant freeze-thaw cycles, frequent snowfall events (and thus frequent snowplow use)
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From page 68... ...
for all the sections constituting each category were plotted sequentially according to the basic time at which the testing was performed for the following three basic traffic levels: • No traffic -- Post-construction testing, prior to opening of facility to traffic. • Low traffic -- Lane center test measurement, less than 5,000,000 cumulative vehicles and/or less than 500,000 cumulative trucks.
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Interior Noise Figure 5-25. Noise levels for transverse tine textures.
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Interior Noise 100.0 101.0 102.0 103.0 104.0 105.0 106.0 107.0 108.0 109.0 110.0 N ea rFi el d SI , d BA NoTraffic (Post Const) Low Traffic (LC)
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From page 71... ...
Effect of Texture Dimensions on Noise Performance With several texture designs included in each of the seven texture categories, the following effects of texture dimensions (e.g., groove spacing and depth) on near-field SI and interior Leq noise were observed: • Diamond Grind – Effect of spacer widths -- Conflicting results were observed.
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From page 72... ...
• Longitudinal Drag – Drag type -- Despite similar texture depths, a broom drag in California produced greater near-field and interior noise than burlap drag. Relationship of Near-Field Noise with Interior Noise and Pass-By Noise Figure 5-32 is a plot of near-field SI noise and interior Leq noise for the 70 test sections (57 existing and 13 newly constructed sections)
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Figure 5-35 shows the texture depth data for the newly constructed test sections. Clear relationships exist, but they are affected by type and direction of texture.
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From page 74... ...
With the exception of the Colorado US 287 site where only wheelpath measurements were taken, statistically significant differences existed between the wheelpath and lane center measurements, indicating the effects of traffic wear. Newly Constructed Texture Test Sections Table 5-16 shows the Tukey rankings for each of the performance variables for the newly constructed sections.
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, turf drag 0.91 0.98 1 0.82 1 1.12 2 75.0 1 108.15 2 ND-2001 Long Heavy Turf Drag 0.57 0.65 1 0.47 1 1.22 2 78.5 1 110.3 2 ND-2002 Tran Tine (variable spacing, 0.1-in. depth)
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Tukey rankings for the newly constructed test sections.
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However, significant differences between grooved and ground textures and transverse-tine textures were also noted. Multiple regression using SAS Proc REG yielded various models linking independent variables with log(SI)
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Noise-Texture Relationship Near-field SI data and various texture parameter data from the 13 newly constructed test sections were used to develop a statistical model relating pavement texture and pavement– tire noise to better understand the specific texture parameters that significantly influence the generation of noise. The model was intended to establish SI as a function of one or more of the following variables: • Texture direction (longitudinal, transverse, or uniform/ isotropic)
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This contradiction is primarily attributed to the low noise and high TR values exhibited by the diamond-ground and heavy turf drag test sections. Modeling with these and other variables using the SAS proc REG procedure did not produce any particularly strong and meaningful SI-texture models.
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Tine depth measurements for the newly constructed longitudinal and transverse tine test sections.
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