Friction
R26 Workshop September 3, 2014 Minneapolis, MN Terry Kraemer
A Few Noise Basics What Did the Purdue Research Change Existing Pavement Noise Reduction
New Pavement Noise Reduction Joint Slap Prediction
NGCS LITE—Renewable Texture Friction and Hydroplaning California and Virginia Quiet Pavement Programs
Volume (Too Loud)
Frequency (Off Station)
Asphalt Noise Level (dBA)
Concrete
Changing Performance Over Time
Pavement Age (Yrs)
Diamond Grinding of Existing Roadways Evaluation of Joint Slap Effect Evaluation of Geometric Patterns for New Construction Evaluation of Friction and Rolling Resistance Annoyance
Texture Consists of Flush Grinding Plus Longitudinal Grooves Evaluates Both Single Pass and Two Pass Construction Techniques Evaluates Groove Width and Depth Effects Grinding Performed on 6 ft Long Samples Using a Portable Grinding Device Proof of Concept Necessary on Real Pavement Using Real Grinding Equipment
Terry Kraemer
Proof of Concept Conducted at MnROAD Low Volume Road Facility in 2007 First New Construction and First Highway Installation on Chicago Tollway I-355 in 2007 First Existing Highway and First Two Lane Installation I-94 In Minneapolis in 2007
Positive Texture Removal
Grooved
MicroTexture Grooves for Macro Texture
Conventional Diamond Grinding
Transverse Tine
103-110dBA
101-106 dBA Longitudinal Tine
Twice as Loud
100-104dBA
99-102 dBA Next Generation Concrete Surface
Traffic
CDG
NGCS
California has more NGCS construction than all other states combined Texas has bid the largest NGCS project to date
First Attempted in 2008 on MnROAD Cell 9 on I-94--- Not Successful Successfully Demonstrated on MnROAD Low Volume Road Cell 37 in 2010 First Highway Installation on I-35 in Duluth, MN Second Highway Installation on I-80 In California First City Street Installation at Neenah, Wisconsin
Current NGCS 1960’s California Texture NGCS LITE
XX & XX OBSI Overall A-wtd Levels 110
Sound Intensity Level, dBA
108
106 104 102
101.4 100.4 99.8
100 98.8
98
NGCS
EA CDG
100.6
100.9
101.7
101.8
Exposed
CDG
NGCS Aggregate LITE Montecello Montecello NGCS
CDG
EA NGCS
96
94 Pavement Section
Surfaces --OBSI Overall A-wtd Levels 110
Sound Intensity Level, dBA
108
106 103.9
104 102.8
103.2
102.1
102 CDG 100.2
100 99.0
98
NGCS Lane 2
99.4
NGCS Lane 1
2002 ARFC Test Section
Typical 4 -5 Yr Old ARFC
96
94 Pavement Section
Longitudinal Tining
Diamond Grinding of Existing Roadways Evaluation of Joint Slap Effect Evaluation of Geometric Patterns for New Construction Evaluation of Friction and Rolling Resistance Annoyance
Joint Opening Width Sealant Level Faulting
Copyright © 2008 Ron Kurtus, and School for Champions LLC @http://www.school-for-champions.com
Friction (SN40) as a Function of Surface Texture and Time 80
74 70
Ribbed Tire (SN40R)
60
57
Friction (SN40)
44
30 20
45
Next Generation Concrete Surface
48
10/23/07
NGCS LITE
5/28/08
10/23/07 10/31/08
5/28/08
10/31/08
10
56
55
Conventional Diamond Grinding
36
Random Transverse Tined
58
49
49
48
50
Shadow effect indicates testing at construction
54
51
51
40
Smooth Tire (SN40S)
66
10/31/08
0
Texture Type
10/31/08
Does Frictional Resistance Change as a Function of Direction of Skidding-- Yes
WD 40
Glycerin Container
Environmental Trays
Mounting Plate
Power Cable
Serrated Edge Calibration Plate
Friction Index Relative to Friction in Direction of Travel
Friction Index as a Function of Angle from Direction of TravelUncorrected for Cross Slope 1.6 1.4
CDG Index Astro Turf Index
1.2
Grooved Index NGCS Friction
1
NGCS Lite Friction CDG Friction
0.8
RTT Friction RTT Index
0.6
Astro Turf Friction
0.4
0.2 0 0
10
20
30
Deviaton from Direction of Travel (Degrees)
40
ARFC
Longitudinally Grooved PCCP
March 2006 after 143 Days w/o Rain
(Hydroplaning)
Mean Texture Depth 2 1.9 NGCS
Mean Texture Depth (mm)
1.5 Grooved Astro Turf
1
1.2 Exposed Aggregate
1.0 CDG
0.9 Astro Turf Drag
0.7 Long Tined
0.3 Burlap Drag
0
Pavement Section
Maximum Water Depth (mm)
Maximum Water Depth (mm)
3
2
1.8 NGCS
1.9
2.0
Exposed Grooved Aggregate Astro Turf
2.0
2.1
CDG
Astro Turf Drag
1
0
Pavement Section
2.1 Long Tined
2.2 Burlap Drag
“…a measurable and noticeable decrease of more than 5 dB(A) for the NGCS. The NGCS is therefore a significantly better technology for concrete projects designed to decrease noise. Another advantage is that the NGCS seems to be the most reliable in terms of noise variability between different locations. Given the potential for improved lateral stability and the better hydroplaning resistance benefits of the NGCS, it is reasonable to conclude that this technology represents an attractive option as a quiet surface for concrete pavement projects.”
The GnG surface texture was found to be quieter than the CDG, with lane average OBSI values on the GnG texture ranging from 99.5 dBA to 101.7 dBA, with an average of 100.8 dBA, compared with a range of 100.6 dBA to 104.7 dBA, and an average of 102.8 dBA measured on the CDG surface texture. The average OBSI level for all GnG sections was 100.8 dBA compared with an average of 102.8 for all CDG sections.”
A Few Noise Basics What Did the Purdue Research Change Existing Pavement Noise Reduction
New Pavement Noise Reduction Joint Slap Prediction
NGCS LITE—Renewable Texture Friction and Hydroplaning California and Virginia Quiet Pavement Programs
Volume (Too Loud)
Frequency (Off Station)
Asphalt Noise Level (dBA)
Concrete
Changing Performance Over Time
Pavement Age (Yrs)
Diamond Grinding of Existing Roadways Evaluation of Joint Slap Effect Evaluation of Geometric Patterns for New Construction Evaluation of Friction and Rolling Resistance Annoyance
Texture Consists of Flush Grinding Plus Longitudinal Grooves Evaluates Both Single Pass and Two Pass Construction Techniques Evaluates Groove Width and Depth Effects Grinding Performed on 6 ft Long Samples Using a Portable Grinding Device Proof of Concept Necessary on Real Pavement Using Real Grinding Equipment
Terry Kraemer
Proof of Concept Conducted at MnROAD Low Volume Road Facility in 2007 First New Construction and First Highway Installation on Chicago Tollway I-355 in 2007 First Existing Highway and First Two Lane Installation I-94 In Minneapolis in 2007
Positive Texture Removal
Grooved
MicroTexture Grooves for Macro Texture
Conventional Diamond Grinding
Transverse Tine
103-110dBA
101-106 dBA Longitudinal Tine
Twice as Loud
100-104dBA
99-102 dBA Next Generation Concrete Surface
Traffic
CDG
NGCS
California has more NGCS construction than all other states combined Texas has bid the largest NGCS project to date
First Attempted in 2008 on MnROAD Cell 9 on I-94--- Not Successful Successfully Demonstrated on MnROAD Low Volume Road Cell 37 in 2010 First Highway Installation on I-35 in Duluth, MN Second Highway Installation on I-80 In California First City Street Installation at Neenah, Wisconsin
Current NGCS 1960’s California Texture NGCS LITE
XX & XX OBSI Overall A-wtd Levels 110
Sound Intensity Level, dBA
108
106 104 102
101.4 100.4 99.8
100 98.8
98
NGCS
EA CDG
100.6
100.9
101.7
101.8
Exposed
CDG
NGCS Aggregate LITE Montecello Montecello NGCS
CDG
EA NGCS
96
94 Pavement Section
Surfaces --OBSI Overall A-wtd Levels 110
Sound Intensity Level, dBA
108
106 103.9
104 102.8
103.2
102.1
102 CDG 100.2
100 99.0
98
NGCS Lane 2
99.4
NGCS Lane 1
2002 ARFC Test Section
Typical 4 -5 Yr Old ARFC
96
94 Pavement Section
Longitudinal Tining
Diamond Grinding of Existing Roadways Evaluation of Joint Slap Effect Evaluation of Geometric Patterns for New Construction Evaluation of Friction and Rolling Resistance Annoyance
Joint Opening Width Sealant Level Faulting
Copyright © 2008 Ron Kurtus, and School for Champions LLC @http://www.school-for-champions.com
Friction (SN40) as a Function of Surface Texture and Time 80
74 70
Ribbed Tire (SN40R)
60
57
Friction (SN40)
44
30 20
45
Next Generation Concrete Surface
48
10/23/07
NGCS LITE
5/28/08
10/23/07 10/31/08
5/28/08
10/31/08
10
56
55
Conventional Diamond Grinding
36
Random Transverse Tined
58
49
49
48
50
Shadow effect indicates testing at construction
54
51
51
40
Smooth Tire (SN40S)
66
10/31/08
0
Texture Type
10/31/08
Does Frictional Resistance Change as a Function of Direction of Skidding-- Yes
WD 40
Glycerin Container
Environmental Trays
Mounting Plate
Power Cable
Serrated Edge Calibration Plate
Friction Index Relative to Friction in Direction of Travel
Friction Index as a Function of Angle from Direction of TravelUncorrected for Cross Slope 1.6 1.4
CDG Index Astro Turf Index
1.2
Grooved Index NGCS Friction
1
NGCS Lite Friction CDG Friction
0.8
RTT Friction RTT Index
0.6
Astro Turf Friction
0.4
0.2 0 0
10
20
30
Deviaton from Direction of Travel (Degrees)
40
ARFC
Longitudinally Grooved PCCP
March 2006 after 143 Days w/o Rain
(Hydroplaning)
Mean Texture Depth 2 1.9 NGCS
Mean Texture Depth (mm)
1.5 Grooved Astro Turf
1
1.2 Exposed Aggregate
1.0 CDG
0.9 Astro Turf Drag
0.7 Long Tined
0.3 Burlap Drag
0
Pavement Section
Maximum Water Depth (mm)
Maximum Water Depth (mm)
3
2
1.8 NGCS
1.9
2.0
Exposed Grooved Aggregate Astro Turf
2.0
2.1
CDG
Astro Turf Drag
1
0
Pavement Section
2.1 Long Tined
2.2 Burlap Drag
“…a measurable and noticeable decrease of more than 5 dB(A) for the NGCS. The NGCS is therefore a significantly better technology for concrete projects designed to decrease noise. Another advantage is that the NGCS seems to be the most reliable in terms of noise variability between different locations. Given the potential for improved lateral stability and the better hydroplaning resistance benefits of the NGCS, it is reasonable to conclude that this technology represents an attractive option as a quiet surface for concrete pavement projects.”
The GnG surface texture was found to be quieter than the CDG, with lane average OBSI values on the GnG texture ranging from 99.5 dBA to 101.7 dBA, with an average of 100.8 dBA, compared with a range of 100.6 dBA to 104.7 dBA, and an average of 102.8 dBA measured on the CDG surface texture. The average OBSI level for all GnG sections was 100.8 dBA compared with an average of 102.8 for all CDG sections.”
