Concrete Pavement Specifications For Reducing Tire .
May 2011Concrete Pavement Specifications forReducing Tire-Pavement NoiseConcrete Pavement Surface Characteristics ProgramAuthorsRobert Otto RasmussenVice President, The Transtec Group, d SohaneyProject Manager, The Transtec Group, Inc.Paul WiegandTransportation Research Engineer,Institute for Transportation at Iowa StateUniversityIntroductionWith the goal of providing concretepaving solutions that are safe,comfortable, durable, and cost effective,numerous forms of guidance have beendeveloped under the Concrete PavementSurface Characteristics Program(CPSCP).Part of the guidance developed includesspecifications to improve pavementsurfaces by reducing tire-pavement noise.This Tech Brief summarizes the variousspecifications that have been developed.Copies of the final specifications areaccessible on the National ConcretePavement Technology Center (NationalCP Tech Center) website at www.cptechcenter.org.SummaryNational Concrete Pavement TechnologyCenter2711 South Loop Drive, Suite 4700Ames, IA 50010-8664www.cptechcenter.orgTwo very different approaches havebeen adopted in developing guidespecifications for reducing tire-pavementnoise.DirectorTom Cackler515-294-5798tcackler@iastate.eduManaging EditorSabrina te pavement placementMethods (prescriptive) specifications– Four guide specifications (GS-1through GS-4) have been developed thatcorrespond to the four most commonlyused concrete pavement textures:diamond grinding, drag (artificial turf ),longitudinal tining, and transversetining. The practices described in thespecifications have been demonstrated toincrease the likelihood of constructing adurable, quieter concrete surface. Centralto the specification is guidance fortexturing the concrete surface, given thattexture geometry has a paramount effecton tire-pavement noise. Guidance is alsoprovided for curing to improve strengthand durability of the surface, and therebyimprove texture durability.End-result specifications – Arecommended practice (PP-1) has beendeveloped that includes guidance andsample specification language for owneragencies to evaluate tire-pavement noiseof new concrete pavement surfaces. Theoverall sound intensity level measured
Concrete Pavement Specifications for Reducing Tire-Pavement Noisewith the on-board sound intensity(OBSI) test method is designated as thequality characteristic.While these practices were developedwith the intent for use in their entirety,some benefit is possible with partialimplementation. Measures should betaken to ensure that implementationis compatible with the frictiondesign policy of the owner-agency.Also recognize, these two typesof specifications cannot both beimplemented at the same time onthe same project. Many aspects ofprescriptive specifications conflict withend-result or performance specifications.CPSCP SpecificationGS-1 – DiamondGrindingmust be a minimum of 35,000 lbs,provide a minimum grinding widthof 4 ft, and have a positive meansof vacuuming grinding residue. Theequipment must also be capable ofperforming the intended work withoutcausing spalling, raveling, aggregatefractures, or excessive disturbance tothe joints, cracks, and other locations.In addition to the equipment beingin proper working order, a particularemphasis is given to the runout(roundness) of the match and depthcontrol wheels. Even small deviationsin these wheels can introduce unwantedtexture in the pavement surface thatcan lead to an increase in tire-pavementnoise.Diamond grinding has been identifiedas one of the best options for achievinga quieter concrete pavement. Diamondgrinding can be used to texture newlyconstructed concrete or to reduce thetire-pavement noise level of an existingconcrete pavement surface.The construction specifications describea final pavement surface that must betrue to grade and uniform in appearanceas a longitudinal-type texture. Successivepasses of the grinder must not lead toexcessive height differentials, overlap, orholidays (gaps of unground texture). A12 ft straightedge is used to control thesurface, and corrective work is specified ifthe tolerances are exceeded.To increase the probability of achieving aquieter surface, the grinding equipmentWhen texturing newly-constructedconcrete pavement, diamond grinding isspecified to not begin until the concretehas attained sufficient strength to beopened to all types of traffic. Curingcompound must be re-applied aftergrinding if within three days of pavementplacement. When diamond grinding anexisting concrete pavement, it is specifiedthat concrete pavement preservationactivities, except for joint sealing,be completed prior to any diamondgrinding.Regarding the management of grindingresidue, Best Management Practicesare available from the InternationalGrooving and Grinding Association(IGGA).Diamond grinding should produce aneat, uniform finished surface. The peaksof the lands should be approximately1/8 in. higher than the bottoms of thegrooves, and the grooves should beevenly spaced. The width of the landswill be determined by the width of thespacers used between the saw blades. Themost appropriate combination of sawblade and spacer types and thicknessesshould be based on experience (guidanceis provided for typical parameters). Whendiamond grinding newly-constructedconcrete pavement, a minimum of 98percent of the pavement surface must betextured; existing pavements should havea specified minimum of 95 percent.It is recommended that the AmericanAssociation of State Highway andTransportation Officials (AASHTO)Standard Practice R 54-10, “AcceptingPavement Ride Quality When MeasuredUsing Inertial Profiling Systems,”be considered with a maximumInternational Roughness Index (IRI)of 65 in./mi. If an inertial profiler isspecified for measurement, a line laser (orother wide-footprint sensor) should beused for the height sensor. A single-pointlaser should not be used, because it canintroduce measurement artifacts (error).Diamond-ground pavement2
by Robert Otto Rasmussen, Richard C. Sohaney, Paul D. WiegandCPSCP SpecificationGS-2 – Artificial TurfDragDrag textures using artificial turfrepresent another alternative with anexcellent probability of achieving aquieter concrete pavement. To achievethis, final texturing should be completedas soon as possible after finishing, butbefore the concrete has attained its initialset.To assure uniformity, the turf mustbe mounted on a work bridge or amovable support system that allows foradjustment of the area of turf in contactwith the pavement. A single piece of turfspanning the full width of the pavementmust be used. To achieve the desiredtexture, a minimum length of 5 ft of turfmust be in contact with the concrete atall times.Turf is artificial grass, which comes inmany types. For this specification, thematerial must be strong, durable, andnot subject to rot. It must have a moldedpolyethylene pile face with 0.6 to 1.3 in.long curled and/or fibrillated blades (nostraight, smooth monofilament blades).The minimum weight of the turf materialis 60 oz/yd2.Verification testing is conducted afterthe concrete has hardened sufficiently atpoints located in the outside wheel path.Excessive curing compound may affectthe results, so the surface can be brushedprior to testing. The current specificationrecommends that the running averageof three sequential test results result in atexture depth of no less than 0.03 in.CPSCP SpecificationsGS-3 and GS-4 –Longitudinal andTransverse TiningBoth longitudinal and transverse tiningare routinely used by owner-agencies,particularly for high-speed facilities.Achieving a quieter concrete surface ispossible, but requires additional control,particularly for transverse tining, which isoften associated with some of the loudestconcrete pavements.When specifying both longitudinal andtransverse tining, texturing should beapplied as soon as possible after finishing,and before the concrete has attainedits initial set. This is accomplished byapplying a drag pre-texture followed bysubsequent tining.Drag PretextureTo create needed texture on the lands(the areas between the tined grooves),artificial turf or burlap must be draggedlongitudinally along the concretepavement surface after finishing. Theturf or burlap must be mounted on awork bridge or a movable support systemthat allows the area of turf or burlapin contact with the pavement to bemodified.A single piece of turf or burlap drag isused that spans the full width of thepavement. A minimum of 4 ft of dragmaterial must be in contact with theconcrete being placed. This is slightly lessthan the requirement for the drag texturedescribed in GS-2, because the tiningprocess will provide additional texture inthis instance.If a turf material is used for the drag, thematerial should meet the same standardsas described previously in GS-2. If burlapis used instead, it must meet the Class 3or Class 4 requirements of AASHTO M182, “Standard Specification for BurlapCloth Made from Jute or Kenaf.” In thiscase, too, the trailing end of the burlapthat is in contact with the concreteTurf dragging operations should bedelayed if there is excessive bleedwater. Furthermore, measures must betaken to prevent the turf from gettingplugged with grout or dragging largeraggregates through the pavement surface.Turf should be cleaned or replaced asneeded to ensure a surface of uniformappearance and free from deep striations.To assure that adequate texture hasbeen achieved, either Mean TextureDepth (MTD) per ASTM E965 orthe Estimated Texture Depth (ETD)calculated from the Mean Profile Depth(MPD) per ASTM E1845 can be used.Turf drag texture3
Concrete Pavement Specifications for Reducing Tire-Pavement NoiseCuring SpecificationsFor both drag (CPSCP GS-2) and tinedtextures (CPSCP GS-3 and GS-4), theprotection of the concrete surface is ofparamount importance. Unless propermethods of curing are adopted, thetexture can deteriorate prematurely underthe influences of traffic and climate.To control this, curing should beginimmediately following the textureoperation by spraying the concretesurface uniformly with two coats ofmembrane curing compound at anindividual application rate not to exceed180 ft2/gal. If the evaporation rate duringpaving operations does not exceed 0.1 lb/ft2/hr, only one coat of membrane curingcompound at an individual applicationrate not to exceed 180 ft2/gal is allowed.Longitudinal tiningsurface must be frayed by removing yarnsperpendicular to the direction of paving.The resulting burlap frays must be 2 to6 in. long, and uniform in length acrossthe width of the pavement.If there is excessive bleed water, turfor burlap dragging operations shouldbe delayed. Measures must be taken toassure that the drag material does notget plugged with grout or begin to draglarger aggregates. The drag pretextureshould result in a uniform surface that isfree from deep striations.TiningWhen using tined textures, grooves areimparted in the surface of a pavementwhile the concrete is plastic. This can bedone either longitudinally (as specifiedin CPSCP GS-3) or transversely (asspecified in CPSCP GS-4). Tining mustbe done with a mechanical device, suchas a wire comb with a single row of tines,each nominally 5/64 to 1/8 in. wide. Forlongitudinal tining, the nominal spacingof the tines is 3/4 in. For transverse4tining, nominal spacing of 1/2 in. isspecified. The nominal depth of the tinedgrooves in the plastic concrete is 1/8 in.Longitudinal tining must use equipmentthat has automated horizontal andvertical controls to ensure straight tinedgrooves with a uniform depth. Fortransverse tining, the texture must beuniform across the width of the comb,and between successive passes of thecomb. Furthermore, successive passesof the comb must only be overlappedby the minimum necessary to achieve acontinuously-textured surface.The timing of the tining operation isimportant. Tining must be performedsuch that the intended surface texturegeometry is imparted. The tiningoperation must minimize displacementof the larger aggregate particles and, ofcourse, be conducted before the surfacepermanently sets.Tines should be thoroughly cleaned atthe end of each day’s use and damaged orworn tines replaced as needed.It is important not to allow the concretesurface to dry before the curingcompound is applied. Standing poolsof bleed water that are present onthe surface should be removed beforeapplying the curing compound. Thefirst coat of curing compound mustbe applied within 10 minutes aftercompleting texturing operations and,if applicable, the second coat appliedwithin 30 minutes.The evaporation rates cited in thespecification should be evaluated usingthe Menzel nomograph or its underlyingequations. For more information, refer tothe American Concrete Institute (ACI)308R-01 “Guide to Curing Concrete,”available at www.concrete.org.It is important that the curing materialsbe properly maintained, and any damagepromptly repaired. This should be donefor at least three curing days, or until thepavement is open to the traveling public,whichever occurs first.
by Robert Otto Rasmussen, Richard C. Sohaney, Paul D. WiegandCPSCP RecommendedPractice PP-1 –Accepting NewConcrete PavementSurfaces for TirePavement NoiseA recommended practice was developedthat is intended to facilitate theadoption of an end-result specificationfor tire-pavement noise. The trend touse end-result type specifications isrecognized. However, by simply adoptingbetter practices, it is highly likely thata quieter concrete pavement will beconstructed. The methods specificationshighlighted in this Tech Brief can be usedto encourage adoption of these betterpractices, which make an end-resultspecification unnecessary.That said, if this practice is to beadopted, a critical first step is tominimize (or eliminate) the use ofprescriptive language that describes howthe surface texture is to be imparted. Thislanguage could be in direct conflict withthe intent of the end-result specificationto encourage innovation and an emphasison quality control.At the core of this practice is theevaluation of tire-pavement noise,with the overall sound intensity leveldesignated as the quality characteristicused for pay adjustment. A qualityassurance model has been adopted,based in part on the recently adoptedAASHTO Standard Practice R 54-10,“Accepting Pavement Ride QualityWhen Measured Using Inertial ProfilerSystems.”Measurement MethodOverall sound intensity level is measuredusing on-board sound intensity(OBSI) in general conformance withAASHTO TP 76. Prior to testing, theconcrete surface should be cleaned, andthe contractor permitted to operateconstruction traffic on the surface tofurther condition the surface.Because OBSI measurements arestill a relatively new test method, therecommended practice describes qualitycontrols for both equipment andoperators. For example, systems shouldbe demonstrated through comparativetesting as sanctioned by the Tire/Pavement Noise Research Consortium,TPF-5(135), or the Tire/Pavement NoiseOBSI microphonesTechnical Working Group, sponsoredby the Federal Highway Administration(FHWA) Office of Pavement Technology.Qualified operators must also participatein these activities and meet the educationand experience requirements forbecoming a full member of the Instituteof Noise Control Engineering of theUSA (INCE/USA).CPSCP PP-1 recommends 528 ft testsegments; however, owner-agenciescan adopt other lengths that aremore compatible with their existingstandards and practices. Gaps betweentest segments are permitted to avoidstructures, manhole covers, utility covers,and areas of pavement that do notcomply with the criteria for valid testingper AASHTO TP 76 (including steepgrades).Pavement with cure applied5
Concrete Pavement Specifications for Reducing Tire-Pavement NoiseQuality Assurance ProcessThe recommended practice includes fourtypes of testing: Quality control (QC) Acceptance Verification Independent Assurance (IA)QC testing is conducted by thecontractor per an approved QC plan.Testing can be conducted using OBSImeasurements or via pavement texturemeasurements using a relationship thatis provided and demonstrates a provenrelationship between texture and tirepavement noise evaluated using OBSI.The correlation must be developed anddocumented from data measured onconcrete pavements of the same nominaltexture type (such as diamond grindingor longitudinal tining). The as-predictedOBSI level (using texture measurements)versus the as-measured OBSI level musthave a standard error of no greater than1.2 dBA.Acceptance testing is also conducted bythe contractor, but it is necessary in thiscase to use the OBSI method. Testingis conducted on the surface of thecompleted project, or at the completionof a major stage of construction. Ideally,a standard test speed of 60 mph shouldbe used, but other speeds are permissible.Given the sensitivity of OBSI level versusspeed, pay factors and other limitingvalues must be selected to correspondwith the test speed that is used.Verification testing can be conductedby the owner-agency as desired. If theverification testing demonstrates anoverall sound intensity level greaterthan 3.0 dBA different from Acceptancetesting, the differences should be resolvedto a mutual satisfaction.Independent Assurance (IA) testingis specified if differences cannot beresolved. This testing is conductedby an operator with a higher order ofqualifications. Comparisons are made toboth the Acceptance and Verification testresults to determine the validity of each.If the overall sound intensity level iswithin 1.5 dBA of the IA testing, the testresults are confirmed valid.Pay AdjustmentsWhile not a required feature, a payadjustment schedule is provided in therecommended practice. A target set ofOBSI sound intensity level limits isprovided, for which a corresponding payadjustment can be determined. Incentiveis offered for constructing quietersections, and disincentive for loudersections. Table 1 shows just one possibleexample of a pay adjustment schedule.In this table, overall sound intensity levellimits and pay adjustment factors shouldbe selected based on the specific projectCorrelation of pavement texture with OBSIlevelsrequirements and the specific test speedthat is used on the project. The final payfactor is determined by taking the valuesin column 2 and multiplying them bycolumn 3. The results are shown incolumn 4, which are then summed anddivided by 100 to obtain the Final PayFactor (incentive or disincentive).T he pay adjustment schedule is flexibleand can be modified in a variety of ways.The number of OBSI limit steps andtheir ranges are adjustable (column 1),as well as the scale of the pay adjustmentfactors (column 2). This allows flexibilityin targeting specific noise ranges thatmay vary by agency, region, and roaddesign. It allows flexibility in setting thepriority of noise performance for thespecific project.Table 1. Sample pay adjustment scheduleOverall SoundIntensity LevelLimit forTesting at 60 mph(dBA)(1)PayAdjustmentFactor(2)Percentage of TestSegments withinOverall SoundIntensity Level Limit(%)(3)PayAdjustment(4) .###.###.# 106.00.###.###.#Final Pay Factor (PF) Sum of Column (4)/100 #.### or 0.###6
by Robert Otto Rasmussen, Richard C. Sohaney, Paul D. WiegandDeficiencies and CorrectiveActionFor test segments designated asdefective segments, corrective actionscan be recommended. A plan shouldbe developed that identifies themethodology to identify and correctdefective segments. Corrective actionshould be done with the purpose ofcorrecting the pavement surface todecrease the tire-pavement noise levelto acceptable limits. Diamond grindingis an example of a commonly-acceptedmethodology.Recommendations forImplementationTo implement the practices summarizedin this Tech Brief, use of a stepwisesequence is recommended.Phase 1A: Develop a “shadow”specification—Specific language shouldbe developed for a specification that iscompatible with existing specificationsand standard practices of the owneragency. As such, a review of existingconcrete pavement texture specificationsis warranted. Regardless of which typeof specification is being consideredfor adoption, it should be noted thatprescriptive language will likely conflictwith an end-result specification, andmeasures should be taken to modify oreliminate existing language as needed.As a best management practice (BMP),a shadow specification (and any requisitechanges to existing standards) should bedeveloped through a cooperative effortwith the owner-agency and industrystakeholders, such as local representativesof the American Concrete PavementAssociation (ACPA). If the end-resultapproach is adopted, another BMP isto begin implementation with relativelysmall deviations from a pay factor of 1.0.For example, extreme pay factors couldinitially be established at 1.05 and 0.95,respectively.Phase 1B: Field trial of the “shadow”specification—A field trial of theshadow specification should include useon a job that would be typical for morewidespread implementation. All aspectsof the specification should be in force,except for any relevant provisions ofindependent assurance, pay adjustments,and/or corrective action. From this fieldtrial, a report should be prepared by theowner-agency that documents the testmethods and test results. If relevant, andwhile not in force, instances that couldhave required Independent Assurance(IA) testing should be documented,as well as the pay adjustments and/orcorrective actions that would have beenapplied.Phase 2: Special provision—Based onthe outcome of the shadow specificationfield trial, revisions should be made asappropriate to the specification language.A special provision should be developedthat is gradually implemented on projectsthat are typical for more widespreadimplementation. Early projects shouldbe closely monitored, and additionalrevisions to the special provisions madeas needed to reflect the lessons learned. Ifrelevant, specific changes could includemodifications to the pay adjustmentschedule.Phase 3: Standard practice—As thespecification matures during subsequentfield trials, it can subsequently beadopted as a standard practice, alongwith requisite changes to other aspectsof the concrete pavement texturingstandards to ensure compatibility.For More Information American Association of StateHighway and TransportationOfficials, “Standard Method ofTest for Measurement of Tire/Pavement Noise using the On-BoardSound Intensity (OBSI) Method,”AASHTO Specification TP 76-10,2010. Institute of Noise ControlEngineering of the USA. 1 Jan. 2011.http://www.inceusa.org Robert O. Rasmussen, et al., “Howto Reduce Tire-Pavement Noise:Better Practices for Constructingand Texturing Concrete PavementSurfaces,” National ConcretePavement Technology Center, Ames,Iowa, 2011. Tire/Pavement Noise ResearchConsortium, “Questions andAnswers about Quieter Pavements,”Transportation Pooled Fund TPF5(135), January 2011.7
Concrete Pavement Specifications for Reducing Tire-Pavement NoiseAbout the Concrete Pavement Surface Characteristics ProgramIn December 2004, a coalition was formed between the National Concrete Pavement Technology Center (National CP Tech Center),the Federal Highway Administration (FHWA), the American Concrete Pavement Association (ACPA), and the InternationalGrooving and Grinding Association (IGGA).The mission of the program was to help optimize concrete pavement surface characteristics—more specifically, it was to findinnovative solutions to make concrete pavements quieter without compromising safety, durability, or cost effectiveness.The current program is now operating under Pooled Fund TPF-5(139) with the additional support of state Departments ofTransportation (DOTs), including California, Iowa, Minnesota, New York, Texas, Washington, and Wisconsin.Recent focus is on identifying specific guidance to properly design and construct quieter concrete pavements. Innovative concretepavement surfaces are also being evaluated to assess their potential as viable solutions.For more information, contact:Paul WiegandNational CP Tech Center515-294-7082pwiegand@iastate.eduAbout the National Concrete Pavement Technology CenterThe mission of the National Concrete Pavement Technology Center is to unite key transportation stakeholders around the central goal ofadvancing concrete pavement technology through research, tech transfer, and technology implementation.The sponsors of this research are not responsible for the accuracy of the information presented herein. The conclusions expressed in thispublication are not necessarily those of the sponsors.Iowa State University does not discriminate on the basis of race, color, age, religion, national origin, sexual orientation, gender identity,genetic information, sex, marital status, disability, or status as a U.S. veteran. Inquiries can be directed to the Director of Equal Opportunityand Compliance, 3280 Beardshear Hall, (515) 294-7612.
GS-1 – Diamond Grinding Diamond grinding has been identified as one of the best options for achieving a quieter concrete pavement. Diamond grinding can be used to texture newly-constructed concrete or to reduce the tire-pavement noise level of an existing concrete pav
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