Evaluation of pavement surface friction subject to various pavement preservation treatments

Wang, Hao; Wang, Zilong

doi:10.1016/j.conbuildmat.2013.06.048

Cited by 59 publications

(20 citation statements)

References 7 publications

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“…This problem not only affects the lifetime of the road itself but also increases the danger of the driving vehicle [3,4]. In order to solve this problem, the concept of anti-sliding (AS) layer was proposed, in which a polymer layer is introduced to protect the surface of the road without changing original pavement structure [5,6]. So far, asphalt is the main material used for road maintenance [7].…”

Section: Introductionmentioning

confidence: 99%

Laboratory evaluation on water-based and flexible epoxy/SiO<sub>2</sub> nanocomposites to enhance anti-sliding effectiveness of pavement

Sun

Liang

Ding

et al. 2020

Mater. Res. Express

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The anti-slip (AS) layer of the cement concrete pavement (CCP) can probability decrease traffic accidents and extend the service life of the road. Epoxy resin has excellent adhesion and mechanical strength, making it possible in this field. Herein, a flexible waterborne epoxy resin (WER) without a small molecule emulsifier was synthesized by bisphenol A epoxy resin, poly (propylene glycol) diglycidyl ether (PDE), diethylenetriamine (DETA). The mechanism of the group reaction was characterized by fourier transform infrared (FTIR), and dynamic scanning calorimetry (DSC) determined the heat of curing of WER. Then, the physical properties of WER were enhanced by the silane coupling agent modified nano-silica (SCA-NS) and the composite's water absorption rate and mechanical propriety were evaluated. Finally, the pavement performance of the AS layer was prepared and tested as well as compared with the commercial waterborne epoxy resin (CWER) and emulsified asphalt (EA). The result shows EA has low durability and adhesion strength than epoxy resin. The small molecule emulsifier and low-flexible resistance of CWER decrease water stability and antisliding durability of the AS layer. Due to applied nanomaterial reinforced and without small molecule emulsifiers, the WER base AS layer shows extremely high adhesion strength, water stability, and skidresistance durability at addition 3 wt% of SCA-NS, which have a great potential for CCP.

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Section: Introductionmentioning

confidence: 99%

Laboratory evaluation on water-based and flexible epoxy/SiO<sub>2</sub> nanocomposites to enhance anti-sliding effectiveness of pavement

Sun

Liang

Ding

et al. 2020

Mater. Res. Express

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“…Many studies have been conducted to evaluate the effectiveness of pavement preventive treatments, with a focus mainly on treatment service life and surface performance. Different measures of effectiveness included immediate improvement of pavement performance (2)(3)(4), deterioration rate (2-4), the long-term average pavement performance (5)(6)(7)(8)(9), treatment service life (5,10,11), life-cycle cost (12), and the area between the performance curve and lower performance threshold (3,4,6). The average pavement performance and riding quality are preferable considerations to ensure public satisfaction.…”

Section: Previous Studiesmentioning

confidence: 99%

Failure Probability of Resurfaced Preventive Maintenance Treatments

Dong

Huang

2015

Transportation Research Record: Journal of the Transportation R

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This study evaluated the effectiveness of various pavement preventive maintenance treatments through investigation of the failure probability of different performance indicators, including roughness, alligator cracking, longitudinal cracking, transverse cracking, rutting, and friction. For the study, 354 resurfacing pavement preventive maintenance projects were collected from the Long-Term Pavement Performance program database, including ones that used thin asphalt overlay, chip seal, slurry seal, and fog seal. Survival models were employed to conduct the analyses because of their capability to capture unobserved failure events and to systematically incorporate influencing factors (e.g., traffic, climate, pavement structural capacity, and pretreatment pavement performance). The statistical analysis showed that poor pretreatment performance was a significant factor in treatment failure and that preventive treatments would not be effective on pavement in poor condition. Stronger structural capacity of pavement greatly reduced fatigue cracking on the treatment surface: the bending of asphalt layer was alleviated through stronger base and subgrade support. Climate factors had a significant influence on the failure of transverse cracking and rutting and on friction loss. A warmer climate tended to cause permanent deformation and friction loss, probably as the result of asphalt softening. In general, chip seal was the most effective overall, followed by thin asphalt overlay, slurry seal, and fog seal. However, chip seal was vulnerable to friction loss: the aggregates could be pulled out as a result of the loss of asphalt adhesion.

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“…Traffic accidents caused by snow and ice covering on roads have long been a problem needing to be solved by domestic and foreign traffic maintenance departments. Due to the snow and ice covering on a road, the friction coefficient of the road is reduced and the vehicle braking function is insufficient and offset, which leads to frequent traffic accidents in winter [1][2][3]. It is reported that most traffic accidents in China are caused by snow and ice in winter, causing a large number of casualties and property losses.…”

Section: Introductionmentioning

confidence: 99%

Investigation on Deicing Property of Steel Wool Fiber‐Reinforced Asphalt Mixture by Induction Heating

Xiong

et al. 2020

Advances in Materials Science and Engineering

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In order to effectively solve the traffic safety problem caused by snow and ice covering the pavement in winter, steel wool fibers with different length and content were adopted in asphalt mixture to investigate its deicing performance. The deicing principle of steel wool fiber asphalt mixture by induction heating was expounded. Effects of different ice thicknesses, output currents, and ambient temperatures for asphalt mixture deicing performance were studied using an indoor-simulated induction heating deicing test. The deicing mechanism of steel wool fiber asphalt mixture by induction heating was analyzed. Grey relation entropy analysis between the average melting ice rate and the influencing factors was determined. The results show that the average ice melting rate of the asphalt mixture increases with the increase in steel wool fiber length and content. The steel wool fiber asphalt mixture heated by electromagnetic induction obtains satisfactory result. The average melting ice rate of asphalt mixture containing 6% steel wool fiber with a length of 3 mm can reach 0.50°C·s−1 at an ambient temperature of −5°C. The thinner the ice and the higher the ambient temperature, the higher the average melting ice rate. The output current is positively correlated with the average melting ice rate. The degree of influence of the five influence factors on the average melting ice rate is ranked in order as follows: fiber content, fiber length, output current, ambient temperature, and ice layer thickness.

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Evaluation of pavement surface friction subject to various pavement preservation treatments

Cited by 59 publications

References 7 publications

Laboratory evaluation on water-based and flexible epoxy/SiO<sub>2</sub> nanocomposites to enhance anti-sliding effectiveness of pavement

Laboratory evaluation on water-based and flexible epoxy/SiO<sub>2</sub> nanocomposites to enhance anti-sliding effectiveness of pavement

Failure Probability of Resurfaced Preventive Maintenance Treatments

Investigation on Deicing Property of Steel Wool Fiber‐Reinforced Asphalt Mixture by Induction Heating

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