The Ohio DOT specifies longitudinal diamond grooving (which helps reduce hydroplaning, increases drainage at the tire/pavement interface and aids in vehicle control) on concrete bridge decks. The superior safety performance encouraged the department to use the technique on several sections of asphalt pavement.
The Ohio Department of Transportation (ODOT) uses longitudinal diamond grooving for safety on asphalt as well as concrete pavements. Grooving costs less than overlays, is a long-term, low-maintenance solution, and has excellent skid test results. Work can be performed year-round, even in low temperatures. There is minimal traffic disruption during construction. ODOT installed grooving at three locations.
The Ohio Department of Transportation (ODOT) uses longitudinal diamond grooving for safety on asphalt as well as concrete pavements. Grooving costs less than overlays, is a long-term, low-maintenance solution, and has excellent skid test results. Work can be performed year-round, even in low temperatures. There is minimal traffic disruption during construction. ODOT installed grooving at three locations.
Waterfront for All Summit Workshop #1: Stewardship; how do we maintain and ac...Waterfront for All
Workshop Themes
• It is easier to raise money for capital improvements, much harder
to find the funds to maintain our new waterfront resources.
• What are the best strategies? Enhanced parks budgets?
Endowments? Community supports? POP’s?
Panelists
• Minaz Asani-Kanji, Manager of Outreach, Park People
• David Stonehouse, Director, Toronto Waterfront Secretariat
• Karen McDonald, Manager, Restoration Projects, Toronto &
Region Conservation Authority
• Chris Glaisek, Sr. VP Planning, Waterfront Toronto
Typically, concrete requires preventive maintenance every three to 5 years. Concrete maintenance is meant to deal with small issues, not structural problems.
Review this checklist when performing parking zone concrete repair.
Dart Underground, Dublin - Light Rail Network in TunnelsDavid H Moloney
The Dart Underground is a proposed underground rail system that will run under the city centre, and connect Heuston Station with Pearse Station a distance of 4 kilometres. At the proposed St Stephen’s Green interconnection Station, on the route, passengers will be able to transfer to the Metro North and go to the Airport.
DOWEL BAR RETROFIT (DBR) is a Concrete Pavement Preservation (CPP) tool that restores load transfer across joints and cracks by installing dowel bars linking the adjoining slabs. By linking slabs, the traffic load is shared, preventing differential vertical movement of the slabs at the joints and cracks, thereby eliminating the formation of faults or stepoffs. It is these faults that cause the rough ride and wheel slap that is sensed when traveling on a concrete roadway that has lost its ability to transfer load from one panel to the next.
When an existing highway ramp in Puerto Rico had to be relocated, two Tensar products were used to create an embankment to support the highway ramp. Learn more:
Waterfront for All Summit: Workshop 2; Access: Getting to, across and into th...Waterfront for All
Access: Getting to, across and into the water(front)
Chair: Zahra Ebrahim, Chair, Jane’s Walk; Co-Lead, Doblin Canada
Workshop Themes
• Active transportation
• Public Transit
• Continuous public access along the water
• Universal accessibility
• Getting small craft and people into the water
Panelists
• Marlaine Koehler, Executive Director, Waterfront Regeneration
Trust/Waterfront Trail
• Peter Miasek, Transport Action Ontario
• Marguerite Pyron, Executive Director, Broad Reach Foundation
• Fiona Chapman, Manager, Pedestrian Projects, Transportation,
City of Toronto
Route 2020 is a proposed extension to the existing Red Line of the Dubai Metro. The extension will be 14.5 km long, 4 km will be underground in a tunnel and the balance will be elevated on viaducts.
Lowered crash risk with banked curves designed for heavy trucks, granlund et ...Johan Granlund
Slides from the presentation at HVTT13 in San Luis (Argentina) of our paper with the same title. Note that the full paper is available here at Slideshare.
Economics of upgrading a gravel road to Otta seal surfaceAliNahvi
This presentation was presented in Transportation Research Board 2019 conference at Washington D.C.
In this study, an economic analysis was conducted to compare the cost of maintaining a gravel road to the cost of upgrading an existing gravel road to a double Otta seal surface. This analysis was conducted at three levels: (I) deterministic life-cycle cost analysis (LCCA), (II) a stochastic Monte Carlo simulation based LCCA, and (III) a traffic based economic analysis. A generic one-mile rural road in Midwest was considered as a case study location. Although, according to the analysis conducted in this paper, an upgrade to Otta seal investment might be justified by maintenance savings, resorting to only such justification cannot warrant investment in most cases. The upgrade from gravel road to Otta seal, or any other BSTs, might be justified in terms of enhancing safety for road users and also encouraging economic development beneficial to local areas.
Waterfront for All Summit Workshop #1: Stewardship; how do we maintain and ac...Waterfront for All
Workshop Themes
• It is easier to raise money for capital improvements, much harder
to find the funds to maintain our new waterfront resources.
• What are the best strategies? Enhanced parks budgets?
Endowments? Community supports? POP’s?
Panelists
• Minaz Asani-Kanji, Manager of Outreach, Park People
• David Stonehouse, Director, Toronto Waterfront Secretariat
• Karen McDonald, Manager, Restoration Projects, Toronto &
Region Conservation Authority
• Chris Glaisek, Sr. VP Planning, Waterfront Toronto
Typically, concrete requires preventive maintenance every three to 5 years. Concrete maintenance is meant to deal with small issues, not structural problems.
Review this checklist when performing parking zone concrete repair.
Dart Underground, Dublin - Light Rail Network in TunnelsDavid H Moloney
The Dart Underground is a proposed underground rail system that will run under the city centre, and connect Heuston Station with Pearse Station a distance of 4 kilometres. At the proposed St Stephen’s Green interconnection Station, on the route, passengers will be able to transfer to the Metro North and go to the Airport.
DOWEL BAR RETROFIT (DBR) is a Concrete Pavement Preservation (CPP) tool that restores load transfer across joints and cracks by installing dowel bars linking the adjoining slabs. By linking slabs, the traffic load is shared, preventing differential vertical movement of the slabs at the joints and cracks, thereby eliminating the formation of faults or stepoffs. It is these faults that cause the rough ride and wheel slap that is sensed when traveling on a concrete roadway that has lost its ability to transfer load from one panel to the next.
When an existing highway ramp in Puerto Rico had to be relocated, two Tensar products were used to create an embankment to support the highway ramp. Learn more:
Waterfront for All Summit: Workshop 2; Access: Getting to, across and into th...Waterfront for All
Access: Getting to, across and into the water(front)
Chair: Zahra Ebrahim, Chair, Jane’s Walk; Co-Lead, Doblin Canada
Workshop Themes
• Active transportation
• Public Transit
• Continuous public access along the water
• Universal accessibility
• Getting small craft and people into the water
Panelists
• Marlaine Koehler, Executive Director, Waterfront Regeneration
Trust/Waterfront Trail
• Peter Miasek, Transport Action Ontario
• Marguerite Pyron, Executive Director, Broad Reach Foundation
• Fiona Chapman, Manager, Pedestrian Projects, Transportation,
City of Toronto
Route 2020 is a proposed extension to the existing Red Line of the Dubai Metro. The extension will be 14.5 km long, 4 km will be underground in a tunnel and the balance will be elevated on viaducts.
Lowered crash risk with banked curves designed for heavy trucks, granlund et ...Johan Granlund
Slides from the presentation at HVTT13 in San Luis (Argentina) of our paper with the same title. Note that the full paper is available here at Slideshare.
Economics of upgrading a gravel road to Otta seal surfaceAliNahvi
This presentation was presented in Transportation Research Board 2019 conference at Washington D.C.
In this study, an economic analysis was conducted to compare the cost of maintaining a gravel road to the cost of upgrading an existing gravel road to a double Otta seal surface. This analysis was conducted at three levels: (I) deterministic life-cycle cost analysis (LCCA), (II) a stochastic Monte Carlo simulation based LCCA, and (III) a traffic based economic analysis. A generic one-mile rural road in Midwest was considered as a case study location. Although, according to the analysis conducted in this paper, an upgrade to Otta seal investment might be justified by maintenance savings, resorting to only such justification cannot warrant investment in most cases. The upgrade from gravel road to Otta seal, or any other BSTs, might be justified in terms of enhancing safety for road users and also encouraging economic development beneficial to local areas.
Current Methods in Road and Highway ConstructionKathleenOrr67
Road construction is an integral aspect of development. Apart from providing access, connectivity and mobility, roads and highways indicate progress. Civilizations would not have flourished without advancements in road construction. In fact, progress heavily relies on the accessibility, connectivity and mobility that our roads and highways provide.
Uncontrolled water ingress, especially water from a pavement’s surface, contributes to multiple types of pavement distress. It can lead to spalling, base or subgrade softening, dowel bar corrosion, pavement joint blow-ups and/or materials-related distress.
There are two stitching methods used to repair and strengthen longitudinal cracks or joints in concrete pavement. The first, and most common, is cross-stitching. Cross-stitching uses deformed tie bars epoxied or grouted into holes drilled at an angle through a crack or joint. The second, slot-stitching, uses deformed tie bars grouted into slots cut across a joint or crack. Each technique is beneficial for certain circumstances. Recommendations on where to use these methods are outlined in this special report.
Diamond grinding and patching on U.S. 67 in Arkansas exemplifies how CPP can extend the life of a concrete pavement while improving its functionality. The restored pavement was smoother than it was on the day it was built—and this was all for a price less than that of a standard asphalt overlay.
It has consistently been found that slurry has no negative effect on roadside vegetation or soil; in fact, it has agricultural liming potential. If CGR slurry deposited along roadsides can be utilized as a liming agent, it can promote plant health while minimizing the costs associated with hauling slurry off-site for disposal—a win-win situation for all involved.
The Next Generation Concrete Surface (NGCS) and its smooth, low noise, high friction surface is a perfect fit for the road building and maintenance challenges we see across the globe.
When Houston's Katy Freeway reopened after construction in 2009, increased vehicle speeds and transversely tined pavement surfaces created a noise level that was unacceptable to residents of surrounding villages. Funding was secured not only from TxDOT but also from the City of Houston and four villages. Transverse grooving was removed and NGCS was installed, improving noise significantly.
For most concrete pavements, proactively sealing or filling transverse and longitudinal joints improves long-term pavement performance. These procedures reduce water penetration, which can lead to erosion and subsequent pavement damage, and also reduce entry into the joint of incompressibles that exert pressure on the pavement.
In the past, concrete pavements were associated with increased tire/pavement noise. In recent years, however, the Next Generation Concrete Surface (NGCS) has provided quieter travel, increased friction and improved ride. The innovative texture provides for a smoother, more uniform ride. Diamond grinding provides increased macro-texture, creating a safer road in wet weather conditions.Tests have shown a decrease in tire/pavement noise by 75%.
CPP has long been used on deteriorated highways, but it also offers an alternative to asphalt overlays when rehabilitating city streets constructed of concrete. Minneapolis’s renewed pavements are expected to last another 25 years, making the total lifespan of the concrete streets 65-70 years. With only one major preservation cycle during that timeframe, this translates into a very low annual cost for concrete city streets.
More from International Grooving & Grinding Association (10)
CFD Simulation of By-pass Flow in a HRSG module by R&R Consult.pptxR&R Consult
CFD analysis is incredibly effective at solving mysteries and improving the performance of complex systems!
Here's a great example: At a large natural gas-fired power plant, where they use waste heat to generate steam and energy, they were puzzled that their boiler wasn't producing as much steam as expected.
R&R and Tetra Engineering Group Inc. were asked to solve the issue with reduced steam production.
An inspection had shown that a significant amount of hot flue gas was bypassing the boiler tubes, where the heat was supposed to be transferred.
R&R Consult conducted a CFD analysis, which revealed that 6.3% of the flue gas was bypassing the boiler tubes without transferring heat. The analysis also showed that the flue gas was instead being directed along the sides of the boiler and between the modules that were supposed to capture the heat. This was the cause of the reduced performance.
Based on our results, Tetra Engineering installed covering plates to reduce the bypass flow. This improved the boiler's performance and increased electricity production.
It is always satisfying when we can help solve complex challenges like this. Do your systems also need a check-up or optimization? Give us a call!
Work done in cooperation with James Malloy and David Moelling from Tetra Engineering.
More examples of our work https://www.r-r-consult.dk/en/cases-en/
Saudi Arabia stands as a titan in the global energy landscape, renowned for its abundant oil and gas resources. It's the largest exporter of petroleum and holds some of the world's most significant reserves. Let's delve into the top 10 oil and gas projects shaping Saudi Arabia's energy future in 2024.
Industrial Training at Shahjalal Fertilizer Company Limited (SFCL)MdTanvirMahtab2
This presentation is about the working procedure of Shahjalal Fertilizer Company Limited (SFCL). A Govt. owned Company of Bangladesh Chemical Industries Corporation under Ministry of Industries.
Cosmetic shop management system project report.pdfKamal Acharya
Buying new cosmetic products is difficult. It can even be scary for those who have sensitive skin and are prone to skin trouble. The information needed to alleviate this problem is on the back of each product, but it's thought to interpret those ingredient lists unless you have a background in chemistry.
Instead of buying and hoping for the best, we can use data science to help us predict which products may be good fits for us. It includes various function programs to do the above mentioned tasks.
Data file handling has been effectively used in the program.
The automated cosmetic shop management system should deal with the automation of general workflow and administration process of the shop. The main processes of the system focus on customer's request where the system is able to search the most appropriate products and deliver it to the customers. It should help the employees to quickly identify the list of cosmetic product that have reached the minimum quantity and also keep a track of expired date for each cosmetic product. It should help the employees to find the rack number in which the product is placed.It is also Faster and more efficient way.
Water scarcity is the lack of fresh water resources to meet the standard water demand. There are two type of water scarcity. One is physical. The other is economic water scarcity.
ODOT uses longitudinal grooving for safety on asphalt as well as concrete pavements
1. TEAM MEMBERS
• BOCA Construction, Norwalk, Ohio
(Grooving Contractor)
• Ohio Department of Transportation
(ODOT) (Owner)
ODOT HAS SPECIFIED longitudinal diamond
grooving—which helps reduce hydroplaning
risks, increases drainage at the tire/pavement
interface. and aids in vehicle control—on con-
crete bridge decks since 2012. However, most
of Ohio’s state roadways are not concrete; they
are asphalt or composite pavement. The supe-
rior safety performance of grooving on bridge
decks encouraged the department to use the
technique on several sections of asphalt pave-
ment, all located on high-speed roadways and
tight curves where wet weather safety was a
concern.
>>> SR 126 IN HAMILTON COUNTY
SR 126 in Hamilton County has a mile-long S-
curve that was experiencing a significant num-
ber of fixed-object/run-off-the road crashes
in wet road conditions. Milling had been per-
formed in 2010, but ODOT decided to groove
the pavement in 2013 to improve safety and
minimize noise.
Post-grooving skid numbers, tested accord-
ing to ASTM E524: Standard Specification for
Standard Smooth Tire for Pavement Skid Re-
sistance Tests, showed nearly a 50 percent im-
provement in SN 40 smooth tire values. Crash
rates also showed improvement after grooving.
>>> I-90 IN CUYAHOGA COUNTY
Various treatments were considered by
ODOT to reduce accidents on both the east-
bound and westbound lanes of Cuyahoga
County’s I-90 Innerbelt Curve, where traffic
slows to make a hard turn. A mix issue with
the roadway’s Superpave asphalt—a perfor-
mance-based asphalt binder and mixture spec-
ification that has been used in Ohio since the
late 1990s—was determined to be causing a
reduction in surface macrotexture. Pavement
grooving and fine planing were identified as
ways to improve macrotexture and safety and
extend the life of the asphalt, which had been
installed in 2014.
The eastbound lane received a fine carbide
mill treatment—a common solution for this
type of project—while the westbound lane
received longitudinal diamond grooving. The
westbound lanes of the curve were longitu-
dinally diamond grooved in mid-November
2015. Crash data before and after the groov-
ing and milling showed that wet weather
crashes decreased along both curves. The
diamond grooved section improved the aver-
age SN 40 smooth tire value by more than 50
percent, increasing it to 1.5 times its previous
value.
12573 Route 9W • West Coxsackie, NY 12192 • www.igga.net • (518) 731–7450
SAFETY GROOVING
February 2019
ODOT uses longitudinal grooving for safety
on asphalt as well as concrete pavements
>>> I-75 IN MONTGOMERY COUNTY
On I-75 in Montgomery County, commercial
trucks were experiencing a higher-than-expected
crash rate while navigating a heavily traveled
high-speed zone with multiple curves. ODOT
conducted skid testing at the location and deter-
mined the macrotexture required improvement.
Resurfacing the pavement with a high friction
surface treatment (HFST) was considered, but
the cost was prohibitive. In June 2013, grooving
was performed on approximately two lane miles.
ODOT modified the state’s bridge deck grooving
specification to better suit its use on asphalt, mak-
ing grooves slightly wider and deeper than those
in concrete, to prevent asphalt grooves from col-
lapsing and deforming as a result of heavy traffic.
Crash data showed that the grooving all but
eliminated issues on the northbound lanes.
Southbound lanes experienced a reduction in
the number of incidents as well. The diamond
grooved section improved the average SN 40
smooth tire value by more than 70 percent, in-
creasing it to 1.7 times its previous value.
>>> DIAMOND GROOVING ON THREE OHIO HIGHWAYS
SIGNIFICANTLY REDUCED WET-WEATHER ACCIDENT RATES