CA2306690A1 - Carriageway surfacing - Google Patents
Carriageway surfacing Download PDFInfo
- Publication number
- CA2306690A1 CA2306690A1 CA002306690A CA2306690A CA2306690A1 CA 2306690 A1 CA2306690 A1 CA 2306690A1 CA 002306690 A CA002306690 A CA 002306690A CA 2306690 A CA2306690 A CA 2306690A CA 2306690 A1 CA2306690 A1 CA 2306690A1
- Authority
- CA
- Canada
- Prior art keywords
- grooves
- grooving
- road
- profile
- carriageway surfacing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C11/00—Details of pavings
- E01C11/24—Methods or arrangements for preventing slipperiness or protecting against influences of the weather
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C11/00—Details of pavings
- E01C11/22—Gutters; Kerbs ; Surface drainage of streets, roads or like traffic areas
- E01C11/224—Surface drainage of streets
- E01C11/227—Gutters; Channels ; Roof drainage discharge ducts set in sidewalks
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C9/00—Special pavings; Pavings for special parts of roads or airfields
- E01C9/007—Vehicle decelerating or arresting surfacings or surface arrangements, e.g. arrester beds ; Escape roads, e.g. for steep descents, for sharp bends
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Road Paving Structures (AREA)
- Sewage (AREA)
- Road Repair (AREA)
- Tires In General (AREA)
Abstract
The carriageway surfacing consists of grooving (5) with grooves (1) 1 mm - 10 mm deep and 5 mm - 300 mm wide that are arranged along the necessary width of the road (2) while the grooves (1) are made at the angle .alpha. 0° -90° towards the longitudinal axis (3) of the road (2).
Description
Carriageway Surfacing Technical Field This invention relates to the carriageway surfacing.
Backgound Art The roads have been still more and more smoothened due to both the vehicle and pedestrian movement. This results in reduction of roughness of their surface and therefore in decreased friction coefficient while dry and particularly while wet when the braking distance of vehicles turns longer. These negative effects appear on the road particularly due to goods traffic when overloaded goods vehicles wear considerably the road surface. This results in deformation of the upper surface of the road on which cracks, longitudinal ruts and surface smoothening are apparent.
Water collects in the lowest parts of the ruts in rain. It is also collected even on flat surfaces all-over the road width due to its incorrect declivity. Water outflow in the tyre tread grooves of a vehicle starts to be insufficient at the speeds exceeding 70 km/h and therefore a water film is formed. The vehicle begins to float, tyres lose their adhesion and there is the risk of skidding. On the older roads that are sloped in the direction to both shoulders, the goods vehicles incline always to the right. This results in the more extensive loading of the right tire contact area of the vehicle that is smoothed and rutted more than the left one. When the vehicles move on such damaged roads, the friction coefficient in the right tire contact area is lower and the vehicles tend to oversteer to the left and therefore there is the risk of a frontal collision with an oncoming vehicle in case of skidding. Said negative effect of the vehicle is apparent on all types of roads fitted with asphalt, concrete and granite surfaces. It is caused with the fact that the friction coefficient is reduced spontaneously year by year and therefore safety of vehicle movement on the roads is also worsened. Said conditions are improved mainly so that the new layers of asphaltic bitumen, asphaltic concrete and mastic asphalt are performed on the roads. In some cases, longitudinal ruts are locally milled out up to the depth of 5 cm - 10 cm and partial bituminous carpets having higher surface roughness are then put on. Said finishing is, nevertheless, expensive, lengthy and cumbersome. The adversary conditions may be also improved by a longitudinal milling out the road using large planning cutters that are able to remove the longitudinal ruts; nevertheless, the unevenly grooves appear on the road that are the source of noticeable noise. Moreover, stones can be released from the surface of the roads treated in this way and this result in certain risk to the drivers and pedestrians.
Disclosure of Invention The disadvantages mentioned above are eliminated to the certain extent by the carriageway surfacing according to this invention, the nature of which consists in that the surfacing is formed by grooving having the grooves 1 mm - 10 mm deep and 5 mm - 300 mm wide that are finished to the necessary width directly on the road while the groves are made at the angle a 0 to 90° towards the longitudinal axis of the road.
The advantage of the grooved profile applied on the road is that it ensures the minimum destruction of the upper layer of the road. Another advantage is that sufficient roughness is ensured in case of very smooth road surfaces and, vice versa, very rough surfaces can be sufficiently smoothened. The grooved profile of the road is not liable to auto-destruction due to frozen rain precipitation in the milled Olit profile. The coated contact surface of the milled out profile is in the same height as the surface of the road coated layer. Another advantage is the fact that the grooved profile is noiseless and that its width is about 30 cm and can be changed on demand.
Said profiles are milled into the road at the angle a 0° - 90°
towards the longitudinal axis of the road. The grooved profiles can be milled out without or with gaps sized from 1 cm up to several dozen of meters. All types of the known surfaces from which the roads are made can be finished with milling.
Carriageway surfacing enables formation of the draining noiseless profile that consists of grooving made of grooves having the shape of a rectangle 1 mm - 8 mm deep and 15 mm - 50 mm wide while the gap between the adjacent grooves is 10 mm - 200 mm and the total grooving width is 100 mm - 300 mm and the distance between two adjacent grooving is at least 0.01 m.
In order to increase surface roughness, the carriageway surfacing is formed by grooving consisting of the uniformly arranged, wave-shaped grooves 1 mm - 5 mm deep and 5 mm - 15 mm wide while grooving width is 100 mm - 300 mm. Said arrangement ensures the uniform roughness of the profile featuring with maximum skidproof effect in the depth of 1 mm - 5 mm. The grooved profile ensures minimum destruction of the upper layer of the road. It is not liable to auto-destruction due to the water frozen in the profile. The coated contact surface of the profile milled out is in the same height as the coated surface of the road. This results in profile noiseless.
Carriageway surfacing consisting of the retarding profile ensures that the audible alarm informs about the dangerous parts of the road. This is enabled by grooves having the shape of the rectangular trapezoid with legs A, B and C, D
of 300 mm and 1.5 mm - 3 mm long, respectively.
In order to reduce the risk of skidding on the decks of bridges, carriage surfacing is fitted with the uniformly arranged grooves having the shape of a sawtooth oscillation 6 mm deep and 5 mm - 20 mm wide while the gap between the adjacent grooves is between 100 mm and 250 mm and the total grooving width is 200 mm - 500 mm and the distance between two adjacent grooving is at least 0.01 m. This arrangement enables that the chemical material spread over the road is kept better in the deep grooves that serves then as the salt brine source. The groove profile is designed so that its drainage along a level line is as small as possible, i.e. that the solution of water and salt formed - so called salt brine - can be kept in a groove that serves as the sort of a container. This enhances significantly the effect of the chemical material spread onto the bridge decks.
In order to reduce noisiness of concrete surfaces, the surface layer of the road is covered with a flushing profile that consists of grooving with randomly arranged V-shaped grooves or channels 1 mm - 3 mm deep and 1.5 mm - 5 mm wide while the gap between the adjacent grooves is 1 mm - 5 mm. Said arrangement ensure smoothing of sharp edges that are formed when the surface of concrete upper layer of the road is roughened. The flushing profile helps to remove the highest unevenness (at least 1 mm) formed on the road surfaces. This helps to reduce noisiness of the road and therefore also weariness of drivers. Another advantage is also that this finishing helps to reach better drainage of the road. Another advantage is also that -after the above-mentioned profile is applied onto the road - building of noise barriers can be significantly reduced, particularly inside inhabited localities; this results in the increased hygienic utility of the road.
Brief description of the drawings The invention will be described closely using the following drawings:
Fig. 1 is a schematic arrangement of the milled out, grooved profile used on the upper layer of three-lane road;
Fig. 2 is a sectional view of the noiseless drainage profile;
Fig. 3 is a sectional view of the roughed profile;
Fig. 4 is a sectional view of the retarding profile;
Fig. 5 is a sectional view of the skiddproof salt brine profile intended for the bridge decks;
Fig. 6 is a sectional view of the flushing profile intended for the concrete roads;
and Fig. 7 is a sectional view of the flushing profile intended for asphalt roads.
Description of the Preferred Embodiment The preferred embodiment of the carriageway surfacing is described using the three-lane road, see Fig. 1. This surfacing consists of grooving 5 made on its upper layer 6 with grooves 1 having the changeable width s 5 mm - 300 mm and depth h mm - 10 mm while the total width s' of grooving 5 is 300 mm. The grooves 1 are made at the angle a 0° - 90° towards the longitudinal axis 3 of the road 2. Grooving 5 of the upper layer 6 of the road 2 is made with the distance 7 of 3-m gaps in the emergency stopping lane and with the distance 7 of 6-m gaps in the slow lane while the fast lane is without any grooving 5.
The carriageway surfacing according to Fig. 1 and Fig. 2 consists of the noiseless drainage profile. Said profile consists of grooving 5 made on its upper layer 6 with unevenly wide grooves 1 having the depth h 1 mm - 5 mm and the changeable width s 10 mm - 50 mm, with the gap 12 between the adjacent grooves mm - 200 mm. The total width s of grooving 5 is 300 mm and the grooves 1 are made at the angle a 0° - 90° towards the axis 3 of the road 2 in the travel direction.
The function of the grooved noiseless drainage profile is apparent from Fig.
2. Water 10 is directed from the road 2 towards its edges and out of it due to the movement of tyres on the profile. The tyres act in this case as blades of a rotary pump.
Due to the movement of tyres on said profile, the latter is simultaneously self cleaned.
The carriageway surfacing according to Fig. 1 and Fig. 3 consists of the roughened profile consisting of grooving 5 made on its upper layer 6 with uniformly wide wave-shaped grooves 1 having the depth h 1 mm - 15 mm and the width s 3 mm - 4 mm. The total width s' of grooving 5 is 300 mm and the grooves 1 are made at the angle a 0°- 90° towards the axis 3 of the road 2 in the travel direction. The function of the roughened profile is apparent from Fig. 3. Edges 8 of grooves 1 of grooving 5 engage the tyre and thus ensure necessary friction. Due to the movement of tyres across said grooving 5, the self cleaning of the profile is performed and noise reduced.
The carriageway surfacing according to Fig. 1 and Fig. 4 consists of the retarding profile consisting of grooving 5 made on its upper layer 6 with the groove 1 having the shape of the rectangular trapezoid with legs A, B and C, D of 300 mm and 1.5 mm - 10 mm long, respectively. The function of the retarding profile is as follows. Depth h of the profile being 1.5 mm - 10 mm enables the tyre to reach the bottom of said profile. The tyres move along said bottom and at its end they impact onto a barrier - the edge 10 of said profile having the depth h, for example, 10 mm, and roll over said edge 10. Due to said impact, the acoustic effect is formed that informs the driver about a risky place on the road and simultaneously helps to reduce vehicle speed because the driver applied the brake subconsciously.
The carriageway surfacing according to Fig. 1 and Fig. 5 consists of the salt brine profile consisting of grooving 5 made on its upper layer 6 with the uniformly arranged grooves 1 having the shape of a sawtooth oscillation which depth h is 5 mm - 15 mm and width s 5 mm - 15 mm while the gap 12 between the adjacent grooves 1 is between 100 mm and 300 mm and the total width s' of grooving 5 is between 200 mm and 500 mm. The distance 7 between the adjacent two grooving 5 is at least 0.01 m. Function of the salt brine profile is as follows. The bridge deck fitted with said profile is preventively covered with a chemical material that is deposited into the grooves 1. Grooving 5 is performed so that its drainage profile is as low as possible, i.e. that the salt brine remains in the groves 1. This is ensured due to the shape of the groove 1 that is designed so that the salt brine remains in the groove 1 while the rest of the road is dry. At snow or freezing rain, the water penetrates into the grooves 1 containing salt brine. The salt brine level goes up and is distributed along the bridge deck by tyres of the travelling vehicles. This eliminates the risk that the chemical material will be applied late and therefore the road will be icy. In case that the grooves 1 are already empty and icing is formed on the bridge deck, the edges 11 of grooves 1 serves as a skiddproof protection.
The carriageway surfacing according to Fig. 1, Fig. 5 and Fig. 6 consists of the flushing profile consisting of grooving S made on its upper layer 6 with V-shaped grooves or channels 1 mm - 3 mm deep and 1.5 mm - 5 mm wide while the distance 12 between the adjacent grooves 1 is 1 mm - 5 mm. Due to the slight grinding of unevenness formed on the upper layer 6 of the road 2, the gaps 12 between the individual grooves 1 are flushed; this helps to reduce noise formed when the tyres roll over the uneven surface. The function of the flush profile is as follows.
After the great number of the sharp edges and unevenness are removed and many smooth surfaces are formed between the grooves, noise that can be heard in the vehicle interior is reduced. This results also in reducing of the total road noisiness per se when the vehicle tyres roll over the above-mentioned profile.
Industrial Applicability The carriageway surfacing can be applied on any road as a protective means in order to reduce the number of risky places on the roads formed due to atmospheric effects or reduced roughness or deformation on their surfaces or formation of longitudinal ruts.
Backgound Art The roads have been still more and more smoothened due to both the vehicle and pedestrian movement. This results in reduction of roughness of their surface and therefore in decreased friction coefficient while dry and particularly while wet when the braking distance of vehicles turns longer. These negative effects appear on the road particularly due to goods traffic when overloaded goods vehicles wear considerably the road surface. This results in deformation of the upper surface of the road on which cracks, longitudinal ruts and surface smoothening are apparent.
Water collects in the lowest parts of the ruts in rain. It is also collected even on flat surfaces all-over the road width due to its incorrect declivity. Water outflow in the tyre tread grooves of a vehicle starts to be insufficient at the speeds exceeding 70 km/h and therefore a water film is formed. The vehicle begins to float, tyres lose their adhesion and there is the risk of skidding. On the older roads that are sloped in the direction to both shoulders, the goods vehicles incline always to the right. This results in the more extensive loading of the right tire contact area of the vehicle that is smoothed and rutted more than the left one. When the vehicles move on such damaged roads, the friction coefficient in the right tire contact area is lower and the vehicles tend to oversteer to the left and therefore there is the risk of a frontal collision with an oncoming vehicle in case of skidding. Said negative effect of the vehicle is apparent on all types of roads fitted with asphalt, concrete and granite surfaces. It is caused with the fact that the friction coefficient is reduced spontaneously year by year and therefore safety of vehicle movement on the roads is also worsened. Said conditions are improved mainly so that the new layers of asphaltic bitumen, asphaltic concrete and mastic asphalt are performed on the roads. In some cases, longitudinal ruts are locally milled out up to the depth of 5 cm - 10 cm and partial bituminous carpets having higher surface roughness are then put on. Said finishing is, nevertheless, expensive, lengthy and cumbersome. The adversary conditions may be also improved by a longitudinal milling out the road using large planning cutters that are able to remove the longitudinal ruts; nevertheless, the unevenly grooves appear on the road that are the source of noticeable noise. Moreover, stones can be released from the surface of the roads treated in this way and this result in certain risk to the drivers and pedestrians.
Disclosure of Invention The disadvantages mentioned above are eliminated to the certain extent by the carriageway surfacing according to this invention, the nature of which consists in that the surfacing is formed by grooving having the grooves 1 mm - 10 mm deep and 5 mm - 300 mm wide that are finished to the necessary width directly on the road while the groves are made at the angle a 0 to 90° towards the longitudinal axis of the road.
The advantage of the grooved profile applied on the road is that it ensures the minimum destruction of the upper layer of the road. Another advantage is that sufficient roughness is ensured in case of very smooth road surfaces and, vice versa, very rough surfaces can be sufficiently smoothened. The grooved profile of the road is not liable to auto-destruction due to frozen rain precipitation in the milled Olit profile. The coated contact surface of the milled out profile is in the same height as the surface of the road coated layer. Another advantage is the fact that the grooved profile is noiseless and that its width is about 30 cm and can be changed on demand.
Said profiles are milled into the road at the angle a 0° - 90°
towards the longitudinal axis of the road. The grooved profiles can be milled out without or with gaps sized from 1 cm up to several dozen of meters. All types of the known surfaces from which the roads are made can be finished with milling.
Carriageway surfacing enables formation of the draining noiseless profile that consists of grooving made of grooves having the shape of a rectangle 1 mm - 8 mm deep and 15 mm - 50 mm wide while the gap between the adjacent grooves is 10 mm - 200 mm and the total grooving width is 100 mm - 300 mm and the distance between two adjacent grooving is at least 0.01 m.
In order to increase surface roughness, the carriageway surfacing is formed by grooving consisting of the uniformly arranged, wave-shaped grooves 1 mm - 5 mm deep and 5 mm - 15 mm wide while grooving width is 100 mm - 300 mm. Said arrangement ensures the uniform roughness of the profile featuring with maximum skidproof effect in the depth of 1 mm - 5 mm. The grooved profile ensures minimum destruction of the upper layer of the road. It is not liable to auto-destruction due to the water frozen in the profile. The coated contact surface of the profile milled out is in the same height as the coated surface of the road. This results in profile noiseless.
Carriageway surfacing consisting of the retarding profile ensures that the audible alarm informs about the dangerous parts of the road. This is enabled by grooves having the shape of the rectangular trapezoid with legs A, B and C, D
of 300 mm and 1.5 mm - 3 mm long, respectively.
In order to reduce the risk of skidding on the decks of bridges, carriage surfacing is fitted with the uniformly arranged grooves having the shape of a sawtooth oscillation 6 mm deep and 5 mm - 20 mm wide while the gap between the adjacent grooves is between 100 mm and 250 mm and the total grooving width is 200 mm - 500 mm and the distance between two adjacent grooving is at least 0.01 m. This arrangement enables that the chemical material spread over the road is kept better in the deep grooves that serves then as the salt brine source. The groove profile is designed so that its drainage along a level line is as small as possible, i.e. that the solution of water and salt formed - so called salt brine - can be kept in a groove that serves as the sort of a container. This enhances significantly the effect of the chemical material spread onto the bridge decks.
In order to reduce noisiness of concrete surfaces, the surface layer of the road is covered with a flushing profile that consists of grooving with randomly arranged V-shaped grooves or channels 1 mm - 3 mm deep and 1.5 mm - 5 mm wide while the gap between the adjacent grooves is 1 mm - 5 mm. Said arrangement ensure smoothing of sharp edges that are formed when the surface of concrete upper layer of the road is roughened. The flushing profile helps to remove the highest unevenness (at least 1 mm) formed on the road surfaces. This helps to reduce noisiness of the road and therefore also weariness of drivers. Another advantage is also that this finishing helps to reach better drainage of the road. Another advantage is also that -after the above-mentioned profile is applied onto the road - building of noise barriers can be significantly reduced, particularly inside inhabited localities; this results in the increased hygienic utility of the road.
Brief description of the drawings The invention will be described closely using the following drawings:
Fig. 1 is a schematic arrangement of the milled out, grooved profile used on the upper layer of three-lane road;
Fig. 2 is a sectional view of the noiseless drainage profile;
Fig. 3 is a sectional view of the roughed profile;
Fig. 4 is a sectional view of the retarding profile;
Fig. 5 is a sectional view of the skiddproof salt brine profile intended for the bridge decks;
Fig. 6 is a sectional view of the flushing profile intended for the concrete roads;
and Fig. 7 is a sectional view of the flushing profile intended for asphalt roads.
Description of the Preferred Embodiment The preferred embodiment of the carriageway surfacing is described using the three-lane road, see Fig. 1. This surfacing consists of grooving 5 made on its upper layer 6 with grooves 1 having the changeable width s 5 mm - 300 mm and depth h mm - 10 mm while the total width s' of grooving 5 is 300 mm. The grooves 1 are made at the angle a 0° - 90° towards the longitudinal axis 3 of the road 2. Grooving 5 of the upper layer 6 of the road 2 is made with the distance 7 of 3-m gaps in the emergency stopping lane and with the distance 7 of 6-m gaps in the slow lane while the fast lane is without any grooving 5.
The carriageway surfacing according to Fig. 1 and Fig. 2 consists of the noiseless drainage profile. Said profile consists of grooving 5 made on its upper layer 6 with unevenly wide grooves 1 having the depth h 1 mm - 5 mm and the changeable width s 10 mm - 50 mm, with the gap 12 between the adjacent grooves mm - 200 mm. The total width s of grooving 5 is 300 mm and the grooves 1 are made at the angle a 0° - 90° towards the axis 3 of the road 2 in the travel direction.
The function of the grooved noiseless drainage profile is apparent from Fig.
2. Water 10 is directed from the road 2 towards its edges and out of it due to the movement of tyres on the profile. The tyres act in this case as blades of a rotary pump.
Due to the movement of tyres on said profile, the latter is simultaneously self cleaned.
The carriageway surfacing according to Fig. 1 and Fig. 3 consists of the roughened profile consisting of grooving 5 made on its upper layer 6 with uniformly wide wave-shaped grooves 1 having the depth h 1 mm - 15 mm and the width s 3 mm - 4 mm. The total width s' of grooving 5 is 300 mm and the grooves 1 are made at the angle a 0°- 90° towards the axis 3 of the road 2 in the travel direction. The function of the roughened profile is apparent from Fig. 3. Edges 8 of grooves 1 of grooving 5 engage the tyre and thus ensure necessary friction. Due to the movement of tyres across said grooving 5, the self cleaning of the profile is performed and noise reduced.
The carriageway surfacing according to Fig. 1 and Fig. 4 consists of the retarding profile consisting of grooving 5 made on its upper layer 6 with the groove 1 having the shape of the rectangular trapezoid with legs A, B and C, D of 300 mm and 1.5 mm - 10 mm long, respectively. The function of the retarding profile is as follows. Depth h of the profile being 1.5 mm - 10 mm enables the tyre to reach the bottom of said profile. The tyres move along said bottom and at its end they impact onto a barrier - the edge 10 of said profile having the depth h, for example, 10 mm, and roll over said edge 10. Due to said impact, the acoustic effect is formed that informs the driver about a risky place on the road and simultaneously helps to reduce vehicle speed because the driver applied the brake subconsciously.
The carriageway surfacing according to Fig. 1 and Fig. 5 consists of the salt brine profile consisting of grooving 5 made on its upper layer 6 with the uniformly arranged grooves 1 having the shape of a sawtooth oscillation which depth h is 5 mm - 15 mm and width s 5 mm - 15 mm while the gap 12 between the adjacent grooves 1 is between 100 mm and 300 mm and the total width s' of grooving 5 is between 200 mm and 500 mm. The distance 7 between the adjacent two grooving 5 is at least 0.01 m. Function of the salt brine profile is as follows. The bridge deck fitted with said profile is preventively covered with a chemical material that is deposited into the grooves 1. Grooving 5 is performed so that its drainage profile is as low as possible, i.e. that the salt brine remains in the groves 1. This is ensured due to the shape of the groove 1 that is designed so that the salt brine remains in the groove 1 while the rest of the road is dry. At snow or freezing rain, the water penetrates into the grooves 1 containing salt brine. The salt brine level goes up and is distributed along the bridge deck by tyres of the travelling vehicles. This eliminates the risk that the chemical material will be applied late and therefore the road will be icy. In case that the grooves 1 are already empty and icing is formed on the bridge deck, the edges 11 of grooves 1 serves as a skiddproof protection.
The carriageway surfacing according to Fig. 1, Fig. 5 and Fig. 6 consists of the flushing profile consisting of grooving S made on its upper layer 6 with V-shaped grooves or channels 1 mm - 3 mm deep and 1.5 mm - 5 mm wide while the distance 12 between the adjacent grooves 1 is 1 mm - 5 mm. Due to the slight grinding of unevenness formed on the upper layer 6 of the road 2, the gaps 12 between the individual grooves 1 are flushed; this helps to reduce noise formed when the tyres roll over the uneven surface. The function of the flush profile is as follows.
After the great number of the sharp edges and unevenness are removed and many smooth surfaces are formed between the grooves, noise that can be heard in the vehicle interior is reduced. This results also in reducing of the total road noisiness per se when the vehicle tyres roll over the above-mentioned profile.
Industrial Applicability The carriageway surfacing can be applied on any road as a protective means in order to reduce the number of risky places on the roads formed due to atmospheric effects or reduced roughness or deformation on their surfaces or formation of longitudinal ruts.
Claims (7)
1. The carriageway surfacing featuring with that it is formed with grooving (5) consisting of grooves (1) 1 mm - 15 mm deep and 5 mm - 500 mm wide that are used along the necessary width of the road (2) while the grooves (1) are made at the angle a 0°- 90° towards the longitudinal axis (3) of the road (2).
2. The carriageway surfacing according to Claim 1 featuring with that it is formed with grooving (5) consisting of the rectangular grooves (1) 1 mm - 8 mm deep and 5 mm - 50 mm wide, with the gap (12) between the adjacent grooves 10 mm - 200 mm while the total width of grooving (5) is 100 mm - 300 mm and the distance (7) between two adjacent grooves (5) is at least 10 mm.
3. The carriageway surfacing according to Claim 1 featuring with that it is formed with grooving (5) with uniformly arranged wave-shaped grooves (1) 1 mm -15 mm deep and 5 mm - 15 mm wide while the total width of the grooving (5) is between 100 mm and 300 mm and the distance (7) between two adjacent grooving (5) is at least 0.01 m.
4. The carriageway surfacing according to Claim 1 featuring with that it is formed with grooving (5) consisting of the grooves (1) having the shape of the rectangular trapezoid with legs A, B and C, D 300 mm and 1.5 mm - 10 mm long, respectively.
5. The carriageway surfacing according to Claim 1 featuring with that it is formed with grooving (5) consisting of the uniformly arranged grooves (1) having the shape of the sawtooth oscillation 6 mm deep and 5 mm - 20 mm wide, while the gap (12) between the adjacent grooves (1) is between 100 mm and 250 mm and the total width of grooving (5) is between 200 mm and 500 mm and the distance (7) between two adjacent grooving (5) is at least 0.01 m.
6. The carriageway surfacing according to Claim 1 featuring with that it is formed with grooving (5) consisting of the unevenly arranged V-shaped grooves (1) 1 mm - 3 mm deep and 1.5 mm - 5 mm wide while the gap (12) between the adjacent grooves (1) is 1 mm - 5 mm.
7. The carriageway surfacing according to Claim 6 featuring with that it is formed with grooves (1) having the shape of channels.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CZ19984384A CZ290399B6 (en) | 1998-12-30 | 1998-12-30 | Road pavement surface treatment |
| SK1530-99A SK285933B6 (en) | 1998-12-30 | 1999-11-08 | Road surface treatment |
| SI9900280A SI20139A2 (en) | 1998-12-30 | 1999-12-20 | Surface treated road surface |
| AT0088499U AT4242U1 (en) | 1998-12-30 | 1999-12-20 | ROAD COVER |
| DE29922773U DE29922773U1 (en) | 1998-12-30 | 1999-12-23 | Road surface |
| PL99337585A PL337585A1 (en) | 1998-12-30 | 1999-12-29 | Road surface paving |
| CA002306690A CA2306690A1 (en) | 1998-12-30 | 2000-04-26 | Carriageway surfacing |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CZ19984384A CZ290399B6 (en) | 1998-12-30 | 1998-12-30 | Road pavement surface treatment |
| CA002306690A CA2306690A1 (en) | 1998-12-30 | 2000-04-26 | Carriageway surfacing |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2306690A1 true CA2306690A1 (en) | 2001-10-26 |
Family
ID=25681759
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002306690A Abandoned CA2306690A1 (en) | 1998-12-30 | 2000-04-26 | Carriageway surfacing |
Country Status (7)
| Country | Link |
|---|---|
| AT (1) | AT4242U1 (en) |
| CA (1) | CA2306690A1 (en) |
| CZ (1) | CZ290399B6 (en) |
| DE (1) | DE29922773U1 (en) |
| PL (1) | PL337585A1 (en) |
| SI (1) | SI20139A2 (en) |
| SK (1) | SK285933B6 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004067847A1 (en) * | 2003-01-27 | 2004-08-12 | Blastrak_Morava, Spol. S R.O. | Method of repairing defects of a wearing course of road surface, particularly permanent deformations of its surface and roughness loss |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008019883B4 (en) * | 2008-04-21 | 2011-02-10 | Chalmers University Of Technology Department Of Applied Acoustics | Road surface and method of making the same |
| WO2010008351A1 (en) * | 2008-07-18 | 2010-01-21 | Asfalteks D.O.O. | Roadway equipped with draining means and method of preparing such roadway |
| NL1040824B1 (en) * | 2014-05-30 | 2016-06-27 | Abs Infradvies B V | Road surface. |
| PT3292247T (en) | 2015-01-18 | 2020-03-17 | Aquatec Iq Tech Gmbh | Milling machine for road surfaces or pavements |
| IT201800021352A1 (en) * | 2018-12-28 | 2020-06-28 | Bridgestone Europe Nv Sa | PROCEDURE AND APPARATUS FOR THE TREATMENT OF ROUGH ROAD SURFACES |
| AT17204U1 (en) * | 2020-05-28 | 2021-09-15 | B D S Bitumen Dicht Systeme Gmbh | Asphalt road reinforcement |
| AT17725U1 (en) * | 2021-09-21 | 2022-12-15 | Jv Projekt Vh S R O | Gutter drainage element for streets, as well as the streets to be drained |
-
1998
- 1998-12-30 CZ CZ19984384A patent/CZ290399B6/en not_active IP Right Cessation
-
1999
- 1999-11-08 SK SK1530-99A patent/SK285933B6/en not_active IP Right Cessation
- 1999-12-20 SI SI9900280A patent/SI20139A2/en unknown
- 1999-12-20 AT AT0088499U patent/AT4242U1/en not_active IP Right Cessation
- 1999-12-23 DE DE29922773U patent/DE29922773U1/en not_active Expired - Lifetime
- 1999-12-29 PL PL99337585A patent/PL337585A1/en unknown
-
2000
- 2000-04-26 CA CA002306690A patent/CA2306690A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004067847A1 (en) * | 2003-01-27 | 2004-08-12 | Blastrak_Morava, Spol. S R.O. | Method of repairing defects of a wearing course of road surface, particularly permanent deformations of its surface and roughness loss |
Also Published As
| Publication number | Publication date |
|---|---|
| DE29922773U1 (en) | 2000-05-25 |
| CZ438498A3 (en) | 2000-08-16 |
| SK285933B6 (en) | 2007-11-02 |
| CZ290399B6 (en) | 2002-07-17 |
| AT4242U1 (en) | 2001-04-25 |
| SK153099A3 (en) | 2000-08-14 |
| SI20139A2 (en) | 2000-06-30 |
| PL337585A1 (en) | 2000-07-03 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |