SubscribeRetexturing of pavements can be understood as the mechanical modification of a sound runway/road surface to restore skidding resistance, texture depth or both.
Determining if retexturing is required, is dependent on the road/runway conditions. Different treatment methods have different results. Dependent on the retexturing method and the road/runway surface conditions, results can range from
- An increase in both skid resistance and texture depth.
- An increase in skid resistance but reduce texture depth.
- An increase in texture depth and no effect on skid resistance.
Distinct advantages linked with pavement retexturing include:
- Mostly more cost effective than resurfacing.
- Usually able to be carried out at any time except extreme weather conditions.
- Usually takes a short time to be completed versus resurfacing.
- Conserves the earth's natural resources by not laying new surfaces.
Disadvantages include:
- Not applicable on unsound roads where cracking or surface irregularities exist.
- Certain road features such as ironwork, white lining and traffic detection loops may have to be avoided or protected.
- Caution is needed with some treatments where joints exist within the concrete surface.
- Retexturing is of limited value where coarse aggregates have been exposed and are easily polished.
- Some technique may not be appropriate if the coarse aggregate is of very hard material and may not respond well to impact.
Various methods have been developed for pavement retexturing. Each of these methods has particular advantages and disadvantage to its usage. The decision of which method is employed depends on several factors. These factors vary from weather conditions, time taken to carry out work, cost, level of retexturing required and environment.
An Example for retexturing has been done on Damson Parkway in UK by Ringway Specialist Services Ltd using the TrackJet technology. The road is a single carriageway with a slight gradient and appears to be heavily trafficked with a significant percentage of commercial vehicles. A SCRIM survey this year for the client gave satisfactory results (see below). The current surface course is a 14 mm negative texture type laid in December 2005.
A visual assessment of the surface indicates loss of micro and macro-texture probably due to the trafficking intensity and a binder rich appearance in the wheel tracks giving a smooth and slick appearance. The purpose of the treatment is to remove the binder film and restore the micro and macro texture to acceptable levels.
Site testing
A section of the northbound carriageway was selected as being representative and five points were tested on the nearside wheel track at approximately five metre intervals.
| Summary of PTV results: | ||
| Location PTV | Before Average PTV | After Average % |
| Increase | ||
| Area 1 LC 21 | Northbound | C/way ns wt |
| 47 PTV before | 69 PTV after | 46.8 % increase |
| 45 | 66 | 46.7 |
| 50 | 70 | 40.0 |
| 48 | 66 | 37.5 |
| 46 | 69 | 37.5 |
| 47 Average | 68 | 44.7 |
See Ringway test report Restoration of Surface Texture by Ultra High Water Pressure
dated 13. Sep. 2006
These methods vary from mechanical to chemical methods and are generally classified as one
of the following. These are:
- Impact action: This involves stringing the road surface with hard tipped tools or particles. This method is effective when polishing is the cause of the loss of skid resistance. Examples of this are Bush Hammering and Shot Blasting.
- Cutting and flailing: This category is when cutting is combined with impact on the cutting heads. Examples are grinding and grooving.
- Fluid action: This method utilises high temperature or pressure. It does not involve mechanical retexturing of the road pavement to expose new aggregate to the surfaces. Examples are Hot Compressed Air and High Pressure Water Blasting.
The paper will focus on Impact and Fluid action as these two involve polishing and rubber and paint marker removal from pavements.
