NordFoU PROJECT ROAD SURFACE TEXTURE - LOW NOISE AND LOW ROLLING RESISTANCE ROLLING RESISTANCE - COPENHAGEN 2009

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1 NordFoU PROJECT ROAD SURFACE TEXTURE - LOW NOISE AND LOW ROLLING RESISTANCE ROLLING RESISTANCE - COPENHAGEN 2009 DANISH ROAD INSTITUTE TECHNICAL NOTE

2 ROLLING RESISTANCE - COPENHAGEN 2009 NordFoU project Road surface texture - low noise and low rolling resistance Technical note AUTHOR: Jørgen Kragh, DRI ISBN ELECTRONIC: DATED: January 2010, revised December 2010 COPYRIGHT: Road Directorate, 2010 LAYOUT: Berit Jensen PUBLISHED BY: Road Directorate, Danish Road Institute PHOTO: Jørgen Kragh

3 CONTENTS PREFACE 4 FORORD 4 SUMMARY 5 RESUMÉ 6 1. BACKGROUND AND AIM 7 2. SECTIONS OF ROAD 8 3. MEASURING METHOD AND EQUIPMENT 9 4. TEST TYRES AND TEST SPEEDS RESULTS OBSERVATIONS Pavement influence on the rolling resistance Tyre influence on the rolling resistance Speed influence on the rolling resistance REFERENCES 22 APPENDIX TEST SECTIONS 23 3

4 PREFACE The measurements of rolling resistance described in this Technical Note were carried out by the Technical University of Gdansk (TUG) on the request of the NordFoU project steering group. TUG reported the measurement results to the project leader, Jørgen Kragh, Danish Road Institute (DRI), who has written the present note with valuable input from Ulf Sandberg, Swedish National Road and Transport Institute (VTI). FORORD Målingerne af rullemodstand beskrevet i nærværende notat er udført af Det tekniske Universitet i Gdansk (TUG) på bestilling fra styregruppen for Nord- FoU-projektet Overfladetekstur af støjreducerende vejbelægning med lav rullemodstand. TUG sendte sine måleresultater til projektlederen, Jørgen Kragh, Vejdirektoratet, Vejteknisk Institut, som har skrevet notatet. Ulf Sandberg, Statens väg- och transportforskningsinstitut (VTI), har bidraget med værdifulde kommentarer til et udkast til notatet. 4

5 SUMMARY The tyre rolling resistance on 14 different road surfaces in the Copenhagen area was measured by means of a special trailer built by the Technical University of Gdansk (TUG). The TUG trailer was run three times on each test section of road with a speed of 110 km/h and 80 km/h or at 50 km/h, equipped with each of three test tyres; SRTT, Avon AV4, and Michelin Primacy (MP). On Kongelundsvej there was very little difference between pavements. This seems natural, because the macrotexture of these surfaces did not differ much. The rolling resistance measured on Vigerslevvej, however, was similar to that on Kongelundsvej, even though the macrotexture of Vigerslevvej was significantly higher. This needs further study. On M10 the highest rolling resistance was seen on the old surfaces (HRA 11/16 and AC 11o) and the smallest values on AC 11d. The range of variation was 10 % for the SRTT, 14 % for Avon and 20 % for the MP tyre. The surface texture of the sections on M10 showed significantly larger variation than on Kongelundsvej. There was a positive correlation between the rolling resistance coefficients measured with the Avon and Michelin tyre and the mean profile depth (MPD) of the road surface profile of the test sections on M10. The Avon tyre displayed the highest rolling resistance; the SRTT gave the smallest rolling resistance coefficient, while the rolling resistance measured with the MP tyre was in between. This was seen both at high speed (on M10) and at low speed (on Kongelundsvej and Vigerslevvej). The tyre/road rolling resistance on the pavement test sections were ranked in a similar way bt the three test tyres. The variation between the rolling resistance coefficients measured on different pavements, however, was so small that a general conclusion on this is rather uncertain. On M10 measurements were made both at 80 km/h and at 110 km/h. The rolling resistance coefficient increased from 80 km/h to 110 km/h by about 10 % for the SRTT, by 1 % for the Avon and by 5 % for the MP tyre. The reason for these differences is unknown, and later testing will show how much speed influences rolling resistance in the range km/h. 5

6 RESUMÉ Rullemodstanden på 14 forskellige vejbelægninger i Københavnsområdet blev målt med en speciel trailer konstrueret af Det tekniske Universitet i Gdansk (TUG). Traileren blev monteret med hvert af tre forskellige dæk: SRTT, Avon AV4 og Michelin Primacy (MP) trukket tre gange hen over hver forsøgsstrækning med en fart på 110 km/h og 80 km/h eller med 50 km/h. Der var meget lille forskel i rullemodstanden målt på forsøgsstrækningerne på Kongelundsvej. Dette forekommer naturligt eftersom overfladens makrotekstur på disse belægninger er ret ens. Rullemodstanden målt på Vigerslevvej var imidlertid også af samme størrelse, selv om vejoverfladen her havde væsentlig grovere makrotekstur. Det er noget vi i fremtiden må undersøge nærmere. På M10 blev den største rullemodstand målt på de ældste belægninger (ABS 11/16 og AB 11å) og den mindste rullemodstand blev målt på AB 11t. Variationsområdet for rullemodstanden målt på de forskellige belægninger var ca. 10 % for SRTT, 14 % for Avon-dækket og 20 % for MP-dækket. Også forskellene i makrotekstur på M10 var betydeligt større end på strækningerne på Kongelundsvej. Der var positiv korrelation mellem rullemodstandskoefficienten målt med Avon- og MP-dækket og middelprofildybden (MPD) af vejbelægningens overflade på forsøgsstrækningerne på M10. Avon-dækket gav den højeste rullemodstand, SRTT den mindste og MPdækket en mellemting. Dette gjaldt både målingerne ved høj hastighed (på M10) og med lav hastighed (på Kongelundsvej og Vigerslevvej). Rullemodstanden på forsøgsstrækningerne blev rangordnet på nogenlunde samme måde ved måling med de tre dæk. Forskellen mellem de målte rullemodstandskoefficienter var imidlertid så små at det ikke er muligt at konkludere dette generelt. På M10 blev der målt både ved 80 km/h og 110 km/h. Rullemodstanden for SRTT var omkring 10 % større ved 110 km/h end ved 80 km/h, men kun 1 % større for Avon-dækket og 5 % større for MP-dækket. Årsagen til disse forskelle kender vi ikke, men forhåbentlig vil opfølgende målinger klarlægge fartafhængigheden i intervallet fra 50 km/h til 80 km/h. 6

7 CHAPTER 1 BACKGROUND AND AIM 1. BACKGROUND AND AIM Task 3 of the NordFoU project Road surface texture for low noise and low rolling resistance consists of two subtasks, Subtask 3.1: Each project partner shall select groups of surfaces representative for various families of pavement, and for surfaces of different age within the same pavement family and measure: a) surface texture, b) CPX and SPB noise levels, and if feasible - c) rolling resistance Subtask 3.2: A comparison between noise levels measured with CPX trailers by DRI, TUG (representing VTI), and VV (SINTEF), respectively, on selected test sections of road in Copenhagen. Note: On these test sections DRI, VTI and VV has also measured surface texture (in Task 2). The present note deals with rolling resistance measurements made in September 2009 on the selected 400 m long test sections of M10 at Solrød South of Copenhagen, on the test sections of Kongelundsvej in Kastrup, and on Vigerslevvej in Valby. 7

8 CHAPTER 2 SECTIONS OF ROAD 2. SECTIONS OF ROAD A total of 14 different road surfaces were selected for this series of measurement. Their pavement types and location are specified in the appendix. Table 1 gives information on their age and traffic load. Figure 1 shows the texture spectra from the roughest and the smoothest pavement on M10, see [1] for details. Table 1. Test section construction year and traffic load. Site Built Speed limit AADT/lane Heavies [year] [km/h] [veh/24h] [%] M Kongelundsvej Vigerslevvej Texture level [db re 10-6 m (rms)] HRA 16 SMA 6p Texture w avelength [mm] Figure 1. Surface texture spectra from the roughest and the smoothest pavement on M10. 8

9 CHAPTER 3 MEASURING METHOD AND EQUIPMENT 3. MEASURING METHOD AND EQUIPMENT The principle of the measuring method is illustrated in Figure 2 [2]. A trailer is pulled by a vehicle. The trailer test tyre is mounted on a wheel suspended in a way so the force resisting the rolling tyre causes the wheel to incline backwards at an angle θ. The TUG trailer used in the measurement series in Copenhagen is shown in Figure 3. The trailer was run three times on each test section of road. Figure 2. Illustration of the principle used in the trailer for measuring tyre rolling resistance [2]. 9

10 CHAPTER 4 TEST TYRES AND TEST SPEEDS 4. TEST TYRES AND TEST SPEEDS TUG measured tyre rolling resistance (RR) with its trailer using three test tyres; SRTT, Avon AV4, and Michelin Primacy ("MP"), at test speeds 50 km/h (on Kongelundsvej and Vigerslevvej) and at 80 km/h and 110 km/h on Køge Bugt Motorvejen (M10). Table 6 on p. 21 presents data for the tyres used in the rolling resistance measurements and Figure 10 also on p. 21 shows the tyre tread patterns. The SRTT is a standard reference test tyre defined in an ASTM standard, and Avon AV4 is a market tyre which, together with the SRTT, has been selected as a reference for noise testing. The MP tyre is a popular market tyre and it was included because it has been used by TUG for rolling resistance measurements for a long time. Figure 3. TUG tyre rolling resistance trailer being prepared by Jerzy E. Ejsmont (left) and Piotr Mioduszewski (right) for measurements in Copenhagen, September

11 CHAPTER 5 RESULTS 5. RESULTS Figure 4 - Figure 6 show examples of the rolling resistance (RR) coefficient as a function of the distance measured; with SRTT on M10 in direction North at a speed of 110 km/h and in direction South at 80 km/h (Figure 4); with Avon AV4 on Kongelundsvej in direction North and South at a speed of 50 km/h (Figure 5), and with the MP tyre on Vigerslevvej in direction North and South at 50 km/h (Figure 6). The curves shown with one point per metre road length are the average results from three repeated runs on each test section. Figure 7 on p. 17 illustrates the average RR coefficients on each selected section of road measured on M10 at a speed of 80 and 110 km/h, respectively, with each tyre, and Table 2 on p. 15 shows the average and the standard deviations over all seven test sections on M10 of these average RR coefficients for each tyre and speed. Figure 8 on p. 18 and Table 3 on p. 15 shows the same data for Kongelundsvej as the data for M10 in Figure 7 and Table 2. The corresponding results from Vigerslevvej are also given in Table 3. Table 5 - Table 7 on p show average RR coefficients for each test section, tyre and speed on M10, Kongelundsvej and Vigerslevvej, respectively. Figure 9 on p. 19 shows the measured rolling resistance coefficients as a function of the mean profile depth (MPD) from [1], while Table 4 also on p gives the slope, intercept and explained variance by a linear regression of the rolling resistance coefficient on the MPD as well as the standard deviation of the residuals in the y-direction. 11

12 CHAPTER 5 RESULTS,0,5 SRTT 110 km/h Direction North Aver. run Analyzed window 0,018,0 HRA 11/16 (ABS AC 11d SMA 8 AC 8o/Micoville 8,5,0,5,0 RR coefficient [-],5 0,004,0 0,002,5 0, Distance [m] 0,018 SRTT 80 km/h Direction South Aver. run Analyzed window 5 4 UTLAC 8/TB 8k /Combifalt 8 SMA 6P AC 11o 4 3 RR coefficient [-] , , , Distance [m] Figure 4. Example of RR coefficients recorded 6 September 2009 on M10 at Solrød. Average from three runs, cf. text 12

13 CHAPTER 5 RESULTS AC 11d AC 6o UTLAC 6 / TB 6k Avon 50 km/h Direction North RR coefficient [-] Aver. run Analyzed window Distance [m] Avon 50 km/h Direction South SMA 6+ AB 8t AC 11d RR coefficient [-] Aver. run Analyzed window Distance [m] Figure 5. Example of RR coefficients recorded 6 September 2009 on Kongelundsvej. Average from three runs, cf. text. 13

14 CHAPTER 5 RESULTS MP 50 km/h Direction North Aver. run Analyzed window PA 8 / PA 16 3 RR coefficient [-] Distance [m] MP 50 km/h Direction South Aver. run Analyzed window PA 8 / PA 16 3 RR coefficient [-] Distance [m] Figure 6. Example of RR coefficients recorded 6 September 2009 on Vigerslevvej. Average from three runs, cf. text. 14

15 CHAPTER 6 OBSERVATIONS 6. OBSERVATIONS 6.1 PAVEMENT INFLUENCE ON THE ROLLING RESISTANCE On Kongelundsvej (50 km/h) there seems to have been very little difference between pavements. This is natural and satisfying, since the macro texture expressed as MPD is rather similar on all these sections of road. However, the RR coefficient measured on Vigerslevvej is similar to that on Kongelundsvej, although the macro texture is significantly higher. This may be natural too, since the macro texture of this surface on Vigerslevvej has a negative profile, although the MPD value should to some extent consider this. This should be studied further. On M10 the highest RR coefficients were seen on the old surfaces (HRA 11/16 and AC 11o) and the smallest values on AC 11d. The range of variation was 10 % for the SRTT, 14 % for Avon and 20 % for the MP tyre. The average relation between RR and MPD shows positive correlation [2], see also Table 4, which is to be expected since the texture variation on M10 is much larger than on Kongelundsvej. Table 2. Average and standard deviation of RR coefficients measured on the seven test sections on M10 Tyre Speed RR coefficient [km/h] Avg [-] Std dev [-] SRTT Avon AV4 MP Table 3. Average and standard deviation of RR coefficients measured on the six test sections on Kongelundsvej and the average measured on Vigerslevvej Tyre Speed RR coefficient [km/h] Kgl Avg [-] Kgl Std dev [-] Vigerslevvej Avg [-] SRTT Avon AV MP

16 CHAPTER 6 OBSERVATIONS 6.2 TYRE INFLUENCE ON THE ROLLING RESISTANCE The highest rolling resistance coefficients are seen for the Avon tyre, the smallest values for SRTT, while the MP tyre RR coefficients are in between. This is valid for both high speed (M10) and low speed (Kongelundsvej and Vigerslevvej). The tyre/road rolling resistance on the pavements is ranked similarly by the three tyres although the limited variation between pavements implies that such an evaluation is rather uncertain. 6.3 SPEED INFLUENCE ON THE ROLLING RESISTANCE On M10 tests of RR were made at both 80 km/h and 110 km/h. The RR coefficients increased from 80 km/h to 110 km/h by about 10 % for the SRTT, 1 % for the Avon tyre and 5 % for the MP tyre. It is not known why this change was different for different tyres, but part of the explanation may be differences in tyre width, which affect the air drag on the tyre. Later tests may reveal how much speed influences RR coefficients in the range km/h. 16

17 CHAPTER 6 OBSERVATIONS SRTT_M10 SRTT_110 SRTT_ 80 RR Coefficient [-] AVON_M10 AVON_110 AVON_ 80 RR Coefficient [-] MP_M10 MP_110 MP_ 80 RR Coefficient [-] HRA 11/16 (ABS) AC 11d SMA 8 AC 8o/Micoville 8 UTLAC 8/TB 8k/Combifalt 8 SMA 6P AC 11o Figure 7. Rolling resistance coefficients measured on M10. Average values from three runs on each of the seven test sections. 17

18 CHAPTER 6 OBSERVATIONS SRTT_KGL SRTT_50 RR Coefficient [-] AVON_KGL AVON_50 RR Coefficient [-] MP_KGL MP_50 RR Coefficient [-] AC 11d AC 6o UTLAC 6/TB 6k SMA 6+ AB 8t AC 11d Figure 8. Rolling resistance coefficients measured on Kongelundsvej. Average values from three runs on each of the six test sections. 18

19 CHAPTER 6 OBSERVATIONS RR Coeff [-] Avon AV4 110 Avon AV4 80 MP 110 MP 80 SRTT 110 SRTT 80 SMA 6P AC 11d AC 11o SMA 8 AC 8o UTLAC 8 MPD [mm] 0,6 0,8 1,0 1,2 1,4 1,6 1,8 HRA 16 RR Coeff [-] Avon AV4 50 MP 50 SRTT 50 PA 8 / PA 16 MPD [mm] 0,4 0,6 0,8 1,0 1,2 1,4 1,6 Figure 9. Rolling resistance coefficient as a function of mean profile depth for the test sections on motorway M10 (top) and on city streets (KLG/VIG) in Copenhagen (bottom). Table 4. Results of linear regression analysis of RR on MPD: slope, intercept, fraction of explained variance R 2 and standard deviation s R of the residuals in the y-direction. Slope Intercept R 2 s R M10 [-/mm] [-] [-] [-] SRTT SRTT Avon AV Avon AV MP MP KGL/VIG SRTT Avon AV MP

20 20 Table 5. Rolling resistance coefficients measured on M10, Solrød. RR coefficient [-] TYRE Speed Direction NORTH Direction SOUTH HRA 11/16 [km/h] (ABS) AC 11d SMA 8 AC 8o/Microville 8 UTLAC 8/TB 8k/Combifalt 8 SMA 6P AC 11o SRTT Avon AV CHAPTER 6 OBSERVATIONS MP Table 6. Rolling resistance coefficients measured on Kongelundsvej, Kastrup. RR coefficient [-] TYRE Speed Direction NORTH Direction SOUTH [km/h] AC 11d AC 6o UTLAC 6/TB 6k SMA 6+ AB 8t AC 11d SRTT Avon AV MP

21 CHAPTER 6 OBSERVATIONS Table 7. Rolling resistance coefficients measured on PA 8/PA 16 on Vigerslevvej, Valby. RR coefficient [-] TYRE Speed Direction [km/h] North South SRTT Avon AV MP Table 7. Data on tyres applied in the rolling resistance measurements, cf. text TIRE SRTT Avon MP MANUFACTURER UNIROYAL AVON MICHELIN SIZE P225/60R16 97S M+S 195R14C 106/104N 225/60R16 98V TREAD TIGER PAW SUPERVAN AV4 PRIMACY HP CONSTRUCTION Tread: 1polyester+2steel Sidewalls: 1polyester Tread: 2steel+2polyester+ 1nylon Sidewalls: 2polyester Tread: 1polyester + 2steel + 1polyamid Sidewall: 1polyester MANUFACTURING WEEK Figure 10: Test tyres (left to right): Avon; SRTT and MP. 21

22 CHAPTER 7 REFERENCES 7. REFERENCES [1] S. Å Storeheier et al., Road surface texture low noise and low rolling resistance. Texture calibration measurements Copenhagen SINTEF Project Memo (to be published). [2] Anneleen Bergiers, Luc Goubert, Rolling resistance and Texture, Presentation at kick-off meeting of the NordFoU Project, Copenhagen 4 May

23 APPENDIX TEST SECTIONS APPENDIX TEST SECTIONS N Exit #30 and turn UTLAC 8 / TB 8k / Combifalt AC 8o / Microville SMA 6P SMA AC 11d AC 11o HRA 11/16 (ABS Exit #32 and turn Figure A1. Test sections on M10. 23

24 APPENDIX TEST SECTIONS 700 Dilatation joint: 704 m Dilatation joint: 706 m N SMA 6+ UTLAC 6 / TB 6k AB 8t AC 6o AC 11d AC 11d = North end of "1st Planting Pocket" -100 Mid Løjtegårdsvej = - 71 m Figure A2. Test sections on Kongelundsvej. 24

25 Eksternt notat / Technical notes Nr. No. Titel/Title 55/07 Clogging of Porous Pavements - International Experiences Forfatter/Author Hans Bendtsen Jørn Raaberg 56/07 Ageing of Porous Pavements - Acoustical effects Jørgen Kragh 57/07 Acoustical characteristics of Danish road surfaces - Part 2 58/07 Replacement of Porous Top Layer - Process and noise effect Bent Andersen Jørgen Kragh Sigurd N. Thomsen 59/07 Faglig strategi for støjtemaet Hans Bendtsen 60/07 Clogging of porous pavements - The cleaning experiment Carsten B. Nielsen 61/07 Noise Classification - Asphalt pavement Jørgen Kragh 62/07 Inter Noise konferencen 2007 i Istanbul - Rejserapport Hans Bendtsen 63/07 HSD Measurements at the BASt Test Track - COST 354: Short Term Scientific Mission, 2006 Susanne Baltzer Gregers Hildebrand 65/07 Fremtidens Vej - Tre skridt til fremtiden Carsten B. Nielsen Erik Nielsen Finn Thøgersen Knud A. Pihl 66/08 Optimized thin layers urban roads - the Kastrupvej experiment 67/08 Traffic noise measurements in Malmö - Results from 1 st and 2 nd year Sigurd N. Thomsen Hans Bendtsen Bent Andersen Bent Andersen Hans Bendtsen Sigurd N. Thomsen 68/08 Surface dressings - Noise measurements Hans Bendtsen Sigurd N. Thomsen 69/08 Use of noise reducing pavements - European experience Hans Bendtsen Jørgen Kragh Erik Nielsen 70/08 Strategy for the DRI noise research theme Hans Bendtsen 71/08 Tema Klima & Miljø Strategi for FUD /08 Belægningsskift og støjgener - Øster Søgade /09 Lyse belægningsoverflader i tunneler - Energibesparelse 74/09 Noter fra STØJKONFERENCE Euronoise 2009 i Edinburgh Michael Larsen Knud A. Pihl Marianne Grauert Lars Ellebjerg Bjarne Schmidt, Vejdirektoratet Kåre Ulrich Hansen, A/S Øresund Hans Bendtsen Emine Celik Christensen Gilles Pigasse Jørgen Kragh 75/10 Staderapport for vejstribers holdbarhed Bjarne Schmidt, Vejdirektoratet DELTA 76/10 Støj ved to nye rundkørsler før og efter ombygning Hans Bendtsen Gilles Pigasse Bent Andersen 77/10 Rolling resistance - Copenhagen 2009 NordFoU project Road surface texture - low noise and low rolling resistance Jørgen Kragh

26 The Road Directorate has local offi ces in Aalborg, Fløng, Herlev, Herning, Middelfart, Næstved, Skanderborg and it s head offi ce in Copenhagen. Find more information on roaddirectorate.dk. ROAD DIRECTORATE Guldalderen 12, Fløng DK-2640 Hedehusene Phone vd@vd.dk roaddirectorate.dk