# Research on Grooved Concrete pavement Based on the Durability of Its Anti-Skid Performance
## 1 Introduction  
For several years, the anti-skid performance of cement concrete pavement has been the focus of much interest and research. Particularly on rainy days, due to a decrease in the anti-skid property of wet concrete surfaces, vehicles would skid out of control, resulting in casualties, property damage, and other serious consequences [1; 2; 3]. To enhance the anti-skid durability of concrete pavement, traditional techniques of mapping, embossing, and grooving, known as the first-, second-, and third-generation anti-skid technologies, respectively, are commonly employed [4; 5]. Over one or two years, mapping pavements are rapidly polished and as a result the skid resistance is gradually attenuated. Embossing, with poor maneuverability, contributes little to the anti-skid performance improvement. Currently, widespread use of newer anti-skid technologies including exposed aggregate, embedded aggregate [6; 7], and porous pavement is hindered by many drawbacks such as high costs, process complexity, and requirement constraints [8]. The friction performance of grooved pavement is significantly higher than that of non-grooved pavement [9]. Grooves could provide better drainage channels and improve the pavement's anti-skid performance, reducing the number of traffic accidents, especially on rainy days [10; 11; 12]. In many countries in which the grooving of concrete pavement is the most commonly used anti-skid durability technology, groove dimensions, design, and evaluation are the primary research areas [13; 14; 15]. In the United States, skid resistance force is recognized as the critical indicator of grooved concrete pavement performance by the Portland Cement Association (PCA) and American Association of State Highway and Transportation Officials (AASHTO) [16]. These organizations have adopted equally spaced rectangular grooves, of a width greater than 3 mm, a depth less than 6 mm, and spacing varying between 12 and 25 mm. In France, it was shown that increasing the groove width or reducing the groove spacing could improve the anti-skid performance of the pavement under the conditions of certain grooved surface areas [17]. It was therefore recommended that concrete pavement should be formed with transverse, equally spaced, rectangular grooves with a width between 3 and 5 mm, a depth between 5 and 6 mm, and groove spacing of 20 to 30 mm. [PERSON] [18] adopted grooves with a width varying from 2 to 10 mm, a depth from 1 to 10 mm, and spacing from 5 to 25 mm. [PERSON] [19] developed an automatic instrument to measure groove dimensions in field experiments, resulting in the enhanced efficiency of grooved pavement evaluation. The use of transverse rectangular grooves, with equal spacing of 20 mm and width and depth varying from 3 to 5 mm, has been suggested for expressways and first-class highways in China [20]. Meanwhile, municipal and rural roads in our country feature transverse rectangular grooves with smaller dimensions than higher-class roads, with widths varying from 3 to 5 mm, depths from 1 to 6 mm, and spacing from 15 to 40 mm. [PERSON] [10] proposed a simulation method using finite element software to investigate groove parameters, thus determining the optimal dimensions for longitudinally grooved (L) and transversely grooved (T) samples to be 6 mm wide, 4 mm deep, and 10 mm in spacing. To provide the required friction force, domestic concrete pavement is generally formed with transverse grooves and a wide groove spacing of approximately 20 mm. Currently, the most commonly used concrete pavement curing agents can be divided into inorganic and organic types. Inorganic curing agents can improve the strength of concrete and have the advantage of relatively low expenses. While the inadequate surface hydration of concrete leads to early cracks, the formation of the waterproof membrane on the concrete surface is incomplete after drying.