Laboratory and field evaluation of asphalt pavement surface friction resistance

2018 ◽  
Vol 12 (3) ◽  
pp. 372-381 ◽  
Author(s):  
Zhong Wu ◽  
Chris Abadie
Keyword(s):  
Asphalt Pavement ◽  
Surface Friction ◽  
Field Evaluation ◽  
Friction Resistance ◽  
Pavement Surface

scholarly journals Evaluating the Friction Characteristics of Pavement Surface for Major Arterial Road

2021 ◽  
Vol 7 (12) ◽  
pp. 2011-2029
Author(s):  
Diana Jumah Mohammad ◽  
Mohammed Qadir Ismael
Keyword(s):  
Traffic Flow ◽  
Surface Friction ◽  
Road Surface ◽  
Skid Resistance ◽  
Friction Behavior ◽  
Friction Resistance ◽  
The Road ◽  
Pavement Surface ◽  
Asphalt Mix ◽  
Sand Patch

The performance of the pavement in terms of vehicle safety and tire wear is affected by the friction behavior of the pavement. To highlight the main characteristics that affect the production of better friction resistance of the pavement surface in this work. The micro-texture and macro-texture of the asphalt surface of Baghdad Airport highway were studied using two methods: (sand patch method and the British pendulum test). The sand patch was examined by drawing sand grains of a specific volume, while the micro-texture was analyzed using a BPT under dry and wet surface conditions. All data obtained from the two examinations were analyzed and modelled statistically using SPSS 25 software. Results show that skid resistance of pavement surface increase with the increase of MTD, this increase may be due to the increase of coarse aggregate which lead to increase the roughness of the pavement surface, this increase ranged between (96 - 91%). MTD decreases with the increase of traffic flow due to the friction between the road surface and the vehicle tires leading to increase of smoothness of the road surface. This is mean that MTD is highly affected by the traffic flow and this effectiveness ranged between (84-97%). Skid resistance also is highly affected by the traffic flow with an effectiveness ranged between (81-94%) for both pavement conditions. According to the regression analysis for friction and other parameters, it can be concluded that surface friction values are highly affected by cumulative traffic (asphalt mix deterioration) over time. Doi: 10.28991/cej-2021-03091775 Full Text: PDF

Laboratory and Field Evaluation of Single Layer and Double Layer High Friction Surface Treatments

2019 ◽  
Vol 2673 (2) ◽  
pp. 552-561 ◽  
Author(s):  
Shuo Li ◽  
Peiliang Cong ◽  
Demei Yu ◽  
Rui Xiong ◽  
Yi Jiang
Keyword(s):  
Double Layer ◽  
Friction Surface ◽  
Single Layer ◽  
Aggregate Size ◽  
Surface Friction ◽  
Field Evaluation ◽  
The United States ◽  
Aggregate Gradation ◽  
State Highway ◽  
Friction Performance

High friction surface treatment (HFST) has been proactively used as a solution to extreme friction demands at locations such as horizontal curves, ramps, bridge decks, and intersections. Considerable efforts have been made to evaluate the use of HFST across the United States (U.S.) The American Association of State Highway and Transportation Officials (AASHTO) has issued a provisional specification, i.e., AASHTO PP 79-14, to help state Departments of Transportation (DOTs) to successfully apply HFST. This paper presents a further effort made by the authors to evaluate and compare the friction performance and durability of single and double layer HFTS systems with calcined bauxite aggregate. The laboratory accelerated polishing was conducted to evaluate the effects of aggregate candidate gradations on the friction performance, such as friction coefficient and macrotexture mean profile depth (MPD), and to determine the aggregate gradation for field evaluation. Field evaluation was conducted on both single and double layer HFST systems using test strips under actual traffic polishing over a time period of nine months that covered an entire snow season. It was found that larger aggregate size tends to yield larger MPD, but larger MPD does not necessarily imply larger friction. The double layer HFST did not outperform the single layer HFST with respect to friction and durability. If the properties of calcined bauxite aggregate are precisely defined, either surface friction or MPD can solely be utilized as the frictional metric for quality assurance (QA) of HFST.

scholarly journals High-Definition Field Texture Measurements for Predicting Pavement Friction

2019 ◽  
Vol 2673 (1) ◽  
pp. 246-260 ◽  
Author(s):  
Natalia Zuniga-Garcia ◽  
Jorge A. Prozzi
Keyword(s):  
Panel Data Analysis ◽  
Laser Scanner ◽  
Field Measurements ◽  
Surface Friction ◽  
Alternative Methods ◽  
High Definition ◽  
Pavement Surface ◽  
Pendulum Test ◽  
Profile Depth ◽  
Friction Models

Monitoring and managing skid resistance properties are crucial activities to reduce the number of highway accidents and fatalities. However, current methodologies to measure pavement surface friction present several disadvantages that make them impractical. Thus, it is necessary to evaluate alternative methods to estimate friction. The principal objective of this study was to develop friction models based on pavement texture. We implemented a Line Laser Scanner (LLS) to obtain an improved characterization of the pavement texture which includes macrotexture and incorporates microtexture description using eight different parameters. Field measurements of friction and texture were collected around Texas using the British Pendulum Test (BPT), the Dynamic Friction Test (DFT), the micro-GripTester, and the LLS. The experimental results showed that there is not a unique relationship between texture and friction; though strong and statistically significant, the relationship is different for each type of pavement surface. Thus, regression analysis pooling all data cannot be utilized to quantify this relationship. For this reason, we applied a panel data analysis approach that allows the incorporation of the type of surface and provides a more robust analysis. The results indicate that the prediction of friction is significantly improved when incorporating information from both macrotexture and microtexture into the prediction model. Therefore, a measure of microtexture should be included into friction models based on texture. In addition, the study of different texture parameters suggests that the mean profile depth (MPD) is the most significant parameter for macrotexture and for microtexture to explain the distinct friction measures.

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