scholarly journals Investigation of Durability and Performance of High Friction Surface Treatment

2021 ◽  
Author(s):  
Fulu Wei ◽  
Ce Wang ◽  
Xiangxi Tian ◽  
Shuo Li ◽  
Jie Shan
Keyword(s):  
Surface Treatment ◽  
Friction Surface ◽  
Coefficient Of Thermal Expansion ◽  
Good Condition ◽  
Surface Friction ◽  
Loading Test ◽  
System Integrity ◽  
Chip Seal ◽  
Friction Performance ◽  
And Performance

The Indiana Department of Transportation (INDOT) completed a total of 25 high friction surface treatment (HFST) projects across the state in 2018. This research study attempted to investigate the durability and performance of HFST in terms of its HFST-pavement system integrity and surface friction performance. Laboratory tests were conducted to determine the physical and mechanical properties of epoxy-bauxite mortar. Field inspections were carried out to identify site conditions and common early HFST distresses. Cyclic loading test and finite element method (FEM) analysis were performed to evaluate the bonding strength between HFST and existing pavement, in particular chip seal with different pretreatments such as vacuum sweeping, shotblasting, and scarification milling. Both surface friction and texture tests were undertaken periodically (generally once every 6 months) to evaluate the surface friction performance of HFST. Crash records over a 5-year period, i.e., 3 years before installation and 2 years after installation, were examined to determine the safety performance of HFST, crash modification factor (CMF) in particular. It was found that HFST epoxy-bauxite mortar has a coefficient of thermal expansion (CTE) significantly higher than those of hot mix asphalt (HMA) mixtures and Portland cement concrete (PCC), and good cracking resistance. The most common early HFST distresses in Indiana are reflective cracking, surface wrinkling, aggregate loss, and delamination. Vacuum sweeping is the optimal method for pretreating existing pavements, chip seal in particular. Chip seal in good condition is structurally capable of providing a sound base for HFST. On two-lane highway curves, HFST is capable of reducing the total vehicle crash by 30%, injury crash by 50%, and wet weather crash by 44%, and providing a CMF of 0.584 in Indiana. Great variability may arise in the results of friction tests on horizontal curves by the use of locked wheel skid tester (LWST) due both to the nature of vehicle dynamics and to the operation of test vehicle. Texture testing, however, is capable of providing continuous texture measurements that can be used to calculate a texture height parameter, i.e., mean profile depth (MPD), not only for evaluating friction performance but also implementing quality control (QC) and quality assurance (QA) plans for HFST.

scholarly journals Determination of Friction Performance of High Friction Surface Treatment Based on Alternative Macrotexture Metric

Materials ◽  
2021 ◽  
Vol 14 (22) ◽  
pp. 6895
Author(s):  
Hua Zhao ◽  
Fulu Wei ◽  
Ce Wang ◽  
Shuo Li ◽  
Jie Shan
Keyword(s):  
Surface Treatment ◽  
Friction Surface ◽  
Surface Friction ◽  
Test System ◽  
Test Methods ◽  
Friction Test Methods ◽  
Profile Depth ◽  
Aggregate Loss ◽  
Friction Performance

Surface friction is currently the most common metric for evaluating the performance of high friction surface treatment (HFST). However, friction test methods such as the locked wheel skid tester (LWST) commonly provide a spot measurement. Large variations may arise in the LWST testing on curves. Based on 21 actual HFST projects, a study was performed to use a macrotexture metric, i.e., the mean profile depth (MPD) to evaluate HFST’s performance and improve its quality control (QC)/quality assurance (QA) procedures. The material properties were presented to understand the aspects of HFST. The method for calculating MPD was modified to account for the variations of macrotexture measurements. A vehicle-based test system was utilized to measure MPD periodically over an 18-month period since HFST installation. Statistical analysis was performed on the MPD measurements to identify the effects of influencing factors. Compared with the friction from LWST, MPD was equally effective in evaluating HFST performance. However, the use of MPD eliminated the errors as arisen in LWST testing and made it possible to detect surface distresses, including aggregate loss, delamination, and cracking. The expected overall MPD may be calculated by combining the MPD measurements made three months after installation at different HFST sites and used as a metric for evaluating HFST performance and QC/QA.

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 Effectiveness and performance of high friction surface treatments at a national scale

2016 ◽  
Vol 43 (9) ◽  
pp. 812-821 ◽  
Author(s):  
Qiang Joshua Li ◽  
Guangwei Yang ◽  
Kelvin C.P. Wang ◽  
You Zhan ◽  
David Merritt ◽  
...  
Keyword(s):  
Friction Surface ◽  
High Speed ◽  
National Scale ◽  
Average Temperature ◽  
Surface Data ◽  
High Speed Data ◽  
Friction Models ◽  
Friction Performance ◽  
And Performance ◽  
Significant Factors

Although high friction surface treatment (HFST) has been widely installed in recent years, validation efforts considering various materials, installation ages, environmental conditions, and traffic levels are missing primarily due to lacking of high-speed data collection instruments. Utilizing laser imaging technology and fixed-slip friction tester, this study collects comprehensive pavement surface data at 21 HFST sites in 11 states at highway speeds. Measurements on HFST and untreated pavements are compared to determine the effectiveness of HFST. Multivariate analyses are conducted to investigate the impacts of factors on HFST friction. Average temperature and installation age are identified as the significant factors. The HFST sites constructed using calcined bauxite aggregates exhibit better friction performance than those using flints. Subsequently, friction models are developed to aid highway agencies in managing HFST.

Field Evaluation of Surface Friction Performance of Chip Seals in Indiana

2012 ◽  
Vol 2295 (1) ◽  
pp. 11-18 ◽  
Author(s):  
Shuo Li ◽  
Todd Shields ◽  
Samy Noureldin ◽  
Yi Jiang
Keyword(s):  
Field Performance ◽  
Surface Friction ◽  
Field Evaluation ◽  
Field Testing ◽  
Factors Affecting ◽  
Pavement Condition ◽  
Chip Seal ◽  
Chip Seals ◽  
Friction Performance ◽  
On Chip

Chip seal has been widely used as an effective surface treatment for pavement preservation. The Indiana Department of Transportation (DOT) chip sealed a total of 373 lane mile pavements in 2008 and 700 lane mile pavements in 2009. However, many issues, such as the optimal use of local materials and new aggregates, remained unsolved. No original information was available at the time for Indiana DOT engineers to assess the performance of chip seal pavements. A research study was initiated by the Indiana DOT to evaluate the field performance of chip seal pavements, particularly the surface friction properties. Eighteen chip seal projects were selected as the test sections for this study. Field testing was conducted to measure pavement surface friction and texture properties. The true surface friction numbers were identified for chip seals after 12 months of service. The variation of surface friction on chip seals was analyzed. Factors affecting chip seal surface friction, such as aggregate, traffic volume, and existing pavement condition, were identified and examined. Three traffic levels were defined for better chip seal application. The international roughness index on the existing pavement affected chip seal friction performance. A criterion was recommended for assessing the friction performance of chip seal and identifying the possible failure of a chip seal.

NILO ALLOY 36

Alloy Digest ◽  
1987 ◽  
Vol 36 (8) ◽  
Keyword(s):  
Thermal Expansion ◽  
Corrosion Resistance ◽  
High Temperature ◽  
Physical Properties ◽  
Surface Treatment ◽  
Constant Coefficient ◽  
Coefficient Of Thermal Expansion ◽  
Heat Treating ◽  
Temperature Performance ◽  
Iron Nickel

Abstract NILO alloy 36 is a binary iron-nickel alloy having a very low and essentially constant coefficient of thermal expansion at atmospheric temperatures. This datasheet provides information on composition, physical properties, elasticity, and tensile properties. It also includes information on high temperature performance and corrosion resistance as well as forming, heat treating, machining, joining, and surface treatment. Filing Code: Fe-79. Producer or source: Inco Alloys International Inc..

UNISPAN LR35

Alloy Digest ◽  
1971 ◽  
Vol 20 (1) ◽  
Keyword(s):  
Thermal Expansion ◽  
Corrosion Resistance ◽  
High Temperature ◽  
Physical Properties ◽  
Surface Treatment ◽  
Tensile Properties ◽  
Coefficient Of Thermal Expansion ◽  
Heat Treating ◽  
Temperature Performance ◽  
Operational Level

Abstract UNISPAN LR35 offers the lowest coefficient of thermal expansion of any alloy now available. It is a low residual modification of UNISPAN 36 for fully achieving the demanding operational level of precision equipment. This datasheet provides information on composition, physical properties, hardness, and tensile properties. It also includes information on high temperature performance and corrosion resistance as well as forming, heat treating, machining, and surface treatment. Filing Code: Fe-46. Producer or source: Cyclops Corporation.

DELTALLOY 4032

Alloy Digest ◽  
1998 ◽  
Vol 47 (4) ◽  
Keyword(s):  
Wear Resistance ◽  
Thermal Expansion ◽  
Physical Properties ◽  
Surface Treatment ◽  
Tensile Properties ◽  
Surface Finish ◽  
Coefficient Of Thermal Expansion ◽  
Single Point ◽  
High Strength ◽  
Corrosion And Wear

Abstract Deltalloy 4032 has good machinability and drilling characteristics when using single-point or multispindle screw machines and an excellent surface finish using polycrystalline or carbide tooling. The alloy demonstrates superior wear resistance and may eliminate the need for hard coat anodizing. Deltalloy 4032 is characterized by high strength and a low coefficient of thermal expansion. This datasheet provides information on composition, physical properties, and tensile properties. It also includes information on corrosion and wear resistance as well as machining and surface treatment. Filing Code: AL-347. Producer or source: ALCOA Wire, Rod & Bar Division.

Research on the Friction Performance of Bionic Surface Based on the Clamber Animal Foot Pad

2013 ◽  
Vol 427-429 ◽  
pp. 298-301
Author(s):  
Chun Jian Su ◽  
Zhou Yu Fu ◽  
Hui Sun ◽  
Xiao Shen
Keyword(s):  
Sliding Friction ◽  
External Surface ◽  
Surface Friction ◽  
Friction Mechanism ◽  
Micro Particles ◽  
Bionic Surface ◽  
Friction Performance ◽  
Foot Pad ◽  
The Mathematical Model ◽  
Center Distance

The clamber animal foot pads were researched by the Super Depth of Field3D Microscopic System marked VHX-600 and the flexible non-smooth surface friction mechanism of clamber animal foot pad was analysed through bionic tribology. The total friction includes two aspects: a) The sliding friction caused by the adsorbability between clamber animal foot pad and external surface. b) The embedding resistance caused by the external surface micro particles embedded into clamber animal foot pad. The mathematical model of single convex hull was built and the different center distance bionic surfaces were designed, the friction contact simulation of bionic surface was done by ANSYS and the friction performance of bionic surface was verified through the plane friction testbed.

scholarly journals Influence of Macrotexture and Microtexture on the Skid Resistance of Aggregates

2018 ◽  
Vol 2018 ◽  
pp. 1-9 ◽  
Author(s):  
Bowen Guan ◽  
Jiayu Wu ◽  
Chao Xie ◽  
Jianhong Fang ◽  
Haile Zheng ◽  
...  
Keyword(s):  
Fractal Dimension ◽  
Correlation Analysis ◽  
Surface Treatment ◽  
Critical Point ◽  
Friction Surface ◽  
Pearson Correlation ◽  
Correlation Coefficients ◽  
Skid Resistance ◽  
Mean Square

This article intends to study the influence of macrotexture and microtexture on the skid resistance of four types of aggregates. For this purpose, fractal dimension (D), root mean square height (Rq), and Polished Stone Value (PSV) were tested. The Pearson correlation coefficients between PSV and D or Rq in the interval of different polishing cycles were calculated and analyzed with correlation analysis. The relationships between PSV and Rq were also established. The results showed that the PSV development was approximately divided into 3 stages including accelerated attenuation stage, decelerated attenuation stage, and stabilization stage. There is a critical point of the entire polishing cycles. When the number of the polishing cycles exceeds this critical point, microtexture replaces macrotexture to play a major role in the skid resistance of aggregates. In the accelerated attenuation stage, macrotexture plays a major role in the skid resistance of aggregates. In the decelerated attenuation stage and stabilization stage, microtexture gradually plays a major role in the skid resistance of aggregates. Because of roughest microtexture in the stabilization stage, bauxite can provide the highest levels of skid resistance for high friction surface treatment over the long-term period.

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