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Effect of Pavement Surface Characteristics on Skid Resistance
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Effect of Pavement Surface Characteristics on Skid Resistance
1.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 10 Issue: 01 | Jan 2023 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 748 Effect of Pavement Surface Characteristics on Skid Resistance Divyanshu Singh1, Dr. Pradeep Kumar2, Dr. (Mrs.) Vandana Tare3, Mayur Akhtar4 1 M.E. Student, Transportation Engineering, Shri G.S. Institute of Technology and Science, Indore, India 2 Senior Principal Scientist, Pavement Evaluation Division, C.S.I.R.-Central Road Research Institute, New Delhi, India 3 Professor, Civil Engineering and Applied Mechanics Department, Shri G.S. Institute of Technology and Science, Indore, India 4 Technical Assistant, Pavement Evaluation Division, C.S.I.R.-Central Road Research Institute, New Delhi, India ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract - A crucial component of highway safety is skid resistance, which is a result of the frictional force produced at the interface between the tyre and theroadsurface. Surface texture is one of the many aspects of a pavement's skid resistance that engineers may control. Microtexture of the pavement surface is a result of aggregate asperities, whereas macrotexture is a result of aggregate placement and inclination at the pavement surface. Macrotexture is often assessed using a variety of volumetric and optical methods, with the findings represented as texture or profile depths. Numerous research revealed that the pavement's macrotexture and the aggregate'spolishedstonevalue had an impact on skid resistance. The macrotexturevaluesinterms of mean texture depth and skid resistance values in terms of british pendulum number have been computed in this study using the sand patch test and the British pendulum tester respectively. IFI parameters were thencalculatedusing the MTD and BPN values. Finally, a number of findings on the impact of macro- and microtexture on skid resistance have been presented. Key Words: Microtexture, Macrotexture, International Friction Index, Skid Resistance. 1. INTRODUCTION A force known as skid resistance is created when a tyre begins to slide and stops rolling on the road surface. Dependent on the mechanical and physical features of the tyre and the surface properties of the road, tyre- road interaction affects how a vehicle drives. It has been discovered that the crash rate lowers as the frictional coefficient rises. Road surface's skid resistance is very essential, especially inrainy situations.A researchfoundthat 20% of all road crashes take place in wet conditions. Road texture refers to the road surface's deviations from a truly plane surface as a result of the randomly arranged surface aggregates and roughness of the surface. Both favourable effects—high skid resistance—and bad effects—discomfort and vehicle wear—can result from the pavement's texture and how it interacts with the tyre. Road's frictional aspects and tyre-pavement noise can both be controlled by adjusting the macro- and microtexture. Macrotexture is mainly affected by the coarse aggregate's gradient, shape and size, whereas microtexture is mainly affected by the aggregate's mineral composition, which further impacts the aggregate's texture and the ability to retain its texture during its interaction with vehicular movement and environment changes leading to aggregate polishing. Skid resistance of pavement also depends on aggregate resistance towards polishing. In this paper, a correlation between mean texture depth values and british pendulum number (in dry and wet conditions) values with friction values at variousslipspeeds have been established. 1.1 Objectives A pavement surface's ability to offeradequateskidresistance for traffic movement in wet weather is a crucial aspect of road safety. Frequent assessments and inspections are necessary to make sure there is sufficient skid resistance availability for safe traffic movements because a skid resistance of a pavement reduceswith timeasaconsequence of moving traffic. It is of ultimate practical significance and uttermost engineering need to be able to provide a thorough and proper analysis and depiction of the pavement's skid resistance in order to ensure traffic safety. The purpose of this study is to examine the effects of roadsurface micro-and macrotexture on skid resistance. By modifying these road surface qualities, the skid resistance may be regulated. 2. METHODOLOGY AND DATA COLLECTION Data was first collected for this study at roughly 20 places throughout the Delhi and NCR regions. Two tests have been carried out at each area. Using a British Pendulum Tester (ASTM E 303-93) and Sand Patch test (ASTM E 965-15), the mean texture depth (MTD) and skid resistance (represented as BPN) of the surfaces have been measured. In both dry and wet situations, the skid valueshavebeenrecorded.Following that, the BPN and MTD data were used to generate the International Friction Index (ASTM E1960-07), which consists of the speed gradient coefficient (Sp) and friction number (F60). In order to determine the impact of road texture on the skid resistance, the MTD and BPN values have
2.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 10 Issue: 01 | Jan 2023 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 749 finally been correlated to the friction values obtained at various slip speeds. Fig -1: British Pendulum Tester Fig -2: Data collection using British Pendulum Tester Two tests, the sand patch test and the skid resistance test, have been conducted for the purpose of gathering data. British pendulum tester was used to obtain the skid resistance values. Four BPT measurements in a row were recorded in dry conditions at each location. Four successive readings were then recorded to simulate wet weather conditions after applying water to the same region. The pavement's temperature was also measured. The methodology of this study is presented in the the form of a flow chart shown in figure 3. Fig -3: Study Methodology Fig -4: Sand Patch Test Values obtained - British Pendulum Number (BPN) in both dry and wet conditions Site Selection Data Collection British Pendulum Tester Values obtained - Mean Texture Depth (MTD) Sand Patch Test Calculation of International Friction Index (IFI) using MTD & BPN values Correlation of MTD and BPN values with calculated friction values at various slip speeds Conclusions
3.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 10 Issue: 01 | Jan 2023 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 750 Sand from Kunnur (Tamil Nadu), which was allowed to pass through a 300-micron sieve and be held on a 150-micron sieve, was used for the sand patch test (MORTH 5th REVISION). The road surface was subjected to receive 25 ml of sand at each place, which was then spread with a spreading tool into the shapeof a circle. Thecircle'sdiameter was then measured at four different points on the circle. 3. DATA ANALYSIS AND RESULTS The MTD and BPN values (in wet conditions) were used to calculatethe speed gradient coefficient Sp, adjustedvaluesof friction at 60 kmph FR(60), and friction number F60 for the International Friction Index (IFI). As indicated in table 1, the friction values at different slip speeds were estimated using Table -1: Friction values for various slip speeds for the locations selected F10 F20 F30 F40 F50 F60 F70 F80 F90 F100 0.58 0.52 0.46 0.41 0.37 0.33 0.30 0.27 0.24 0.21 0.53 0.48 0.44 0.40 0.37 0.33 0.30 0.28 0.25 0.23 0.61 0.55 0.50 0.45 0.41 0.37 0.34 0.30 0.28 0.25 0.53 0.48 0.44 0.39 0.36 0.32 0.29 0.26 0.24 0.22 0.64 0.55 0.47 0.40 0.35 0.30 0.25 0.22 0.19 0.16 0.60 0.56 0.51 0.47 0.43 0.40 0.37 0.34 0.31 0.29 0.58 0.52 0.46 0.40 0.36 0.31 0.28 0.25 0.22 0.19 0.75 0.72 0.70 0.68 0.66 0.64 0.62 0.60 0.58 0.56 0.72 0.54 0.40 0.30 0.22 0.17 0.12 0.09 0.07 0.05 0.54 0.48 0.43 0.39 0.35 0.31 0.28 0.25 0.22 0.20 0.57 0.52 0.47 0.43 0.39 0.36 0.33 0.30 0.27 0.25 0.48 0.45 0.41 0.38 0.35 0.32 0.30 0.27 0.25 0.23 0.50 0.45 0.40 0.35 0.31 0.28 0.25 0.22 0.20 0.18 0.73 0.56 0.43 0.33 0.25 0.20 0.15 0.12 0.09 0.07 0.56 0.48 0.41 0.35 0.30 0.26 0.22 0.19 0.16 0.14 0.53 0.48 0.44 0.39 0.36 0.32 0.29 0.26 0.24 0.21 0.59 0.56 0.53 0.51 0.48 0.46 0.44 0.41 0.39 0.37 0.62 0.55 0.49 0.43 0.38 0.34 0.30 0.27 0.24 0.21 0.61 0.56 0.51 0.47 0.43 0.39 0.36 0.33 0.30 0.28 0.57 0.52 0.47 0.43 0.39 0.36 0.33 0.30 0.27 0.25 Table -2: Correlation coefficients between MTD and BPN (dry and wet) values and friction values at various slip speeds R2 F10 F20 F30 F40 F50 F60 F70 F80 F90 F100 MTD 0.03 0.42 0.76 0.86 0.89 0.90 0.91 0.93 0.94 0.95 BPN (Dry) 0.68 0.38 0.10 0.02 0.00 0.00 0.00 0.00 0.00 0.00 BPN (Wet) 0.65 0.99 0.83 0.63 0.51 0.45 0.42 0.40 0.39 0.39
4.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 10 Issue: 01 | Jan 2023 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 751 the calculated friction values for slip speed 60 kmph (F60). The table makes it very evident that the value of friction reduces as speed rises. Additionally from table 2, MTD is observed to have a weak link with friction values at lower speeds, buta strong correlation with friction valuesathigher speeds. This demonstrates how macrotexture affects the pavement's ability to resist skidding at high speeds. Figure 6 depicts the graph for correlation between MTD and F60 values. Due to the instrument'slow speed and the dry pavement,the BPN readings in dry conditions are closely linked to microtexture. It is displaying a moderate correlation for low speed, pointing to the role of microtexture at low speed and dry conditions. Figure 7 depicts the graph for correlation between BPN (Dry condition) and F10 values. According to table 2, the correlation between wet BPN readings and computed friction values increases for slip speeds between 10 and 20 kmph beforediminishing.Overall, there is a medium to stronger correlation between the BPN values (in the wet situation). It can be said that if pavements exhibit greater BPN values when they are wet, larger friction values will likewise be observed. Fig -5: Data collection using Sand Patch Test 4. CONCLUSIONS The pavement's capability to withstand sliding has a significant impact on the driver'sabilitytocontrol a vehicle's movement in situations that could endanger their safety. Values for skid resistancechangeovertimeandareimpacted by a number of factors. The values normally fall as road usage duration increases because with time the road roughness deteriorates and smooths out. Increased levels of skid resistance are often found in the fall and winter, while rainfall and seasonal variations also have an impact. Since it affects road safety, it's essential to ensure an acceptable degree of skid resistance by controlling the influencing elements that may be governed: the condition of the road and the roughness of the road surface. According to this, road agencies must evaluate the pavement's condition in terms of skid resistance in order to guarantee a sufficient level of road safety. To provide optimal skid resistance on the roads, it is essential to maintain a suitable macrotexture and microtexture on the road surface. The findings from this investigation are summarised in the following lines– 1. Lower speeds are indicating a weak relation betweenthe mean texture depth values and friction values, whereas higher speeds are showing a strong correlation. This demonstrates how macrotexture affects the pavement's resistance to skidding at high speeds. Fig -6: Graph for correlation between MTD and F60 values Fig -7: Graph for correlation between BPN (Dry) and F10 values 2. As the instrument (BPT) is having a slow pace and the road surface is dry, the BPN measurements in dry conditions are closely related to microtexture. It is displaying a moderate correlation for low speeds,
5.
International Research Journal
of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 10 Issue: 01 | Jan 2023 www.irjet.net p-ISSN: 2395-0072 © 2022, IRJET | Impact Factor value: 7.529 | ISO 9001:2008 Certified Journal | Page 752 pointing to the role of microtexture at low speeds and in dry conditions. 3. In wet conditions, there isa firstgrowing(between10-20 km/h) and then a decreasing relation between BPN readings and computed friction values. Overall, the BPN values (in wet situation) exhibit a moderate to strong relation. So, it can be said that the obtained friction values will likewise be higher with higher BPN values. Other variables, such as traffic volume, weather, and water film thickness, may be taken into account for more precise predictions. Additionally, larger data sets could be gathered to obtain stronger correlation. REFERENCES [1] ASTM E965-15, Standard Test Method for Measuring Pavement Macrotexture Depth Using a Volumetric Technique. [2] MORTH 5th REVISION. [3] ASTM E303-93, Standard Test Method for Measuring Surface Frictional Properties Using the British Pendulum Tester. [4] ASTM E1960-07, Standard Practice for Calculating International Friction Index of a Pavement Surface. [5] Pranjić, I., DelukaTibljaš, A., Cuculić, M., and Skender, R., 2018. PavementSurfaceMacrotextureAnalysis.In:Road and Rail Infrastructure V. UniversityofZagrebFacultyof Civil Engineering, 359–365. [6] Pranjić, I., Deluka-Tibljaš, A., Cuculić, M., and Šurdonja, S., 2020. Influence of pavement surfacemacrotextureon pavement skid resistance. In: Transportation Research Procedia. Elsevier B.V., 747–754. [7] MORTH 5th REVISION. [8] Chu, L., Guo, W., and Fwa, T.F., 2022. Theoretical and practical engineering significance of British pendulum test. International Journal of Pavement Engineering, 23 (1), 1–8. [9] Fuentes, L., Gunaratne, M., de León Izeppi,E.,Flintsch,G., and Martinez, G., 2012. Determination of pavement macrotexture limit for use in international frictionindex model. Transportation Research Record, (2306), 138– 143. [10] Fwa, T.F., 2017. Skid resistance determination for pavement management and wet-weather road safety. International Journal of Transportation Science and Technology, 6 (3), 217–227. [11] Fwa, T.F. and Chu, L., 2021. The concept of pavement skid resistance state. Road Materials and Pavement Design, 22 (1), 101–120. [12] Guan, B., Wu, J., Xie, C., Fang, J., Zheng, H., and Chen, H., 2018. Influence of macrotexture and microtexture on the skid resistance of aggregates. Advances in Materials Science and Engineering, 2018. [13] Harish H S, Avinash N P, and Harikeerthan, M.K., 2013. Field Evaluation of Longitudinal Skid Resistance on Pavement Surface in Bangalore City-A Case Study. [14] Liu, Y., Fwa, T.F., and Choo, Y.S., 2004. Effect of Surface Macrotexture on Skid Resistance Measurements by the British Pendulum Test. Journal of Testing and Evaluation. [15] Mahboob Kanafi, M., Kuosmanen, A., Pellinen, T.K., and Tuononen, A.J., 2015. Macro-and micro-texture evolution of road pavements and correlation with friction. International Journal of Pavement Engineering, 16 (2), 168–179. [16] Pereira, P., Pais, J.C., Pereira, P.A.A., Trichês, G., and Fontes, L.P.T.L., 2010. Skid resistance and texture of compacted asphalt mixes evaluated from the IFI in laboratory preparation. [17] Ueckermann, A., Wang, D., Oeser, M., and Steinauer, B., 2015. Calculation of skid resistance from texture measurements. Journal of Traffic and Transportation Engineering (English Edition), 2 (1), 3–16. [18] Wang, D., Zhang, Z., Kollmann, J., and Oeser, M., 2018. Development of aggregate micro-texture during polishing and correlation with skid resistance. International Journal of Pavement Engineering, 21 (5), 629–641. [19] Zhu, X., Yang, Y., Zhao, H., Jelagin, D., Chen, F., Gilabert, F.A., and Guarin, A., 2021. Effects of surface texture deterioration and wet surface conditions on asphalt runway skid resistance. Tribology International, 153.
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