Wet pavement skidding due to inadequate surface texture or friction contributes to 20% to 35% of all wet weather crashes. Many of the past studies of pavement surface texture and friction have deficiency in selecting the model forms or variables and interpreting the models and (or) the findings or have recommended further investigation. These pose a challenge for the highway agencies in selecting the appropriate surface layer and (or) measuring tools. This study was undertaken to re-examine some of the pavement surface texture and skid resistance related issues and aid the highway agencies in this area. Pavement surface texture and skid resistance aspects were carefully examined using the data collected from nine asphalt concrete (AC) surfaces. Pavement surface texture was measured using the sand patch method and a high speed texture laser. Skid resistance was measured using a British Pendulum and a skid trailer. The analysis has reinstated that aggregate quality is the predominant factor for AC surface skid resistance. Both texture depth and ribbed tire skid resistance was shown to increase with an increase in coarse aggregate (CA) content proving their interdependency. Neither the voids in mineral aggregate (VMA) or air voids (AV) contents showed a meaningful or statistically significant correlation with the surface texture or skid resistance. Fairly good correlations were found among the British Pendulum number (BPN), ribbed tire skid number (SN) and mean texture depth (MTD) rejecting the hypothesis that BPN is a measure of only surface microtexture and ribbed tire skid number is insensitive to surface texture.Résumé : Le dérapage sur chaussée mouillée en raison d'une texture ou un coefficient de frottement à la surface inadéquat contribue à 20 % -35 % de tous les accidents par temps de pluie. Plusieurs études antérieures sur la texture et le coefficient de frottement des chaussées présentent des manques dans la sélection des formes ou des variables des modèles et l'interpré-tation des modèles et/ou des conclusions ou encore recommandent de nouvelles études. Cela pose un défi aux ministères des transports quant à la sélection de la couche de surface et/ou des outils de mesure appropriés. La présente étude a été entreprise pour réexaminer certaines questions reliées à la texture de surface des chaussées et à la résistance au dérapage et ainsi aider les ministères des transports dans ce domaine. Les aspects de texture de surface des chaussées et de la résistance au dérapage ont été examinés attentivement en utilisant les données colligées sur neuf surfaces de béton bitumineux. La texture de surface des chaussées a été mesurée en utilisant la méthode d'étalement de couches de sable et un laser pour mesurer la texture à haute vitesse. La résistance au dérapage a été mesurée en utilisant le pendule SRT (skid resistance tester) et une remorque de glissance. L'analyse a confirmé que la qualité des agrégats est le principal facteur de la résistance au déra-page des surfaces de bétons bitumineux. La profondeur de la te...
Skidding contributes to up to 35% of wet weather accidents. Increased temperature and surface wear and polishing may affect the available friction and further increase skid-related accidents. Several studies have attempted to examine and quantify these variations mostly with inadequate or inappropriate conclusions. The surface friction of both port-land cement concrete (PCC) and asphalt concrete (AC) pavements was measured monthly to determine the influencing factors and quantify the seasonal fluctuation. Skid number (SN) and pertinent data of the Long-Term Pavement Performance program were obtained for both PCC and AC pavements, incorporating all geographic and climatic regions of the United States and Canada, to determine the contributing factors and quantify the long-term and early-life variations of surface friction. Surface friction was shown to fluctuate as a result of ambient or pavement temperature fluctuation at 0.35 British pendulum number per 1°C change in temperature. The effect of prior weather was shown to be insignificant. Following the construction, AC and PCC surface friction was shown to increase by 5 SN in about 18 months and 4 SN in about 2½ years. Skid resistance was shown to decrease thereafter at 0.27 SN for AC and at 0.24 SN for PCC pavements per million vehicle passes. Cumulative traffic passes, pavement age, speed, and temperature during the testing and PCC pavement surface texture types were found to be statistically significant for the prediction of long-term surface friction. AC pavement long-term surface friction was shown to be more sensitive, as compared with PCC, to predominant climatic condition.
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