Effect of Pavement Surface Characteristics on Skid Resistance by IRJET Journal

Effect of Pavement Surface Characteristics on Skid Resistance

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 theinterfacebetweenthetyre andtheroadsurface.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 andthe aggregate'spolishedstonevalue hadan impactonskidresistance.Themacrotexturevaluesintermsof 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.IFIparameters 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 rollingon the road surface. Dependentonthemechanical andphysical featuresofthe tyre and the surface properties of the road, tyreroadinteraction affects how a vehicle drives. It has been discovered that the crash rate lowers as the frictional coefficient rises. Roadsurface's skid resistanceis very essential,especiallyinrainysituations.Aresearchfoundthat 20%ofallroadcrashestakeplaceinwetconditions.

Roadtexturereferstotheroadsurface'sdeviationsfroma truly plane surface as a result of the randomly arrangedsurfaceaggregatesandroughnessofthesurface. Both favourable effects high skid resistance and bad effects discomfortandvehiclewear canresultfromthe pavement's texture and how it interacts with the tyre. Road'sfrictionalaspectsandtyre-pavementnoisecanboth becontrolledbyadjustingthemacro-andmicrotexture.

Macrotexture is mainly affected by the coarse aggregate's gradient, shape and size, whereas microtexture is mainly affected by the aggregate'smineral composition, which further impacts the aggregate's textureand theability to retain itstexture during its interaction with vehicular movementand environmentchangesleadingtoaggregate polishing. Skid resistance of pavement also depends on aggregateresistancetowardspolishing.

In this paper, a correlation between mean texture depth values and british pendulum number (in dry and wet conditions)valueswithfrictionvaluesatvariousslipspeeds havebeenestablished.

1.1 Objectives

Apavementsurface'sabilitytoofferadequateskidresistance fortraffic movementin 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 askid resistanceofapavementreduceswithtimeasaconsequence ofmovingtraffic.Itisofultimatepracticalsignificanceand uttermostengineeringneedtobeabletoprovideathorough and proper analysis and depiction of the pavement's skid resistancein order to ensure traffic safety. The purpose of thisstudyistoexaminetheeffectsofroadsurfacemicro-and macrotexture on skid resistance. By modifying these road surfacequalities,theskidresistancemayberegulated.

2. METHODOLOGY AND DATA COLLECTION

Data wasfirstcollectedforthis studyatroughly20places throughouttheDelhiandNCRregions.Twotestshavebeen carried out at each area. Using a British Pendulum Tester (ASTME303-93)andSandPatchtest(ASTME965-15),the meantexturedepth(MTD)andskidresistance(represented asBPN)ofthesurfaceshavebeenmeasured.Inbothdryand wetsituations,theskidvalueshavebeenrecorded.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 textureontheskidresistance,theMTDandBPNvalueshave

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 | Page748

Divyanshu Singh1 , Dr. Pradeep Kumar2 , Dr. (Mrs.) Vandana Tare3, Mayur Akhtar4

finally been correlated to the friction values obtained at variousslipspeeds.

conditions after applying water to the same region. The pavement's temperature was also measured. The methodologyofthisstudyispresentedinthetheformofa flowchartshowninfigure3

SiteSelection

DataCollection

SandPatchTest

Valuesobtained

-MeanTexture Depth(MTD)

BritishPendulumTester

Valuesobtained-British PendulumNumber(BPN)in bothdryandwetconditions

CalculationofInternationalFriction Index(IFI)usingMTD&BPNvalues

CorrelationofMTDandBPNvalueswith calculatedfrictionvaluesatvariousslipspeeds

Conclusions

Twotests,thesandpatchtestandtheskidresistancetest, 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 recordedindryconditionsateachlocation.Foursuccessive readings were then recorded to simulate wet weather

Fig -1:BritishPendulumTester Fig -2:DatacollectionusingBritishPendulumTester Fig -3:StudyMethodology Fig -4:SandPatchTest

SandfromKunnur(TamilNadu),whichwasallowedtopass through a 300-micron sieve and be held on a 150-micron sieve, was used for the sand patch test (MORTH 5th REVISION).Theroadsurfacewassubjectedtoreceive25ml of sand at each place, which was then spread with a spreadingtoolintotheshapeofacircle.Thecircle'sdiameter wasthenmeasuredatfourdifferentpointsonthecircle.

3. DATA ANALYSIS AND RESULTS

TheMTDandBPNvalues(inwetconditions)wereusedto calculatethespeedgradientcoefficientSp,adjustedvaluesof frictionat60kmphFR(60),andfrictionnumberF60forthe InternationalFrictionIndex(IFI).Asindicatedintable1,the frictionvaluesatdifferentslipspeedswereestimatedusing

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 -1: Frictionvaluesforvariousslipspeedsforthelocationsselected

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

Table -2: CorrelationcoefficientsbetweenMTDandBPN(dryandwet)valuesandfrictionvaluesatvariousslipspeeds

thecalculatedfrictionvaluesforslipspeed60kmph(F60). The table makes it very evident that the value of friction reduces as speed rises. Additionally from table 2,MTD is observed tohavea weak link with frictionvaluesatlower speeds,butastrongcorrelationwithfrictionvaluesathigher speeds. This demonstrates how macrotexture affects the pavement'sabilitytoresistskiddingathighspeeds.Figure6 depicts the graph for correlation between MTD and F60 values.

Duetotheinstrument'slowspeedandthedrypavement,the BPN readings in dry conditions are closely linked to microtexture.Itisdisplayingamoderatecorrelationforlow speed,pointingtotheroleofmicrotextureatlowspeedand dry conditions. Figure 7 depicts the graph for correlation betweenBPN(Drycondition)andF10values.

According to table 2, the correlation between wet BPN readings and computed friction values increases for slip speedsbetween10and20kmphbeforediminishing.Overall, thereisamediumtostrongercorrelationbetweentheBPN values(inthewetsituation).Itcanbesaidthatifpavements exhibitgreaterBPNvalueswhentheyarewet,largerfriction valueswilllikewisebeobserved.

skidresistanceareoftenfoundinthefallandwinter,while rainfallandseasonalvariationsalsohaveanimpact.Sinceit 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 levelofroadsafety. Toprovideoptimalskidresistanceon theroads,itisessentialtomaintainasuitablemacrotexture andmicrotextureontheroadsurface.

Thefindingsfromthisinvestigationaresummarisedinthe followinglines–

1. Lowerspeedsareindicatingaweakrelationbetweenthe meantexturedepthvaluesandfrictionvalues,whereas higher speeds are showing a strong correlation. This demonstrateshowmacrotextureaffectsthepavement's resistancetoskiddingathighspeeds.

4. CONCLUSIONS

The pavement's capability to withstand sliding has a significantimpactonthedriver'sabilitytocontrolavehicle's movement in situations that could endanger their safety. Valuesforskidresistancechangeovertimeandareimpacted by a number offactors. The values normally fall as road usage duration increases because with time the road roughnessdeterioratesandsmoothsout.Increasedlevelsof

2. As the instrument (BPT)is havinga 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,

Fig -5:DatacollectionusingSandPatchTest Fig -6:GraphforcorrelationbetweenMTDandF60values Fig -7:GraphforcorrelationbetweenBPN(Dry)andF10 values

pointingtotheroleofmicrotextureatlowspeedsandin dryconditions.

3. Inwetconditions,thereisafirstgrowing(between10-20 km/h)and then adecreasing relation between BPN readingsandcomputedfrictionvalues.Overall,theBPN values (inwet situation) exhibit a moderate to strong relation. So, it can be said that the obtained friction valueswilllikewisebehigherwithhigherBPNvalues.

Othervariables,suchastrafficvolume,weather,andwater filmthickness,maybetakenintoaccountformoreprecise predictions.Additionally,largerdatasetscouldbegathered toobtainstrongercorrelation.

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