British Pendulum Research Articles

Safety and Comfort Evaluation of High-Speed Cycling on Urban Asphalt Pavement

Cycling is a healthy and sustainable means of urban travel. In this research, cycling tests and questionnaires were used to evaluate the impact of vibration intensity on the cycling experience. The standard deviation of vibration acceleration ( AStd) generated in cycling test was collected and vibration comfort and vibration perception were scored. Then, the simulation method was used to quantitatively analyze the influence of the macrostructure of the pavement on the cycling vibration. Moreover, through the simulation analysis of the most unfavorable situation of high-speed riding, the minimum British pendulum number (BPN) value that meets the skid resistance requirements is obtained. According to the results of regression analysis, the prediction equations of pavement structure parameters and AStd/BPN are obtained. After comprehensively considering cycling safety and comfort, the evaluation process of bicycle-specific pavement is given. This research hopes to provide a reference for the sustainable development of urban green travel.

Analysis of the correlation between the pavement structure combinations and pavement performance using experimental sections

The new generation of pavement technology with the goal of longevity is an important supporting technology that can promote the achievement of sustainable development of high-speed roadways. To further investigate the evolution trend of long-life pavement performance, this paper paved experimental sections to explore the correlations between pavement structure combinations and pavement performances. This paper presented four experimental sections with different pavement structures, asphalt concrete layer thicknesses, and pavement materials. Then, this paper analyzed the effects of the seasonal factors, pavement structure, and lanes on the deflection value and rut depth from three dimensions by the Pearson correlation coefficient (PCC). Finally, this paper used the analysis of variance (ANOVA) to analyze the relationships between the layer thickness of various materials in the pavement structure and the pavement performances, including the deflection value, international roughness index (IRI), texture depth (TD), British Pendulum Number (BPN), sideway force coefficient (SFC), rut depth, and disease area. The results showed that the seasonal factors significantly affected the deflection values of pavement structures with PCCs of 0.61, 0.72, 0.53, and 0.78. The high temperatures increased the average deflection values by 22.85%, 72.88%, 77.61%, and 88.13%, respectively. Under the influence of high temperature in summer and traffic loads, the increased ranges of average rut depth were −0.2%, 4.89%, 9.56%, and 7.31%, respectively. The results of ANOVA showed that the pavement structure type and thickness of each structural layer significantly affected the deflection value, and there also was a strong correlation between the pavement structure type, thickness, BPN, and SFC with p-values less than 0.05. Increasing the thickness of the asphalt surface was beneficial for reducing the area of defects, while laying the semi-rigid base layer was beneficial for maintaining the deflection value and rut depth at a lower level.

Study of long‐term skid and wear resistance of waterborne epoxy resin‐SBR compound modified emulsified asphalt microsurfacing

AbstractAs an eco‐friendly technology for pavement preventive maintenance, microsurfacing (MS) has the potential properties of cost‐saving and excellent performance benefits in repairing distress. MS also improves the surface function, especially skid resistance, of old pavements that have gradually decayed under the coupled effects of long‐term environment and loads. Reasonable assessments of the long‐term skid and wear resistance of the MS can provide support for accurate decision‐making on preventive maintenance, which in turn reduces maintenance costs and saves maintenance costs, and ensures traffic safety. To evaluate the long‐term skid and wear resistance of MS in different natural and traffic environments, this paper investigated the change of British pendulum number (BPN), rutting depth, and mass loss rate of waterborne epoxy resin‐SBR compound emulsified asphalt micro‐surfacing (WER‐SBR MEAMS) under different environmental factors and traffic conditions based on the self‐developed accelerated loading abrasion instrument. The factors considered in the experiment include temperature, rainfall, UV radiation, speed, and load. The results showed that temperature and vehicle speed had a detrimental effect on the durability of WER‐SBR MEAMS, which was more pronounced after 10,000 wear loading cycles. Reducing immersion time and slowing down the aging rate can improve the durability of WER‐SBR MEAMS. Further, the influence degrees of different factors on the skid and wear resistance of MS were evaluated using the gray correlation method. From the results of the gray correlation analysis, the correlation coefficients between external variables and BPN, rutting depth, and mass loss rate are all greater than 0.8, which indicate that all the variables involved have relatively obvious and regular effects on the skid and wear resistance of WER‐SBR MEAMS.

Study of Decay Mechanisms and Rules of Recycled Asphalt Pavement via a Full-Scale Experiment

Under the influence of long-term vehicle loads and large attenuation degrees, asphalt pavement performance gradually decreases, which leads to failure in fulfilling the appropriate requirements and, in turn, may affect driving safety. The purpose of this paper was to study the attenuation mechanism and rule of styrene–butadiene–styrene (SBS)-modified recycled asphalt pavement, so as to determine the applicable position and rational utilization of recycled asphalt mixture. To achieve this goal, two structures were designed, and full-scale experiments were carried out. The performance of the field test road based on accelerated loading testing (ALT) was analyzed through field monitoring data. The fatigue characteristics of stone matrix asphalt-13 (SMA-13) and asphalt concrete-20 (AC-20) mixtures before and after accelerated loading were studied via the trabecular bending fatigue test and dynamic modulus test. The microscopic components in the asphalt mixtures were determined via thin-layer chromatography on chromarods with flame ionization detection (TLC-FID). The results showed that the fatigue properties of recycled asphalt mixture can meet the requirements of ordinary asphalt mixtures and meet the technical standards of asphalt pavement design. With the increase in loading times, the British pendulum number (BPN) value of the two structures tended to be stable, and the BPN of Plan 2 was six less than that of Plan 1. Under the same test conditions, the fatigue life sequence of the recycled asphalt mixture under different loading frequencies was 20 Hz > 10 Hz > 5 Hz. The contents of four components in the reclaimed asphalt mixture were similar to those in the ordinary asphalt mixture. The light component of the reclaimed asphalt mixture of SMA-13 was reduced by 11.69%, and the light component of the ordinary asphalt mixture of SMA-13 was reduced by 15.29% through the full-scale test. In summary, recycled asphalt mixture should not be applied to the upper layer of pavement but can be rationalized in the middle layer and the bottom layer of pavement.

Integrated design of a robust superhydrophobic cement mortar layer via sizing sand grains

This work reported a facile route for fabricating super-hydrophobic concrete via sizing sand grains. It was found that mixing the sands with a size ranging from 150–180 μm into cement enabled the formation of a lotus-like surface with a papillary structure at micro-scale. SEM showed that the size of bumper was about 3 μm. When spraying a fluorocarbon solution onto this surface, the porous nature of the cement matrix showed the advantage of taking the fluorocarbon into the internal structure of the concrete via capillary force. As a result, the sub surface up to a depth of ∼1.5 mm were transformed into a thick superhydrophobic layer directly. The contact angle (CA) of water droplets could reach 157° on this surface, and which could remain more than 150° after abrasion 100 cycles under a weight of 300 g at 360 grit sandpaper. This thick hydrophobic layer significantly reduced the corrosion rate of the steel the concrete at the Cl- environment by 620 times. The measurement of British pendulum number and compression strength revealed that this superhydrophobic layer was beneficial for maintaining the friction coefficient of the concrete surface in wet condition without altering the mechanical integrity of the concrete.

Reconstruction and evolution of 3D model on asphalt pavement surface texture using digital image processing technology and accelerated pavement testing

Asphalt pavement surface texture is the main factor affecting pavement function. Reconstruction of the asphalt pavement surface texture is needed to accurately reveal its evolutionary characteristics for pavement performance and quality evaluation. To reconstruct an optimised 3D model of the asphalt pavement surface texture and to study its evolutionary properties, digital image processing technique and accelerated pavement testing system were used. First, the asphalt pavement surface texture 3D model optimised by three camera parameters and their thresholds. Next, the accelerated pavement testing system simulated traffic loadings on dense-gradation asphalt mixtures to investigate the pavement surface texture evolution properties. Finally, predictive models are developed for the asphalt pavement surface texture evolution. Results show that the optimised pavement texture 3D model resembles actual pavement structure. The surface texture evolutionary characteristics of asphalt pavement can be divided into three periods and six stages. The evolution model can accurately characterise the evolution of the surface texture of asphalt pavement. Abbreviations: MLS11: Accelerated pavement testing system; HP : Mean pixel difference; Df : Fractal Dimension; MTD: Mean Texture Depth; BPN: British Pendulum Number

Analysis of Aggregate Types with Micro-texture and Macro-texture Characteristics of Asphalt Mixture in Indonesia

Background: Micro-texture and macro-texture are two essential parameters that functionally evaluate friction on asphalt pavement surface. While micro-texture indicates the irregularity of aggregate using British Pendulum Tester (BPN), macro-texture shows the larger irregularity of asphalt mix surface using Mean Texture Depth (MTD). Both micro-texture and macro-texture contribute to increased skid resistance value, which is needed for road to meet the safety qualification. Aim: This study aims to investigate the effect of local aggregate types and aggregate proportion (%) on asphalt mix on pavement textures (micro and macro-texture). Methods: Laboratory experiments were conducted on four types of local aggregates (A, B, C, and D), which were carried from West Java, Indonesia, and aggregate has a different characteristic to each other. In addition, three asphalt mix types (SMA-fine, AC-WC, and HRS-WC), each containing varying proportion (%) of aggregates, were investigated to analyze change in texture on asphalt mix surface. Statistical analysis with two-way ANOVA was carried out to investigate the significance of aggregate type and asphalt mix type on pavement surface. Results: The results showed that each aggregate exhibited different characteristics chemically and mechanically. Four types of local aggregate possessed distinctive characteristics for the asphalt mix performance (i.e., OAC and density) and pavement textures. Statistically, it was clearly found that both aggregate type and asphalt mix type were strongly related to pavement texture. Conclusion: Therefore, the aggregate type and asphalt mix type with varying aggregate proportions (%), such as coarse aggregate (CA), aggregate-fine (FA), and filler (FF), affect the micro-texture and macro-texture.

The Effect of Superplasticizer (SP) on the Workability and Skid Resistance of Geopolymer Concrete (GPC) Containing High Calcium Precursor (HCP)

A superplasticizer (SP) is one of the admixtures that may be used to improve the workability of concrete. However, its effects on geopolymer concrete (GPC) have yet to be well known or published, especially regarding its skid resistance and workability performance. This research aims to study the impact of the superplasticizer on the skid resistance and workability of geopolymer concrete containing high calcium precursor (HCP) in different proportions of SP, which are 0, 0.5, 1.0, 1.5 and 2.0 % by the weight of the HCP. Seven mix designs were produced: 1 conventional concrete mix, 5 geopolymers concrete mix, and 1 bituminous cold-mix asphalt mix. Slump flow and skid resistance tests were performed in this study. A skid resistance test is achieved using a British Pendulum Tester (BPT) on a 220 mm x 220 mm x 50 mm rectangle. This study found that the effect of SP on skid resistance is insignificant. However, the skid resistance of all GPC mix designs is higher than CC and asphalt mix. The workable flow of geopolymer concrete containing HCP and 0 - 2 % SP was 118-123 mm. However, less than 2 % of SP is given an insignificant difference. The optimum mix design of GPC is mix design GPC with an added 2 % SP (M6) that gives a high workability compared to other GPC mix designs and good skid resistance of 95 BPN. This study also found that workability correlates with skid resistance. The higher the spreading width value, the smaller the skid resistance value. In other words, the higher the flowability value, the less rough the sample surface. Hypothetically, the higher the percentage of SP, the higher the workability and the lower the skid resistance.

Effects of road particulate contaminants on pavement skid resistance

To understand the effect of particulate contaminants on pavement skid resistance, the friction numbers of three surfaces under different pollution conditions (particle size, coverage fraction, and shape factor) were measured using a British Pendulum Tester (BPT). The results show that less than 45% coverage fraction of the particles above 0.3 mm even results in almost 50% friction loss at a low speed of 10 km/h. In this situation, the rougher surface has a stronger holding particles capacity. Moreover, the particle size determining the lowest friction level gradually increases as the surface roughness increases. The particle size of 1.18–2.36 mm is the most typical size range leading to a low friction level. In addition, the friction first drops sharply and then increases slowly with the coverage fraction increases, which also conforms to the Stribeck curve.

The Application of Bio-Emulsion from Soybean Oil Partially Epoxidized as a Maintenance Technique for Flexible Pavements

Abstract An increase in the use of biomaterials has been noted in recent years because of several impacts caused by human activities, especially for engineering and paving industry benefits. Several renewable resources, such as a nonfood source of soybean oil, have been successfully tested on modification of asphalt binders. However, their impact on the pavement life cycle is still unknown. Thereby, the objective of this research was to investigate soybean oil as a new, green supply for the maintenance of flexible pavements. The experimental plan consisted of the construction of field test sections through the application of sub-epoxidized soybean oil (SESO) over a flexible pavement surface. Rates of 0.1 and 0.3 L/m2 were chosen, and the main tests intended for study were functional procedures including the British pendulum and sand patch tests on the pavement surface, which were complemented with the indirect tensile strength test for mechanical analysis. The change in the chemical composition of the recovered binder was analyzed by thin layer chromatography and Fourier-transform infrared spectroscopy. The rheological properties were analyzed by frequency sweep, linear amplitude sweep, and multiple stress creep and recovery, and the tests were carried out with a dynamic shear rheometer. The effects of the SESO bio-emulsion demonstrated a rejuvenating activity on the properties of the aged binder, with mechanical and rheological improvements for both analyzed rates. A further investigation is indicated to evaluate the influence of time on the modification studied in this work. Such testing could ensure the use of SESO bio-emulsion as an environmentally friendly alternative for the maintenance of flexible pavements.

Effect of Crumb Rubber Particles on Antisliding and Noise-Reduction Performance of Asphalt Pavement

Traffic noise has gradually become the primary source of noise in urban areas. The risk of health issues such as cardiovascular diseases and sleep disturbances associated with noise exposure are receiving widespread attention. The skid resistance of asphalt pavements is important for safe driving. However, its antisliding performance deteriorates owing to automobile driving, and the antisliding index cannot satisfy requirements of long-term safe driving. Crumb rubber-modified asphalt (CRMA) has been widely used owing to its characteristics, such as excellent noise reduction, antisliding performance, and durability. This study aims to investigate the effect of crumb rubber (CR) particle content (0%, 2%, 3%, and 4% by weight of fine aggregates in asphalt mixture) on the antisliding and noise reduction characteristics of asphalt pavements. The functional performances of three different types of asphalt mixtures were tested to obtain the best gradation. Then, an accelerated wear tester was used to analyze the deterioration of the antisliding performance under different cumulative load times. A British pendulum number (BPN) tester and 3D laser technology were used to measure friction properties and texture depths of asphalt mixtures with varying CR particle contents after wheel-load repetitions. The tire-drop and standing wave tube methods were employed to evaluate the noise-reduction characteristics and acoustic absorption performance of asphalt mixtures with varying CR particle contents. Finally, the optimal CR particle content was determined using grey-target decision-making based on the entropy weight method. The results indicate that adding rubber particles to asphalt mixtures slows down the attenuation rate of BPN and texture depth, which shows a clear enhancement of the antisliding performance. The addition of rubber particles to asphalt mixtures improves the noise-reduction performance in tire-pavement systems by increasing damping properties and the sound absorption coefficient. The asphalt mixture with 3% rubber particles exhibited the optimal performance.

Evaluation of Structural and Functional Performance of Interlocking Concrete Block Pavement and Flexible Pavement

Abstract In several nations, interlocking concrete block pavement (ICBP) is one of the paving technologies employed. Flexible pavement is a widely used pavement type that is prevalent in most countries. The current work aims to evaluate the structural and functional performance of the existing ICBP and flexible pavement, which are laid continuously for similar traffic conditions and age. The study road is a section of a national highway with heavy and frequent traffic. The structural performance was determined using a Geogauge, light weight deflectometer, and Benkelman beam deflectometer. The functional condition assessment comprised roughness and distress study using smartphone sensors after validation with a Roughometer III and a video processing technique. The skid resistance was evaluated using the British pendulum test. Further, a cost analysis was carried out to compare the construction cost for both pavement types. The test results revealed that both types of pavement displayed distinct performances for several structural and functional aspects. It was also concluded that the construction cost of the ICBP was less than the flexible pavement section. The present study aids in understanding the structural and functional performance level of ICBP over flexible pavement.

The properties of a new fog seal material made from emulsified asphalt modified by composite agents

New fog seal material has been developed using emulsified asphalt (EA) modified by composite agents including waterborne epoxy resin (WER), waterborne polyurethane (WPU), waterborne acrylic resin (WAR) or cement, to address the shortcomings of conventional fog seal material in terms of poor durability and adhesion. Test results showed that the new material was uniformly dispersed and stable to store, with improved pullout strength by 2-4 times, a water permeability coefficient close to zero and slight reduction in British Pendulum Number when comparing the fog seal with or without fine sand. The suggested composition is between 50-70% cationic EA, 15-25% WER, 10-20% WPU and 0-5% WAR, with a spraying amount of 0.6-0.7 kg/m2 along with a ratio of 100 modified emulsions, 8 cement, and 25-40 sand. This modified emulsion can easily be sprayed as fog seal material with or without sand.

Using Construction and Demolition Waste Materials to Develop Chip Seals for Pavements

Construction and demolition waste (CDW) materials account for a considerable part of waste materials throughout the world. As these materials are not usually recycled, reusing them in construction projects is of major significance. In this study, recycled concrete, bricks, and glass were used as 100% aggregates of chip seal, which is a corrective or preventive pavement maintenance method. A cationic rapid setting (CRS-2) bitumen emulsion was also used to prepare the chip seal. Different tests, including the sand patch test, sweep test, British pendulum tester (BPT), interface bond, and Vialit test, were conducted. The results of these tests revealed that all these materials had sufficient aggregate embedment for vehicle speeds of more than 70 km/h, and the number of chips was less than 10%, indicating their good performance. All developed chip seals ranked as high skid resistance pavement at ambient temperature. The chip seals developed with concrete and glass showed the best adhesion with an asphalt pavement surface and an aggregate–bitumen adhesion at very cold and ambient temperatures due to the fact of their chemical compositions. Overall, using concrete aggregates to develop chip seals under different traffic loads is recommended. Finally, these findings can provide a novel approach for recycling CDW materials with low costs.

Predicting the Friction Coefficient of High-Friction Surface Treatment Application Aggregates Using the Aggregates’ Characteristics

Providing sufficient pavement surface friction (i.e., skid resistance) between vehicle tires and pavement surface throughout the pavement service life is considered to be one of the main objectives of highway design. Moreover, vehicle safety, the amount of consumed fuel, and the wearing rate of vehicle tires generally are influenced by pavement surface friction. In this study, a comprehensive experimental testing program was conducted on different aggregate sources, including calcined bauxite and five alternative local sources, to assess their friction characteristics. The testing program included a British pendulum tester (BPT) and a dynamic friction tester (DFT), which were used to evaluate the friction characteristics of the proposed aggregates, along with basic and durability properties tests. The aggregate imaging measurement system (AIMS) technique was applied to evaluate the aggregate characteristics due to Micro-Deval degradation. This study provides two empirical models for the friction characteristics of high-friction surface treatment (HFST)-application aggregates based on the experimental results. The first model correlates the friction coefficient at 20 km/h (DFC20) with the British pendulum number (BPN). The second model expresses DFC20 as a function of polishing resistance of aggregates, which is represented by the initial and terminal aggregate texture and angularity values measured using the AIMS device with an overall coefficient of determination (R2) of 0.949. The aggregate characteristics (i.e., particle angularity and surface texture) align well with the microtexture characteristics of the investigated sources.

Evaluation of Anti-Skid Performance of Asphalt Mixture Based on Accelerated Loading Test

Anti-skid performance is the most critical indicator that reflects the safety performance of the road surface. A good anti-skid performance of the road surface guarantees the safe and fast driving of vehicles. However, the asphalt pavement of highways has gradually exposed the anti-skid performance attenuation, which affects driving safety. Therefore, this study aims to accurately evaluate the anti-skid durability of asphalt mixtures based on a 1/3-size accelerated loading test with different anti-skid surfaces as the research object and explores the key factors affecting the long-term anti-skid performance of asphalt mixtures. The texture depth test and the pendulum value test show that the anti-skid durability of the SMA asphalt mixture is better than that of the AC asphalt mixture. The attenuation prediction equation of the British Pendulum Number (BPN), an anti-skid performance index based on an indoor accelerated loading test, was constructed. After the accelerated loading test stabilized, the BPN and BPN attenuation rate b were used as an index to evaluate the anti-skid durability of the asphalt mixture.

Skid Resistance Attenuation of Asphalt Pavement Based on Multifactor Accelerated Wear Test

To describe the skid resistance attenuation of asphalt pavement during its life cycle, this paper selected a multi-variable accelerated abrasion machine to simulate the abrasion process, and British Pendulum Number was selected to evaluate the skid resistance after various abrasive cycles. During the abrasion process, three factors influencing the skid resistance were considered, including aggregate types (diorite, limestone, granite, and basalt), nominal maximum aggregate size (NMAS), and gradations (dense, gap, and open). The results show that with increasing abrasion cycles, the skid resistance of asphalt pavement firstly decreases rapidly in the first abrasion stage (0–8000 cycles), then at a relatively gentle rate in the second abrasion stage (8000–20,000 cycles), and finally at the lowest rate in the third abrasion stage (after 20,000 cycles). The skid-resistance durability and stability of pavement are ranked as basalt > granite > amphibolite > limestone. Moreover, the effect of aggregate parameters on skid resistance is in the order: angularity > PSV > WSV > CSV. The skid resistance and its stability improve as NMAS increases. The pavement skid durability is in the order: SMA > OGFC > AC. In addition, the sizes of 16 mm, 13.2 mm, 9.5 mm, 0.6 mm, 0.3 mm and 0.15 mm are the critical sieve sizes to improve the skid resistance of asphalt pavement.

GlasSphalt: A Borosilicate Based Sustainable Engineering Material for Asphalt Pavements

Large quantities of waste glass generated around the world are a source of environmental pollution and burden on landfill capacities. This glass can be brought in use by incorporating it in asphalt pavements as a replacement for aggregate particles. This research aims at evaluation of various structural, functional and durability parameters of asphalt containing waste borosilicate glass (BSG). Optimum binder content and volumetric characters were accessed using Marshall mix design method, wheel tracking test was used to evaluate the rutting resistance, and four-point beam fatigue test was used to measure the resistance against fatigue cracking. Deformation characteristics were studied using dynamic modulus test, and British pendulum test and aggregate polishing value test were used to study the skid resistance. Finally, moisture damage was evaluated using rolling bottle test. The results revealed that increasing BSG content reduces the optimum binder content requirements of final mixes. Maximum stability, maximum dynamic modulus, and rut resistance were observed at 10% dosage of BSG. Beam fatigue test results showed that BSG negatively affects the fatigue resistance of asphalt. However, this negative effect was insignificant for 5% dosage and slightly significant for 10% dosage, beyond which, considerable reduction in fatigue life was observed. Moisture damage studies showed that BSG had less affinity to adhere to bitumen, particularly when using dosage greater than 10% by weight. On one hand, skid resistance test showed that with the increasing quantity of BSG, skid resistance increased.

Determining the Long-Term Skid Resistance of Steel Slag Asphalt Mixture Based on the Mineral Composition of Aggregates

This study intends to predict the long-term skid resistance of steel slag asphalt mixture (SSAM) from the mineral composition of the aggregates. The polished stone value (PSV) and mineral composition of the aggregates were assessed using the accelerated polishing test and X-ray diffraction, respectively. The hardness (H) and surface texture richness (STR) of the aggregates were calculated from the mineral composition of the aggregates, and then a multivariate linear model was established between PSV and H and STR. The British pendulum number (BPN) and three-dimensional morphology of the SSAM were then evaluated using a British pendulum and a pavement laser scanner, respectively. Finally, an exponential relationship was established between BPN, aggregate PSV, and various aggregate amounts of SSAM. The results show that steel slag with H, STR, and PSV was better than natural aggregates and can significantly improve the skid resistance of pavement, but the relationship between steel slag content and long-term skid resistance of SSAM was not linear, and SSAM with 50% steel slag content had the best skid resistance. The mathematical model developed can predict the long-term skid resistance of SSAM from the mineral composition of the aggregates. The model can be used by designers to predict the long-term skid resistance of steel slag asphalt pavements at the design stage and thus better determine the proportion of steel slag to other aggregates.

Prediction of the skid-resistance deterioration in asphalt pavement based on peephole–LSTM neural network

ABSTRACT Poor pavement skid resistance contributes to frequent traffic accidents, with the asphalt surface rapidly deteriorating over time. Accurate prediction of skid resistance behavior is essential for road safety. This study introduces a pavement accelerated polishing system, collecting data from 11 stages using a British pendulum tester and a high-precision three-dimensional laser scanner. It develops a predictive model, FrictionNet-II, based on a peephole long-short time memory (peephole-LSTM) neural network. The model uses data from the first eight polishing stages as input and the last three as output, allowing for predictions of pavement skid resistance after 160,000, 180,000, and 200,000 cycles based on the friction deterioration curve of the initial stages (0 to 140,000 cycles). FrictionNet-II accurately forecasts skid resistance after 160,000, 180,000, and 200,000 cycles, achieving R2 values of 88%, 90%, and 90%, respectively. This research demonstrates the potential of deep learning in predicting asphalt pavement skid resistance, laying the foundation for intelligent pavement preservation and improved skid-resistance performance.