Skid Resistance Values Research Articles

Enhancing Winter Runway Safety: A Comprehensive Analysis of Friction Measurement

Worldwide, the aviation industry experienced substantial financial losses of $4 billion in 2019 due to runway excursions. These incidents, notably prevalent during winter, are exacerbated by adverse weather conditions, such as snow, slush, ice, brine, and water, compromising the runway surface. Runway excursions are frequently linked to insufficient braking capabilities, thereby making them a significant contributing factor. An accurate assessment of runway skid resistance is imperative, necessitating the use of a correct testing methodology. However, operators need to help navigate the many measurement devices available worldwide. This review comprehensively analyzed diverse in situ and laboratory skid resistance measuring devices for runway concrete under winter conditions. The apparatuses were classified based on their principle with the associated standard, measurement index, advantages, drawbacks, and specific applications. Some article insights and methodologies are discussed, in which these devices were used to measure skid resistance under winter conditions. Finally, based on different studies, it was determined that the best way to relate the current skid resistance values is by their interfacial condition (dry, wet, or ice), where the highest value of each range represents the dry condition, and zero is the most slippery.

Evaluating Pavement Skid Resistance: Ensuring Safety and Performance

Skid resistance is a fundamental characteristic of road pavements, directly influencing vehicle control and traffic safety, especially under wet and slippery conditions. Skid resistance is not just about enhancing road surface quality but also about ensuring public safety, economic efficiency, regulatory compliance, and overall user satisfaction within transportation systems. The primary objective of this study is to compare the required and measured skid resistance values of flexible pavement on curved sections of feeder roads originating from Suryabinayak in Bhaktapur district, Nepal. This road is newly developed road with sharp curves which is prone to accidents. This comprehensive study aims with ensuring the safety of drivers and pedestrians by providing necessary recommendations regarding Skid Resistance, Super elevation, Speed of vehicles and Radius of curve. The research encompasses an extensive review of current methodologies for assessing skid resistance, including the British Pendulum Tester. The test results showed that the current pavement design practice of considering skid resistance is unsatisfactory in the case of wet muddy surface.

Influence Volumetric Characteristic on Skid Number with Difference Aggregate Gradation

The purpose of this document is to present an investigation into the impact of volumetric characteristics, specifically the composition and distribution of aggregates, on the skid resistance performance of road surfaces. The study focuses on the variations in aggregate gradations and their influence on the volumetric properties of asphalt mixtures. Two distinct gradation types, continuous and gap grading, are analyzed to assess their effects on skid number values. VFA value does not have a significant effect on skid number value. The volumetric value with continuous gradation under standard conditions shows that the VMA value has the most significant influence on the skid value, and the VIM value gap gradation has the most significant influence on the skid value. While in immersion conditions, for volumetrics that affect the skid number value in continuous gradation and gaps, the VMA value has the most significant influence on the performance of skid resistance. The linear regression results in volumetrics and skid values on continuous and gap gradation in standard condition is y = 1.507 x VMA + 12.841 x VIM – 174.097. with an influence on the skid value of 83.7% and y = -5.576 x VMA + 6.233 x VFA + 33.345 x VIM – 461.402. with an influence on the skid value of 99.7%. The linear regression results at volumetric and skid values on continuous and gap gradation in immersion conditions are y = 5.242x VMA + 0.779 x VIM – 51.695. with an influence on the skid value of 45.8% and y = -3.462 x VMA – 0.454 x VFA -2.088 x VIM + 153.820. with an influence on the skid value of 98.3%. The effect of skid resistance performance on temperature, it can be concluded that a consistent increase in temperature causes a decrease in the skid resistance value.

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.

Skid Resistance Value of Paving Hot Mix Asbuton with a Variation of Compacting Temperature

Cold paving hot mix asbuton is a modified mixture of asbuton consisting of granular asbuton, aggregate, rejuvenating material, and additives mixed with hot and cold heat at 30°C. Asbuton cold paving hot mix asphalt is the latest modified asphalt from Asbuton, and it is necessary to do a cantabro test with the aim of the study being to determine the wear value on cold paving hot mix asphalt with variations in compaction temperature and immersion time. The study used variations in compaction temperature, namely 25°C, 50°C, 75 °C, and 100 °C, and variations in immersion time for 30 minutes, 24 hours, and 48 hours. The results of the optimum asphalt content obtained in the asphalt extraction test are 6,327%. The results of the wear value in a stable study for 500 revolutions were obtained at a solidification temperature of 100 °C, with results of 11,54% at a 30-minute soaking time, 14,93% at a 24-hour immersion time, and 13,63% at a 48-hour immersion time. The wear and tear has met the 2018 Bina Marga specification standard with a value requirement for wear, of 20%. Based on the results of tests carried out in the laboratory, it can be stated that in cold paving with hot mix asphalt, the compaction process should be carried out at a compaction temperature of 100 °C.

Bottom ash stabilized with cement and para rubber latex for road base applications

This study investigated the use of bottom ash mixed with Portland cement and para rubber latex as an alternative material for road work. Two bottom ash sizes viz., (1) passed number 4 sieve, and (2) passed a 3/8 in. sieve were tested. The bottom ash (BA) was mixed with 0%, 5%, 10%, 15%, and 20% ordinary Portland cement (OPC) and 0%, 2%, 4%, 6%, 8% and 10% para rubber latex (PRL). The unconfined compressive strength (UCS), skid resistance, and wet and dry durability tests were carried out. The results showed that the optimum mixes for light and heavy traffic were BA to OPC ratios of 95:5 and 93:7, respectively, at 6% PRL content. The skid resistance values showed that the BA–OPC–PRL mixtures had low slipping risk and achieved the suggested minimum value for safe road surface. The weight losses determined by the wet and dry durability test also satisfied the criteria set for road sub-base and base materials.

Analysis of aircraft skidding potential on rapid exit taxiways

ABSTRACT A critical input parameter in the design and safety analysis is the available skid resistance of rapid exit taxiway (RET) pavements in wet weather. Unfortunately, currently due to the lack of suitable analytical and physical measurement tools, the real skid resistance available under different aircraft operating conditions cannot be easily determined. In practice, RETs are designed with standard geometric dimensions based on design aircraft types and speeds. A shortcoming of this practice is that the safety margin against skidding or the risk of skidding is unknown. This study presents a mechanistic procedure to determine the skidding potential of an arriving aircraft exiting a runway via a RET. The key aspect of the procedure is the determination of the wet-weather pavement skid resistance value under the influence of the following factors: properties of pavement surface material, RET geometry, aircraft load and speed, aircraft tire properties, and thickness of water film on pavement surface. It involves the application of a finite element simulation model to solve the dynamic interaction among tire, water and pavement. The development and validation of the model, as well as numerical illustrative examples are presented.

Analytical Optimization Model to Locate and Design Runway-Taxiway Junctions

Aims: Air traffic and airport operations are expected to experience significant growth worldwide in the upcoming years. One of the possible approaches to adapt to this demand-led growth in the sector, while guaranteeing optimal levels of airport services and operations safety, is to maximize the capacities of busy airport infrastructures (in particular runways) by evacuating them in the shortest time possible to be ready for hosting next operations. Background: The main research areas in this field range from statistical risk analyses based on the registered accidents databases to simulation analyses modelling the behaviour of the aircraft during landing operations. Objective: The main objective of this study is to determine precisely the optimal distances of runway-taxiway junctions from the runway’s threshold, according to numerous impact parameters such as airport climate pattern, operating aircraft categories, infrastructure type, and capacity, route connections, operating costs, and associated risks. Methods: The authors developed a mathematical model with the goal of simulating the dynamic behaviour of the aircraft during landing and possible consequences introduced by the presence of contaminants over the pavement surface, by calculating their braking distances, and finally to optimize the use of existing infrastructures, specially runway-taxiway junctions, of a commercial airport. In this regard, the interactions between landing gear, pavement, and fluid were carefully analysed. The dynamic pavement skid resistance values in wet pavement conditions were evaluated for optimizing the required landing distances, which are setting the base for optimizing the location of the taxiway junctions. An Italian international airport was selected as the case study to be simulated by the developed model in order to optimize its runway capacity and maximize its rate of operations. Results: In the process, two different scenarios are simulated with the developed model; a modified design of an existing runway and an alternative design solution for constructing a new runway. The developed model offers improvements for both scenarios with respect to the current runway configurations in terms of reduction in mean rolling distances. The simulation of the selected case study shows that the taxiway modification scenario achieves a reduction of 23% in the mean rolling distance for wet and 25% for dry pavement conditions. While, for designing a new runway, greater reductions of 27% for wet and 39% for dry pavement conditions are obtained due to the higher flexibilities and degrees of freedom in designing a runway from the beginning. Conclusion: The developed model can precisely propose new configurations of the runway-taxiway junctions with lower mean rolling distances, which lower the operation costs and fuel consumption, decrease the runway evacuation times and increase the capacity of the airfield. The main advantage of this model is its ability to cover a wider spectrum of boundary conditions with respect to the existing models and its applicability for designing new runways, plus to optimize the configuration of existing infrastructures in order to satisfy the evolution of the industry.

Prediction modeling of skid resistance and texture depth on flexible pavement for urban roads

Due to the urbanization and vehicle growth in India, the accident rate was very higher especially in urban cities of India. In India on the year 2019 the country has reported around 1,51,000 deaths due to road accidents. The cause of road accidents may be due number of factors such as Road surface characteristics, geometric characteristics, human factors, vehicle characteristics and weather condition etc. Among the above factors the road surface characteristics such as macro and micro texture contributes to the vehicle skidding and causes of serious accidents, thus the above characteristics should be monitored and maintained in the road surface. In reality, monitoring the skid resistance of all roads and maintain the required skid resistance is very difficult. Hence in this study, the prediction model was developed for skid resistance and texture depth using regression technique for the optimum maintenance of urban roads surface characteristics such as skid resistance which mainly depends on the macro and micro texture of the pavement surface. In this study the vast network of roads with varying traffic characteristics, age and surfacing etc., the ease in data collection prompted to take the city of Chennai as the study area for the development of Skid resistance and texture depth prediction model. Models developed for using regression technique is found to be highly satisfactory. It is found out that factors influencing the progression of skid resistance are texture depth, traffic condition, age, variation of bitumen content from optimum and abrasion value, among which, the texture depth has greater influence on the skid resistance value. The model developed in this study can be utilized for the optimum maintenance of urban roads.

Evaluation of the Safety of Flexible Pavement using Skid Resistance Measurements.(Dept.C)

Skid resistance is one of the important parameters used in asphalt pavement characterization. Also, recently with wide extension in roads network over the world and high vehicles speed which lead to high record in accident rates. One of the accident causes is inadequate skid resistance. Various factors affect the skid resistance; some of these are material properties, vehicle speed, surface condition, pavement age, climate and contaminant type. Therefore, this study represents the effect of various contaminants on the skid resistance of asphalt pavement mixes. Two types of asphalt mixes were used; the first was fresh mix, while the second was reclaimed asphalt pavement (RAP) mix. The selected contaminants were water, lube oil and sand. Laboratory tests were performed for hot mix asphalt during (140 days for fresh and 75 days for Rap) and temperature variation range of (10-33)0C. British Pendulum (BP) Tester was used to identify the skid resistance values. The test was carried out of leveled flexible pavement slabs for both fresh and reclaimed mixes. Two sections for every slab were tested for both control and contaminated slab. The results indicated that British Pendulum Number (BPN) values changed by the change of contaminant type. Also, it was observed that the lowest values of BPN were investigated using lube oil compared to water and sand. Finally, Significant changes have been occurred in BPN values by the variation in mix type.

Effect of aggregate type and polishing level on the long-term skid resistance of thin friction course

• Thin friction course with 88# calcined bauxite shows satisfactory skid resistance. • Aggregate mineral/chemical compositions affect the long–term skid resistance of TFC. • The attenuation rate of aggregate’s PSV has a strong correlation with that of μ 40 . This study was attempted to investigate the influence of aggregate type and polishing level on the long–term skid resistance of thin friction course particularly with calcined bauxite. The PSV (Polished Stone Value) test, self-designed three wheel polishing device (TWPD) and dynamic friction tester (DFT) were applied to examine the friction performance of asphalt mixture and aggregate at different polishing cycles in laboratory. The mineral hardness of aggregate was linked with the skid resistance of aggregate and thin friction course by regression analysis. The grey correlation and t -test were utilized to evaluate the factors that influenced the skid resistance of thin friction course. It is found that better skid resistance value is observed for thin friction course by 88# calcined bauxite than by limestone, basalt and 75# calcined bauxite at each polishing level. PSV presents most significant influence for both terminal value and initial value of μ 60 . The PSV attenuation rate of aggregate has a strong correlation with the attenuation rate of μ 40 . The aggregate hardness parameter presents the ability of the aggregate and asphalt mixture to keep long–term skid resistance. In addition, calcined bauxite aggregate owns extensively applied potential in the thin friction course in China.

RETRACTED: Abrasion and skid resistance of concrete containing waste polypropylene fibers and palm oil fuel ash as pavement material

During the entire service life of pavement, the exposed surface must have an adequate level of roughness, so as to expedite the friction amongst vehicle wheels and the surface of the pavement. Therefore, the abrasion and skid resistance should be considered when measuring the wear, sliding, and skidding levels of a pavement surface. It is well-known that the lower the skid resistance value, the higher the percentage of traffic accidents (particularly under wet conditions). Therefore, this study aimed to enhance the abrasion and skid resistance of concrete as a pavement material by reinforcement with polypropylene (PP) fibers. The influences of waste PP fibers and palm oil fuel ash (POFA) on the tensile and compressive strengths, modulus of elasticity, abrasion resistance (tested using a Bohme surface abrasion machine), and skid resistance (tested using a British pendulum skid resistance tester) of the concrete were investigated. Overall, 12 mixes were cast, including six concrete mixtures comprising 0%, 0.25%, 0.5%, 0.75%, 1%, and 1.25% PP fibers with 100% ordinary Portland cement (OPC). Another six concrete mixtures were prepared with the same fiber dosages, but with 20% POFA as a cement replacement. The experimental results revealed that using PP fibers at concentrations up to 1.25% reduced the compressive strength of concrete mixtures by approximately 17%. However, the addition of PP fibers significantly enhanced the tensile strength (by 30%), along with the abrasion and skid resistance of all of the fiber-reinforced concrete mixtures. It was found that the 1.25% PP fiber mix had the highest abrasion and skid resistance, i.e., approximately 25% higher than that of a control mix. In addition, the POFA mixes performed better than the OPC mixes, owing to the high pozzolanic activity and the formation of additional hydration products.

Development of High Friction Surface Treatment Prescreening Protocols and an Alternative Friction Application

The use of high friction surface treatments (HFST) has become increasingly popular to help improve roadway friction properties and reduce the number of lane-departure and breaking-related accidents. Conventional HFST installation consists of applying an epoxy-resin material to an existing roadway surface and “gluing” a hard, highly angular fine aggregate to the roadway surface. When constructed correctly, skid resistance values (SN40) are often measured in the upper 60s and 70s. However, this functional overlay does not come without potential issues. Performance and service life is strongly dependent on the quality of the construction process, as well the quality of the substrate, which is often difficult to assess in situ. The paper summarizes the forensic testing of three HFST installations in New Jersey—one performing well and two showing premature failure. Testing procedures and preliminary criteria for existing asphalt pavement surfaces were developed to address whether or not epoxy-resin HFST is a viable option. Additionally, the paper summarizes the development and forensic testing of a potential alternative to the epoxy-resin based HFST application. This alternative surface, called a high friction chip seal (HFCS), incorporates the same hard, highly angular fine aggregate but using asphalt binder as the “gluing” medium within the chip seal application process. Three different aggregate sources were evaluated using the HFCS application on Rt 68 in New Jersey. Laboratory testing of the aggregates, as well as field measurements of the test sections, were conducted. It was found that HFCS could be a potential alternative for areas where premature HFST failure is a concern.

A statistical approach for predicting skid resistance of asphalt pavements

There are various models for predicting the friction or skid number of asphalt pavements based on inputs such as aggregate characteristics, aggregate gradation, and traffic level. However, existing models are deterministic as they incorporate mean values of the input parameters and yield an average skid number value for a pavement section. Consequently, these models are not capable of accounting for variability in material properties and associated variation in the predicted skid number values. This study aims to develop a probabilistic approach that determines the mean as well as the variation in skid number in a pavement section. The efficacy of this approach is demonstrated by selecting one of the validated models that incorporate a wide range of aggregate characteristics. The results showed that while the average skid number predicted by the deterministic model may satisfy a required threshold/specification value, a fair percentage of the distribution could fall below the required value. The probabilistic approach is useful for engineers to determine the effect of aggregate characteristics on skid resistance distribution and to identify risks associated with the probability of skid resistance values in a pavement section fall below the required limit.

A skid resistance prediction model for an entire road network

This article predicts the available minimum skid resistance in the road network of Biscay (Spain) with data collected in the summer season when friction values are at a minimum. Firstly, it was observed that pavement structure does not influence skid resistance. Therefore, roadway segments with available data about the surface layer of single or double carriageway roads were analyzed. Two models were developed: 1) short model with only the surface material, average annual daily traffic, and number of lanes (no pavement history required) and 2) a long model which adds the required Polished Stone Value to improve the prediction. These models can help road agencies to identify the roads where lower skid resistance values are more probable to be obtained to focus their attention and efforts.

Aggregates mineralogical composition dataset to estimate the averaged aggregate hardness parameter to predict the long-term skid resistance of pavements.

The raw data here are used to calculate the AHPM (“Averaged Aggregate Hardness Parameter”) parameters of pavement surfaces and to determine their capacity of skid resistance in the long term. They are composed by:•the type of aggregates and their proportions by volume in each pavement,•the calculation of the Aggregate Hardness Parameter (AHP) and•the determined AHP of each of the pavements.After the calculation of this parameter and with the help of analytical functions that we recall below, the skid Resistance capacity of that asphalt surfacing in the long term will be deduced. This long-term skid resistance value corresponds to that determined in the test with the Wehner Shulz machine.The reader is invited to read the paper entitled Long-Term Skid Resistance of Asphalt Surfacings and Aggregates’ Mineralogical Composition: Generalisation to Pavements made of Different Aggregate Types referenced WEA203339 [1].

Laboratory evaluation of the effect of temperature on skid resistance of different asphalt mixtures

ABSTRACT In this research study, the effect of pavement surface temperature on skid resistance of different asphalt mixtures has been investigated. Four types of asphalt mixtures including Hot Mix Asphalt, Stone Mastic Asphalt, Steel Slag, and Porous asphalt were heated to different temperatures and their respective skid resistance values were measured, using a British Pendulum Tester. In order to evaluate the effect of heating method on skid resistance variations of asphalt mixtures, two heating sources including water bath and oven were used. Results indicate that skid resistance of studied asphalt mixtures decreases as surface temperature increases. Also, type of heating method has no significant effect on the skid resistance variations. In addition, based on experimental results, equations are proposed to describe the relation between skid resistance of different asphalt mixtures and surface temperature.

Design of an Expert System for Airport Rubber Removal

The most important parameter for airport operator is safety. Minimizing any possible risks for passengers, crew, and equipment is the main objective of applying safety management systems at airports. The rubber deposits that accumulate on the runway surface due to aircraft operations is one of the most critical factors that directly effects on the skid resistance value of the airport runway.Four common techniques are applied throughout the world for mitigating this rubber strip water blasting, chemical, shot blasting, and mechanical. Every technique has its pros and cons in terms of cost, efficiency, environmental effect, and damage to pavement surface. The current design involves developing an expert system that takes into account the parameters that may support choosing the optimal method for rubber removal in certain situations. These parameters include airport classification, cost involvement, accessibility, pavement damage concerns, environment damage or side effects, and any additional factors such as noise.The system is developed using webpage-based Expert System builder ES-Builder. Simple user interface, windows based, easy to build the decision tree are the major concerns for choosing this program to build the proposed expert system. The expert system follows a deduction process, until the expert system makes the final conclusion according to user selected answers. The proposed expert system works very well when selecting appropriate answers taking into consideration specific characteristics for each airport category. Faulty conclusions could be given if the user does not use the appropriate parameters related to the airport category. There is no optimum solution, every airport situation is different, and the solution or the recommended method varies from one airport to another.

Influence of pavement surface macrotexture on pavement skid resistance

Pavement skid resistance is one of determining road features that contributes to traffic safety. Several influencing factors govern the skid resistance, amongst which the pavement surface texture is the one that could be designed and controlled by the pavement engineers. Pavement surface texture is classified into four categories, where microtexture and macrotexture level affect the pavement skid resistance. Microtexture contributes to skid resistance at low traffic speed, while macrotexture governs skid resistance at high speed. Macrotexture is a result of asphalt mixture properties, mostly the aggregate gradation, maximum aggregate size, binder and air voids content. Macrotexture is usually measured using different volumetric or optical devices, and the measuring results are expressed as texture depth or profile depth values. Several studies showed that macrotexture level can be correlated to pavement skid resistance performance. Previously conducted small-scale case study performed on road network in City of Rijeka analyzed the influence of pavement surface renewal treatment on macrotexture values increase and its influence on skid resistance values. In this paper, an analysis of measured macrotexture and skid resistance values is shown for a greater set of data. The measurements were conducted on selected highway section in Croatia, using laser profilometer for macrotexture determination and surface friction trailer for skid resistance determination. Both pavement surface performance indicators – Mean profile depth (MPD) for the macrotexture and longitudinal friction coefficient (LFC) for the skid resistance were measured before and after the renewal treatment in order to determine the influence of the renewal treatment on the surface performance improvement. The measured values were then correlated, showing that skid resistance is connected to the level of pavement surface macrotexture.