CHAPTER 1 INTRODUCTION

1.1 General Skid resistance of a pavement is the frictional force developed at the tire pavement interface, when the tire on being prevented from rotating skids along the pavement surface. Skid occurs when the wheel slide without revolving or when the wheels partially revolve when the path traveled along the road surface is more than the circumferential movement of the wheels due to their rotation. Most of the road accidents occur due to skidding. Skidding takes place when skid resistance values falls below the minimum values. Accidents due to skidding results in loss of life and properties. The major factor causing reduction of skid resistance values is polishing of macrotexture. Friction properties of pavement surface have become factors of major importance to the overall traffic safety problem. The availability of sufficient skid resistance depends on various aggregate properties such as macrotexture, microtexture, drainage characteristics of surface, size and shape of the aggregate. Water, clay, dust, dry sand, oil and grease on the pavement surface are the few factors which cause skidding. These materials on the pavement surface causes reduction in grip between tyre and pavement surface. Skidding is of three types namely straight skidding, impending skidding and sideway skidding. The straight skidding occurs in the direction of travel when the brakes are suddenly applied. The impending skidding is encountered when the braking is gradual and the wheels continue to revolve. The sideway skidding occurs on curves where sufficient super elevation is not provided or when the co-efficient of friction is inadequate. The longitudinal skidding test is to be conducted on the selected stretches in Bangalore city by using portable pendulum skid resistance tester and from sand patch method texture depth of the pavement is to be calculated. In this report mainly concentrated on longitudinal skid resistance because in these selected stretches have more straight lengths compared to curves. The test spots are identified based on the parameters such as before the humps, at the junctions, at downward and upward gradient and near the bus stops where the maximum wheel marks are found while during reconnaissance survey those spots are selected for the test. While selecting the test spots the annual average daily traffic and accident spots are also to be considered for the test.

1.2 Need for the Present study Skid resistance is one of the most important functional properties of the pavement surface. It is one single most important factor on which ultimately the prevention of an accident at high speed rests upon. In view of the above it is most essential to study the various parameters that influence skid resistance. In India though all the roads are not meant for high speed operation by vehicles, the speed standard of national highways and state highways is as high as 100 kmph. Road safety under adverse surface conditions, to a great extent depends upon the skid resistance characteristics of pavement surfaces. Also under mixed traffic operation there is more frequent need for acceleration and braking on all the categories of roads, and so it is desirable to investigate this important subject. In Bangalore city almost all the roads are mixed traffic conditions. So it is essential to evaluate the skid resistance value on these roads periodically.
1.3 Scope and Objectives

To evaluate skid resistance of various test spots in a selected section where there is a sudden and gradual brake applications and restoring adequate pavements skid resistance in order to minimise the road accidents due to skidding. Major activities to be carried out under the study are as under: I. Conducting reconnaissance survey to identify the test spots on the selected road stretches. II. To conduct sand patch method to know the texture depth of the pavement. III.Using of portable pendulum skid resistance tester to know the skid value of the pavement. IV.Development of data on skid resistance of pavement operating under both dry and wet condition of the pavement. V. Development of correlation amongst above methods of skid resistance measurement.

CHAPTER 2
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2. Review of Literature
2.1 Pennsylvania transportation institute studies (USA) 1982 It is generally agreed that the skid resistance of a pavement is controlled by the surface texture characteristics. Therefore, by measuring the relevant Parameters describing texture, or by measuring a physical process dependent on texture, regression techniques can be used to relate skid resistance to the Chosen texture parameter or process. Two scales of texture are of particular Importance micro texture (small-scale asperities) and macro texture (large scale asperities). In this paper work performed at the Pennsylvania Transportation Institute at the Pennsylvania State University is described and is given in two parts: (1) a review of candidate macro texture and micro texture measurement methods that can be made at highway speeds (at or above 65 km/ hr), which are presently used or have potential for use in pavement texture research, with a recommendation of the more promising methods for further development, and (2) a summary of the effects of pavement surface texture on skid resistance. 2.2 University of Kentucky investigation The polishing characteristics of limestone and sand stone in regard to pavement slipperiness were studied at the University of Kentucky. The test specimens were 10 cm diameter stone cores which were ground down to their most slippery condition with carborundum. A reflect meter was used to evaluate the texture and roughness of the polished surfaces. The skid resistance of the stone cores was found by a machine developed by the university to measure the coefficient if friction between the surface of the stone and a sliding rubber annulus. Relationship between anti skid characteristics of the stone and basic aggregate properties as determined by a petrography study was developed from the tests. 2.3 Studies by Giles, Rizenberg and Blackburn Giles 1957, Schulze 1975, Schlosser 1977, Rizenbergs et al. 1973, 1976a, 1976b, and Blackburn et al. 1977 have all achieved some success, but the variety of friction measurement methods and roadway types represented in these studies make consistent interpretation difficult. A detailed discussion of these studies has been presented by Ivey et al 1977. There is no doubt that an overall influence of friction on wet accident rates exists, and the literature indicates that it is fairly significant. The major problem is to develop a means to determine the highways where it is most significant so that maintenance funds can be allocated. 2.4 Studies by Choubane et al. The hysteresis component of the frictional force is related to the energy storage and dissipation as the rubber tire is deformed as it passes over an irregularity in the pavement. The hysteresis component typically becomes dominant after the tire begins to skid. At that point, the adhesion component, which is dominant prior to a skidding condition, begins to decrease and the hysteresis component undergoes a corresponding increase (Choubane et al. 2003).

CHAPTER 3
3. Methodology
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The proposed plan to accomplish the overall objectives of the study is given as under:
i.

Selection of the test section, reconnaissance survey is carried out on the selected stretches on the Bangalore city. Based on the parameter such as before the humps, at the intersections, downward and upward gradient and at accident spots. After selecting the test spots by the reconnaissance survey, the macrotexture and microtexture of the pavement is to be found out. By sand patch method macrotexture of the pavement is to be found and by portable pendulum skid resistance tester microtexture of the pavement is to be found. Road sections, each test spots 20 m in length, will be identified on different categories of roads covering different types of pavements under varying traffic conditions. The equipments proposed to be employed under the study include: Portable skid resistance tester Sand patch method for measurements of mean texture depth.

ii.

iii.

iv.

v. vi. vii.

Collection of skid related accident data and traffic volume data through secondary sources. Periodic observation on skid resistance on the identified road sections. Data analysis and report preparation.

Fig.1: PORTABLE PENDULUM SKID RESISTANCE TESTER

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CHAPTER 4
4.1 Works completed so far.

Reconnaissance survey was carried on the selected stretches on Bangalore city. The photos were taken along these stretches by considering the parameters as stated in previous chapter. From these photos, the test spots were selected where the maximum wheel traces are found. On these selected test spot, sand patch method was done.

4.2 Work to be completed.

Macrotexture is calculated by using the sand patch method for rest of the stretches. Studies on friction factor are to be carried on all the selected stretches in Bangalore city by using portable pendulum skid resistance tester. After collection of data, analysis is to be carried out.

References :
1. ASTM E 303-93 (2002).Standard Test Method for Measuring Surface Frictional

Properties using the British Pendulum Tester. American Society for Testing and Materials.
2. Choubane, B., Holzshuher, C.R., and Gokhale, S. (2003). Precision of Locked Wheel

Testers for Measurement of Roadway Surface Friction Characteristics. Researc Report FL/DOT/SMO/03-464. State Materials Office, Florida.
3. Henry, J.J. (2000). Evaluation of Pavement Friction Characteristics. NCHR Synthesis

of Highway Practice 291, Transportation Research Board, National ResearchCouncil.

4. James.C, Wambold and John Jewett Henry, Pennsylvania transportation institute

studies(USA) 1982 on Evaluation of Pavement Surface Texture Significance and Measurement Techniques. 5. Kentucky Department of Highways, Proposed Specification for Open Graded Friction Courses, Kentucky Department Of Highways Research Report-Division Of Research 1974.
6. Saito, K., Horiguchi, T., Kasahara, A., Abe, H., and Henry, J.J. (1996). Development

of Portable Tester for Measuring Skid Resistance and Its Speed Dependency on
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Pavement Surfaces. Transportation Research Record 1536, Transportation Research Board, National Research Council, Washington, D.C., 45-51.
7. State of the Art: Pavement slipperiness and skid resistance, IRC Highway Research

Board, New Delhi 1976.