THE DETERMINATION OF THE TEXTURE DEPTH, SKIDDING
RESISTANCE AND ROUGHNESS INDEX OF VARIOUS
BITUMINOUS ROAD SURAFCES.
BY
ARAFAT SULEIMAN YERO
This Project Report Submitted in Partial Fulfillment of the requirement for the
Award of the Degree of Master of Engineering (Civil – Transportation and Highway)
Faculty of Civil Engineering
Universiti Teknologi Malaysia
MAY 2008
2
This Work is dedicated to my Late father Ambassador Suleiman Yero and my Late
mother Hajia Fatima BabaGana.
3
ACKNOWLEDGEMENT
In the name of the most Gracious and Compassionate I will like to express my
appreciation for the support and assistance I received throughout the research process
from my able supervisors, Prof. Madya Dr. Rosli Mohammad Hainin and Dr.Haryati
Yacoob. I wish to thank Prof. Madya Dr. Aziz Chik, Prof. Madya AbdulAziz Mufti
and Che Ros Ismail for providing constructive opinions and critics in the process. My
great appreciation also goes to the Highway Laboratory Technicians for their patience
and guidance in the process, especially Suhaimi and Permad. Thanks to many friends
and colleaques, such as Wardati, Azeerana, Esarwi, Bany, Tiong and Ricky.Besides
the Undergraduate team in the research like Zamani, Romi, Bakhtia, Eja and Ummi.
I appreciate my Wifes Jamila efforts and our kids Patience and moral support despite
my absence.
4
ABSTRAK
Penentuan rintangan gelinciran sesuatu permukaan turapan berbitumen adalah
bergantung kepada kedalaman tekstur permukaan jalan tersebut. Kedalaman tekstur
adalah ukuran makrotekstur permukaan turapan iaitu komponen kasar bagi permukaan
aggregate dan ditentukan melalui ujian Sand Patch (SPT). Manakala mikrotekstur, iaitu
ukuran bagi celah aggregate yang berfungi sebagai rintangan terhadap kesan pelicinan
(PSV) oleh aggregate, ditentukan melalui ujian British Pendulum (PTV).
Tahap
kekasaran sesuatu permukaan jalan adalah faktor penentu kelancaran permukaan jalan
tersebut dan ia ditentukan dengan menggunakan alat Walking Profilometer. Kajian ini
telah dilaksanakan di Jalan Tebrau, Jalan Pontian dan Batu Pahat. Sebanyak 180 titik
ujian dipilih untuk ketiga-tiga ujian tersebut. Kajian ini dilaksanakan dengan objektif
untuk menentukan nilai minimum rintangan gelinciran, kedalaman tekstur dan indeks
kekasaran terhadap pelabagi jenis permukaan jalan berbitumen serta mendapatkan
korelasi antara setiap ujian.
Keputusan yang didapati daripada ujian menunjukkan
korelasi yang sederhana di antara nilai kedalaman tekstur dan indeks kekasaran sesuatu
permukaan jalan.
Namun begitu keputusan yang didapati masih memberikan aliran
umum iaitu semakin tinggi kedalaman tekstur (TD), semakin tinggi nilai indeks
kekasaran (IRI) dan nilai rintangan gelinciran (SR), kecuali pada jenis turapan ACW 14
yang baru di mana semakin tinggi nilai SR, semakin rendah nilai IRI kerana nilai SR
bergantung pada mikrotekstur.
5
ABSTRACT
The determination of the skidding resistance of a bituminous pavement surface
depends on the texture depth of the road surface. The texture depth is a measure of the
macrotexture of the pavement surface, which is the coarse component of the surface
aggregate and determine by sand patch test (SPT). While the microtexture, which is the
measure of the aggregate interstices referred to as the resistance to polishing (PSV) of
the aggregate, is determined by the British pendulum test ( PTV).The roughness of the
road surface is a determining factor for the smoothness of the road surface, and was
determined by using the walking profilometer. The study was conducted on jalan
Tebrau, jalan Pontian and Batu pahad, 180 test points were investigated for the three
tests. This study is aim at determining the minimum skidding resistance, texture depth,
and roughness index of various bituminous road surfaces, and there correlation. The
results obtained from the study shows a fair correlation between the texture depth and
the roughness index of the chipseal road surfaces. But the general trend is that the
higher the texture depth (TD), the higher the roughness index (IRI) and the skid
resistance (SR), except with the new ACW 14 where at high SR the IRI is low, as the
SR depends on the microtexture.
6
TABLE OF CONTENT
CHAPTER
CHAPTER I
TOPIC
PAGES
TITTLE
i
RECOGNITION
ii
DEDICATION
iii
ACKOWLEDGEMENT
iv
ABSTRAK
v
ABSTRACT
vi
TABLE OF CONTENT
vii
LIST OF APPENDICES
x
LIST OF TABLES
xi
LIST OF FIGURES
xii
LIST OF SYMBOLS
xiii
INTRODUCTION
1
1.0 INTRODUCTION
1
1.1
Background
1
1.2 Problem Statement
3
7
CHAPTER II
1.3 Objective of the study
4
1.4 Scope of the study
4
1.5 Significance of the study
5
LITERATURE REVIEW
6
2.1
General
6
2.2
Asphaltic Concrete
9
2.3
Stone Mastic Asphalt
10
2.4
Surface Dressing
11
2.5
Texture Depth
12
2.6
Skidding Resistance
13
2.7
Roughness Index
16
8
CONCEPT AND METHODOLOGY
CHAPTER III
METHODOLOGY
18
3.1
General
18
3.2
Determination of skidding resistance
21
3.3
Determination of texture depth
28
3.4
Determination of roughness index
33
RESULTS AND DISCUSSION
CHAPTER IV
CHAPTER V
RESULTS AND ANALYSIS
40
4.1
General
40
4.2
Results
40
4.3
Discussion
43
CONCLUSION AND RECOMMENDATIONS
49
5.0
49
General
9
REFERENCES
51
APPENDICES
54
Appendix A
54
Appendix B
60
Appendix C
66
10
LIST OF TABLES
TABLE
SUBJECT
PAGE
Table 2.0
Skidding Resistance values (Kwang et al 1992)
8
Table 2.1
Texture Depth values (Kwang et al 1992)
8
Table 2.2
Texture Depth values (HTC, 1999)
9
Table 3.0
Correction of Pendulum values
27
Table 4.0
Average texture depth, skid resistance
41
and the roughness index
11
LIST OF FIGURES
FIGURE
SUBJECT
PAGE
Figure 2.0
Stone Mastic Asphalt
11
Figure 2.1
Macrotexture
13
Figure 2.2
Microtexture
16
Figure 3.0
Site layout
19
Figure 3.1
Methodology outline
20
Figure 3.2
British Pendulum Tester
23
Figure 3.3
Sand Patch Test
29
Figure 3.4
Walking Profilometer
34
Figure 5.0
MTD/IRI Charts
45
Figure 5.1
PTV/IRI Charts
46
Figure 5.2
MTD/PTV Charts
46
Figure 5.3
Combine MTD/IRI charts
47
Figure 5.4
Combine MTD/PTV charts
47
Figure 5.5
Combine PTV/IRI charts
48
12
LIST OF SYMBOLS
h
- Height of measuring Cylinder
D
- Diameter of Sand Patch
π
- Pie
v
- Volume of Sand
V - Test values
IRI - International Roughness Index
MTD – Mean Texture Depth
PTV – Pendulum Test Value
SR
- Skid Resistance
13
CHAPTER I
INTRODUCTION
1.1
Background
A lot of research work has been conducted with the aim of investigating, and
establishing the mean texture depth, skid resistance, the roughness index of various
asphalt surfaces and there correlation. The surface texture depth is an important factor
used to determine the resistance of skidding of a road surface. The surface texture depth
is a measure of the macrotexture of a bituminous pavement surface. The assessment of
the skid resistance and macrotexture of various types of bituminous road surface became
of utmost importance as it relates to the safety of the road.
The roughness index is a function of the smoothness of the pavement, comfort and
its safety to the road user. The surface texture depth as a measure of the macrotexture of
the road surface and skid resistance, are often mentioned as possible contributory factors
towards the incidences of road accidents. The macrotexture is the coarse component of
texture due to the shape of aggregate particle on road surface, and it is a determining
factor for skid resistance on bituminous road surface. It is pertinent to note that in
bituminous surface is characterized by the resistance to polishing (PSV) of the aggregates
or microtexture. The measurement of the macrotexture is most commonly estimated by
14
the use of the sand patch tester. The skidding resistance is a measure of the friction
generated between a pavement surface and vehicle tire.
Skidding occurs when the available friction is insufficient to counter the forces
imposed by a moving vehicle. The available friction depends upon the microtexture and
macrotexture of the road surface, the properties of the tire, vehicle speed and weather
conditions. In U.K good aggregate with resistance to polishing and polish stone valve
PSV of 55 or more are used on road surface (Hunter, 2000).
Although research on texture depth and its relationship to skidding resistance on a
bituminous road surface, had being a case of study to researchers on the safety of road.
Various Research work had been conducted on the Safety of bituminous pavement
surfaces, and very few countries like U.S.A, Australia and U.K are able to come up with
mean texture depth, skid resistance and roughness index for different wearing courses.
However, in Malaysia some research work has been conducted by the jabatan kerja
raya (JKR) and the Transport and Road Research Laboratory (TRRL) of the United
Kingdom in 1992, to assess the skid resistance and macrotexture of aged bituminous road
surfacings in Malaysia, of between 6-24 months of age in use. In the study conducted by
JKR of Malaysia and the TRRL of the United Kingdom 81 road surfaces in Malaysia
were investigated and an average skid resistance value, texture depth for Asphaltic
concrete wearing (ACW), dense bitumen macadam (DBM), and surface dressed roads
(SD) was obtained. The Study recommended a minimum texture depth of 0.33mm0.39mm, for ACW, 0.55mm for DBM, and 1.5mm-1.9mm for SD surfaces respectively.
The study also recommended a PSV of 55 standardized to 58, because of temperature
variance (Kwang H.J, Emby J, and Morosiuk G, 1992).
The JKR in Malaysia had adopted International roughness index (IRI) of 1.6m/km
for four lane highways, 2.5m/km for two way highways and 8m/km for minor roads
(Design of flexible pavements, JKR). The measurements of the Roughness Index (IRI)
for a completed pavement surface to be measured in terms of its lane IRI, using the
Australian Road Research Board (ARRB) walking profiler (WP).The road surface often
15
used by motorist has some frictional properties that is relatively associated with
performance, of the road and its safety to the road user. They include microtexture and
macrotexture depths which are often mentioned as contributory factors to road accident.
The microtexture is the interstices of the aggregate that is characterized by the resistance
to polishing, while macrotexture is the coarse component of the texture due to the
aggregate particle on the road surface.
The study on texture depth and its relationship to skidding resistance and
occurrence of accident on bituminous road surfaces has been a course of study upto date,
as it is yet to be clearly understood. That is why this study was initiated to investigate the
condition of some various bituminous road surfaces in Johor Bahru and determine the
mean texture depth, skid resistance, the roughness index and there relationship, which is
to be compared with the JKR , TRRL , and the Australian road research board (ARRB)
standards.
As the road system of transportation becomes the leading means of transporting
people, goods and services in Malaysia. There has been considerable publicity on the
safety of these roads as there is significant increase in the occurrence of road accidents. In
Malaysia there has been an increase in the rate of accident occurrence, with an accident
record of 215,632 in 1997 to 363,314 in 2007. (Miros, 2007).
In view of this predicament the Government of Malaysia finance a series of
research in 1992 and 1996. A joint investigation by JKR and TRRL of the U.K carried
out a comprehensive assessment on the skid resistance, texture depth, the microtexture
and macrotexture of bituminous surfaces in Malaysia (Morosiuk G, Emby, and Kwang
H.J 1992).
Also in 1996 another study was also conducted to adopt alternative surfacing that
would provide a better skid resistance to roads in Malaysia (Suffian Z, Smith H R, and
Ford W G). There is a serious reason for the concern by the Government, as in 1990 the
Total accident recorded for the whole year was 87,999 (Liew T.H, 2002). This record
16
shows an increase in road accident by over 400% by the year 2007 compared to the
previous records in 1990, this necessassteds prompt action by the Malaysian authourity.
The Government had continued to take steps aimed at reducing the incidences of
accidents, on roads in Malaysia. This includes road maintenance, the use of Caution sign,
and accident campaigns.
Generally the road pavement structure is classified into the sub-grade, sub- base,
road base and the surfacing which consist of binding course and wearing course. The
wearing course is the exposed topmost layer that provides the travel path, skid resistance,
safety and comfort to the road user. In view of this the study investigated specifically the
pavement surface frictional characteristics, skid resistance, texture depth and the
International roughness index of these categories of bitumen pavements, ACW14,
ACW20, SMA14and surface dressed surfaces.
This study determined the correlation between the texture depth, skid resistance and
the International roughness index of various bituminous pavement surfaces in Malaysia.
It is expected that good roads should provide an economical, convenient, comfortable and
safe path for the road user. The road surface been the top or exposed layer of the road
structure also has a function of providing skid resistance and safety to the road user. In
view of this the study investigated the road surface characteristics of the various
bituminous pavements.
1.2
Problem statement
Road accident can be caused by the poor condition of the road surface, weather
condition, vehicle speed and even the driver’s behavior. Normally as a result of the
polishing of the aggregate in the road surface due to vehicular traffic, and subsequent
reduction in surface friction can lead to the occurrence of road accidents. Determining the
correlation between the SR, TD, and IRI became of utmost importance. Skidding
17
continues to be a factor in the tendency for accident to take place, more especially when
the road surface is wet.
While the roughness of the road surface also continues to be problem faced by road
users in developing countries, as it is the function of the smoothness of the road surface,
and in turn its convenience to the road user. Skidding leading to road accident tends to
happen, when the interface friction developed between the tires of the moving vehicle and
the surface of the road becomes insufficient to counter the forces generated by the vehicle
tires. It is also pertinent to note that wet surfaces are more prone to incidences of accidents
on highways, as they make the road surfaces slippery with virtually no friction to resist the
skidding. Also despite the numerous researches on the skidding resistance, texture depth
and International roughness index, the correlation between these frictional properties of the
road surface is also not clearly understood.
1.3 Objective of the study
The objective of the study is to determine the skidding resistance, texture tepth,
roughness index and there correlation. The study investigated three classes of bituminous
pavement surfaces in Johor, these includes Jalan Tebrau (SMA) in Johor, section 2 to 3 of
Jalan Pontian and Jalan Utama UTM (ACW) at Skudai, Jalan Bulat and Jalan Parit yaani
(Surface Dressed) at Batu Pahat.
1.4 Scope of the study
The study investigated the microtexture, macrotexture and the surface roughness of
the various bituminous surface in Malaysia these include ACW20, ACW14, SMA14 and
surface dressed surfaces. The study involves field survey on these pavement surfaces in
Johor Bahru, Malaysia. It also involved carrying out the following tests, sand patch test to
determine the macrotexture, the British pendulum test to measure the skid resistance, and
18
the walking profilometer to determine the roughness index of the road surface. The scope
of this study also involves determining the correlation between the road surface frictional
properties. The field test was carried out in accordance with the JKR, TRL and ARRB
standards.
1.5 Significance of the study
This study shall provide useful data to determine the skidding resistance, texture
depth, roughness index and there correlation, for the three types of bituminous pavement
surfaces tested. The research shall provide the information on the condition of these roads
and the characteristics of the various surfaces. These findings shall provide necessary
data to enable the road regulatory organization in Malaysia such as Jabatan kerja raya
(JKR) to determine skid resistance, and texture depth of the adopted SMA surfaces as
they are yet to be specified. The study also determined the correlation between the teture
depth, skid resistance and roughness index of the road surfaces.
19
CHAPTER II
LITERATURE REVIEW
2.1
Introduction
This study was based on the internationally accepted methods of determining the
skidding resistance, texture depth and roughness index of bituminous surfaces. The study
reviewed literature works pertaining frictional properties of aggregates used in the road
surfacing.
The study evaluated the microtexture and the macrotexture, by using the British
pendulum tester, designed by P. Sigler and developed by TRRL in 1960 to test skid
resistance. While the texture depth was measured using the sand patch test and the
walking profilometer was used to determine the roughness index. According to Hunter N.
(2000), a texture depth of 1.5mm is normally required for heavily trafficked roads in U.K,
while the mean texture depth for Asphaltic concrete surfaces is 0.33mm for highly traffic
and 0.39mm for low traffic in Malaysia (Kwang H.J 1992). Also in the U.K good
aggregate with resistance to polishing and Polish Stone Value (PSV) of 55 or more are
used on road surface (Hunter N 2000), and from the research, Kwang et al. (1992)
confirmed that the granite aggregate used in Malaysia has an acceptable mean PSV of 55
corrected to a temperature of 35 C (Beaven and Tubey, 1978).
20
That equates to a PSV of 58. A study by TRRL in 1980 recommended an average texture
depth of 1.8mm for normal Hot Mix Asphalt.
The safety of the road surface is normally a function of the resistance to skidding,
which in turn depends on the microtexture and macrotexture of the road surface. It should
be noted that apart from skidding resistance, surface roughness and surface texture depth
other factors such as vehicle speed, weather and traffic intensity can contribute to
incidence of road accident.
The frictional properties of wearing course of a pavement are a function of the resistance
to skidding which depends on pavement surface texture of exposed aggregate. The
movement of vehicle at a high speed removes bulk of water from tire and stone interface
there by maintaining grip contact on the road surface. According to a study conducted by
Hosking J.R, Roe P.G and Tubey L.W TRRL report 120 that the wetness of a road
surface affects the resistance to the skidding of the surface.
The ARRB walking profilometer was used to determine the roughness index of the
various surfaces. According to Sayer et al. (1986) generally new pavement before they
are open to traffic should have an IRI of less than 1.5m/km, for old pavement should be
less than 2.5m/km, and the pavement surface with IRI greater than 4m/km is considered
to be a damaged surface and needs an overlay to redeem it. In Malaysia, an IRI of
1.6m/km for four lane highway, 2.5m/km for two lane highway and 8m/km for minor
roads (Design of flexible pavements, JKR).
The findings from the 1992 assessment of the various bituminous pavement surfaces in
Malaysia, confirms that the value of skid resistance and texture depth for the Asphaltic
concrete wearing surfaces are generally low compared to the other surfaces. The findings
are summarized in Table 2.0 (Kwang H.J et al. 1992).
21
Table 2.0: Skidding Resistance values (Kwang H.J et al. 1992)
Skid Resistance
Surface Type
Total of Sites Min.
Max.
Mean
Asphaltic Concrete
22
46
66
55
Dense Bitumen Macadam 32
45
77
55
Surface Dressings
45
76
58
27
The average texture depth values obtained from the JKR study in Malaysia on the various
Asphalt pavement surfaces in the peninsular are recorded and summarized as in Table 2.1
below;
Table 2.1: Texture Depth values (Kwang H.J et al. 1992)
Skid Resistance
Surface Type
Total of Sites Min.
Max.
Mean
Asphaltic Concrete
22
0.20
0.52
0.35
Dense Bitumen Macadam 32
0.36
1.24
0.55
Surface Dressings
0.53
3.08
1.47
27
Roads are major means of transportation for people and goods from one point to another,
and they are also very important in our daily life activities. A road can only be good if it
can provide safety, comfort, convenience and economic service to the users, this means it
has to be free of accident and provide a smooth and safe riding surface.
A lot of research work has been conducted world over by research institutions like
the Transportation Road and Research Laboratory (TRRL), Australian Road Research
Board (ARRB), American society of civil engineers (ASCE), and the International
roughness index (IRI) all with a view of investigating the microtexture, macrotexture and
roughness index.
22
In Malaysia the increasing trend in road accident rates culminated in the formation of a
committee on road safety. Among the issues in contention is the skid resistance of the
road surfaces in Malaysia, which is considered to be possible contributory factor towards
the incidence of road accident in the country. This development necessitated various joint
study under a research programes by the Training and research Institute (ILP), Jabatan
Kerja Raya (JKR), Malaysia, and the Transportation and road research laboratory
(TRRL) of the U.K.
However, various values of texture depth, and skidding resistance had been obtained
from different research works. The Table 2.2 below is a typical texture depth of various
surfaces, with the Asphaltic concrete giving the lowest texture depth value compared to
the rest.
Table 2.2: Typical values for Texture (HTC Infrastructure, 1999)
Material
Normal Range of Texture Depth(mm)
Asphaltic Concrete
0.4-0.6
Dense Bitumen Macadam
0.6-1.2
Rolled Asphalt with Precoated Chips
0.5-2.5
Pervious Macadam
1.5-3.5
Surface Dressing
2.0-3.5
2.2 Asphaltic concrete wearing (ACW)
The history of Asphaltic concrete dates back to 1914 in the U.S.A after the
formation of the American Association of state highway officials AASHTO. Today ACW
is mostly used all over the world, and presently constitutes over 92 percent of the worlds
paved road surfaces. Asphaltic concrete is a layer of Hot-mixed graded stone aggregate
and bitumen varying in thickness from 50mm to 200mm depending on the design
23
specification. Basically, Asphaltic concrete pavements are made up of two layers, the
binding course (ACB) and the wearing course (ACW). In Malaysia aggregate of sizes
14mm and 20mm are often used for the wearing surfaces. This study investigated both
the ACW14 and the ACW20.
The advantage of using the ACW includes its cost of construction which is
considered to be relatively cheap. It has also the benefit as compared to other surfaces of
definite recyclable. It also produces low noise levels and low maintenance requirements
during early years of three after been put to use. It has exceptional riding quality
providing low vehicle operating costs. The disadvantage in the other hand, the ACW is
subject to early embrittlement and premature cracking. It also requires specialized
equipment and expensive equipment that can only be justified over a length of pavement.
2.3 Stone mastic asphalt (SMA)
The stone mastic Asphalt was developed in Germany in the 1960's, stone mastic
Asphalt (SMA) provides a deformation resistant, durable surfacing material, suitable for
heavily trafficked roads. SMA has found use in Europe, Australia, the United States, and
Canada as a durable asphalt surfacing option for residential streets and highways. SMA
has a high coarse aggregate content that interlocks to form a stone skeleton that resists
permanent deformation. The stone skeleton is filled with mastic of bitumen and filler to
which fibers are added to provide adequate stability of bitumen and to prevent drainage
of binder during transport and placement. Typical SMA composition consists of 70−80%
coarse aggregate, 8−12% filler, 6.0−7.0% binder, and 0.3 per cent fiber, The deformation
resistant capacity of SMA stems from a coarse stone skeleton providing more stone-onstone contact than with conventional dense graded asphalt (DGA) mixes as can be seen in
Figure 2.0 below;
24
Figure 2.0: Stone Mastic Asphalt
Improved binder durability is a result of higher bitumen content, a thicker bitumen
film, and lower air voids content. This high bitumen content also improves of flexibility.
Addition of a small quantity of cellulose or mineral fiber prevents drainage of bitumen
during transport and placement. There are no precise design guidelines for SMA mixes.
2.4 Surface Dressing (SD)
The Surface Dressed roads are roads that principally consist of coarse aggregate and
bitumen. They can be in a single layer or a double layer depending on the need, normally
provided in road overlay especially in improving the Skidding Resistance of an existing
road surface. In the developing countries of the world Surface dressed roads are often
used as minor roads in the rural areas, and some of its function includes;
i.
To seal the road surface against ingress of water.
ii.
To arrest the deterioration of the road surface.
iii.
To provide a skid resistant road surface with the resultant benefits of reduction
in accidents.
iv.
To reduce spray.
v.
To maximize the cost effectiveness of limited highway maintenance funds.
25
2.5 Surface Texture
The road surface can be characterized in terms of friction based on the frictional
properties of the road surface, these includes surface roughness, microtexture and
macrotexture. The microtexture is the small interstices of an individual aggregate, and is
responsible for skidding resistance at low speed of about 50km/h (Hunter, 2000).
The macrotexture is the coarse component of the aggregate on the road surface. At
increase speed on a wet surface the coefficients of friction depends on the macrotexture,
which in turn depends on the extent at which the coarseness of the surface aggregate
dispels water under the tires of moving vehicle.
Normally, skidding is said to take place when the available friction generated is
insufficient to counter the forces imposed by a moving vehicle. This friction depends
upon the macrotexture of the road surface, the properties of the tire, vehicle speed and
weather conditions. The sand patch test, is the simplest method of measuring surface
macrotexture, it involves pouring a known quantity of sand on to the dry section of the
road at the test point. The sand is spread until it can not be longer spread, the resulting
circle is then measured, and the mean of five readings used to determine the area of the
patch.
2.5.1 Macrotexture
The macrotexture is the coarse component of the aggregate on the road surface, and
is mainly attributed to the aggregate size, shape, angularity, spacing and the distribution
of coarse aggregate greater than 2.0mm. It corresponds to surface irregularities with
vertical and horizontal dimensions of between 0.1 and 20mm, 0.5 and 50mm respectively
(Anis et al.2006). The greater the macrotexture simply means the larger the voids on the
road surface, which is capable of draining excess water from the tire pavement interface
contact.
26
As a vehicle moves over the road surface, the voids dispel water from the tire treads
to provide enough friction to avoid skidding. The macrotexture was determined by the
sand patch test. The macrotexture of the road surface consist of a combination of the
aggregate on the road surface as can be seen below in Figure 2.1.
Figure 2.1: Macrotexture (Hunter, 2000)
2.6 Skid Resistance
The skidding resistance is a measure of the friction generated between a pavement
surface and vehicle tire. Skidding occurs when the available friction is not enough to
react to the forces imposed by a moving vehicle. The available friction depends upon the
microtexture and macrotexture of the road surface, the properties of the tire, vehicle
speed and weather conditions. The frictional properties of wearing course of a pavement,
is a function of the resistance to skidding which relies on pavement surface texture of
exposed aggregate. The movement of vehicle at a high speed removes bulk of water from
tire and stone interface there by maintaining grip contact on the road surface. This is
achieved by the macrotexture of aggregate particles on the road surface.
The skid resistance generally is a function of the microtexture of the aggregate used
in the pavement surface. The microtexture is the fine surface texture of the small
interstices on the surface of an aggregate particle, and is been measured in terms of it
polishing value due to vehicular traffic. According to a study by Roe et al. of the
TRRLU.K, that the skid resistance of a road surface depends on the pavements
27
surface texture of aggregate in the pavement surface exposed to traffic, and termed as the
microtexture. The microtexture of a road surface depends on the resistance to polishing of
the aggregate by traffic action, in long term the polishing action of traffic can be
quantified by the polish stone valve (PSV). In the United Kingdom (U.K) aggregate with
a PSV of 55 or more is used in the construction of pavements (Hunter, 2000).
It is pertinent to note that the best polished aggregates with PSV greater than 68, are
less readily available and also the most expensive. A good PSV graded aggregate shall
provide a balance between satisfactory skid resistance performance over the service life
of the surface layer and the economic use of the available aggregate. In Malaysia, granite
aggregate with a polishing value (PSV) of 55 is commonly used in road construction
works as aggregate, which constitutes most of the Asphaltic mix by volume. The current
specifications for skid resistance surfaces is the output from long and detailed research
findings by the TRRL and published in TRL report 322 and TRL report 367.
The simplest method of determining the skid resistance is by using the portable
British pendulum tester and the procedure is standardized in BS EN 13036-4:2003 test
method. Skid resistance properties can be affected by several factors, and according to
Samsudin (2004), these factors include:
i.
Road surface texture
ii.
Type of aggregate and size
iii.
Surface roughness
iv.
Road surface defects
v.
Vehicle performance
vi.
Road user attitude
vii.
Type of road structure
However, the skid resistance of a road surface could be enhanced through,
overlaying the existing surface making sure that there are limited cracks to avoid
28
premature failure or waste. The surface could be improved by retexturing using pressured
water jets or sand blasting. Other process includes grooving the surface, use of slurry seal
or micro surfacing.
2.6.1 Microtexture
The microtexture of an aggregate is often referred to the hairs of the aggregate or
the fine interstices of the aggregate. For a new pavement the microtexture is considered
to be harsh as can be seen in figure 2.0.It corresponds to the surface irregularities, with
horizontal dimension of less than 0.5mm, and a vertical dimension of 0.001-0.5mm.(Anis
et al.2006). The microtexture normally varies depending on the polishing of the aggregate
with time, when the road is new it is considered to be harsh. But due to the effect of
traffic and weather conditions with time, it polishes.
The microtexture can simply be determined by the British pendulum tester, based
on the BS EN 13036:4-2003 standards. The pendulum test value (PTV) gives the
microtexture of the road surface. The microtexture of an individual aggregate constitutes
the hairs of the aggregate as can be seen in Figure 2.3 below;
29
Figure 2.3: Microtexture (Hunter, 2000)
2.7 Surface Roughness
The road surface is considered to be rough when the roughness index is higher than
the specified IRI for that particular road as in the design. The roughness on road surface
is as the deviation of the surface from its true planar surface with dimensions of less than
100m and greater than 0.1m in wavelength and less than 100mm and greater than 1.0mm
in amplitude. The roughness index can simply be determined by the walking
profilometer.
The roughness index of a road surface is a parameter that determines the comfort
the road surface provides to the user. According to Awasthi G. et al. (2003), surface
roughness is an important parameter which also relates to the vehicle vibration, operating
speed, wear and tare of the wheel, and vehicle operating cost. Even if the road pavement
is structurally sound to sustain heavy traffic, may not be serviceable functionally if the
road surface is rough and distressed. The following roughness indices are generally used
to quantify the road surface roughness index, they include mean panel rating (MPR),
30
Profile index (PI), Ride number (RN), Root mean square vertical acceleration (RMSVA),
and the International roughness index (IRI). For this study the IRI is used to determine
the roughness index of the various bituminous road surfaces. The walking profilometer
was used for this study, its simple equipment developed by the ARRB. It is manually
operated, by rolling it at the walking velocity of 800m/hr. It has a laptop to record the
roughness index, and it is the relative velocity between the axles and sprung mass of the
quarter-car.
31
CHAPTER III
METHODOLOGY
3.1
Introduction
The study evaluated the surface texture depth using the sand patch tester, the skid
resistance using the British pendulum tester, and the walking profilometer to measure the
surface roughness index. For this study 10 points were chosen at an interval of 100m
along each of the six (6) road selected for the study. A stretch of 1km per road surface
was selected, and three tests conducted at the 10 points per road. A total of 180 tests were
conducted on the whole six road surfaces.
The sand patch test, is the simplest method of measuring surface macrotexture, it
involves pouring a known quantity of sand on to the dry section of the road at the test
point. The sand is spread until it can not be longer spread, the resulting circle is then
measured, and the mean of five readings used to determine the area of the patch.
The British Pendulum tester was used to determine the skid resistance on each of
the six road surfaces of the three types of bituminous road surfaces (SMA, ACW, and
surface dressed). The apparatus is set on the road surface with slider wing in the direction
of the traffic. Five readings are taken at each spot of test point and the mean or three
consecutive readings are recorded. While the walking profilometer was used to cover one
32
kilometer per test road at 100m interval, for the entire six kilometer stretch. The data box
on the profilometer records the roughness of the road surface at 100m each along the test
roads surface, using the human velocity of 1.3m/second.
The steps taken to determine the skid resistance included selecting the section of
road to be investigated. As earlier mentioned the after selecting the test roads, then the
apparatus (PTV) was prepared and set. The test involved the use of the British pendulum
tester, which is the simplest method of determining the surface skidding resistance of a
road surface. Though road surface testing has historically been carried out in accordance
with the road note 27. However a recent standard has been published BS EN 13036:42003 road and airfield surface characteristics.
The surface roughness index was determined using the ARRB walking
profilometer; this is a portable and simple equipment to operate. It has a footwork wheels,
a cowling and a data base that records the IRI and the road profile. The test surfaces were
selected within the state of Johor Bahru as can be seen in Figure 3.0
Site layout
Figure 3.0: The Road network map of Johor Bahru
33
Figure 3.1: Methodology Outline
34
3.2 Determination of Skid Resistance (SR)
The common test to determine skid resistance is the British pendulum test,
developed by TRRL of U.K and is the simplest method of determining skid resistance of
a surface. With the modern Technology other equipment are now been used to determine
skid resistance, these include the Grip tester that is a trailer whose measuring wheel is
force to slip at 14.5% of the distance traveled. It is relatively small and can be towed
behind any vehicle which has a tow bar and accommodate a water tank. Normally used
for relatively small volume testing, in small routes. The other equipment that can be used
to determine the skid resistance of a road surface also includes the side ways force
coefficient routine investigation machine (SCRIM) that measures the skid resistance by
mounting the apparatus on a purpose built van.
.
In U.K the skid resistance is today measured mostly using the two devices, Grip
tester and the SCRIM. For the purpose of this study the British pendulum tester was used
to determine the skidding resistance of the 180 selected test points in accordance to the
BS EN 13036:1-2003 standards for roads and airfields.
3.1.1 British Pendulum Test
The British Pendulum tester was developed by the Transport and Road Research
Laboratory in the U.K, for investigating the skid resistance of various surfaces. It was
originally developed to test road surfaces, but other uses have evolved. Road surface
testing has historically been carried out in accordance with road note 27. However a
recent standard has been published in BS EN 13036:4-2003 road and airfield surface
characteristics, this test method contain information that supersedes that given in road
note 27.
35
The Pendulum test involves setting the apparatus at the selected test point, the
Pendulum arm with rubber slider set facing the direction of traffic, the spirit level set to
make sure that the instrument is leveled, then the dial was calibrated to 0, the arm was
released to mark a range of 125mm on the test surface by adjusting the upper and lower
knobs, after that the arm was returned to the hinge and the test was conducted by
subsequently releasing the arm to swing after wetting the rubber slider and the test
surface. This procedure of releasing the pendulum arm was repeated five times and the
readings on the dial was recorded as the pendulum values (PTV). Other application of the
British pendulum includes:
i.
Road surface testing
ii.
Testing of new road surface material under development
iii.
Testing of floors and pedestrian walkways
iv.
Accident investigations’, both traffic and pedestrian
v.
Testing of aggregate in the polish stone valve (PSV) test
vi.
Testing of pavers, in the flat bed polisher.
The British pendulum test is the simplest test conducted to determine the PTV, which is
the measure of the resistant of the expose aggregate in the road surface to vehicular
traffic. The British pendulum tester is widely use for the determination of skidding
resistance of various surfaces for both flexible and rigid pavements.
The Pendulum is also use to test the surface of interlocking concrete paving;
concrete floor finishes especially in factories and walkways. The British pendulum tester
consists of the following the British pendulum tester has a swinging arm, The Pendulum
also has a rubber slider, A vertical shaft, A base mass build in spirit level, leveling screw
and two gauges, as can be seen in Figure 3.2 below;
36
Figure 3.2: The British Pendulum tester
Key
3.1.2
1 spir it level
5 C unit scale (126mm sliding length)
2 levelling screw
6 F unit scale (76 mm sliding length)
3 pointer
7 starting bottom
4 vertical adjustment screw
8 rubber slider
Advantages of the British Pendulum Tester
i.
The Pendulum is lightweight and portable
ii.
Quick and easy to set up on site
iii.
The Pendulum can be used on uphill or down slope preferably on grades less than
6%, and at most up to 1 in 10.
iv.
Readings from the dial are direct values of the PTV, no complex computation.
v.
The operation is easily verified by a simple check test on the equipment.
37
3.1.2
i.
Disadvantage of the British Pendulum Tester
The operation involves blocking the traffic for safety; this can lead to traffic
obstruction in the study area.
ii.
The test can be affected by moderate/strong wind and rain.
iii.
It requires a trained operator.
iv.
The equipment is delicate, as it is less strong than it appears.
v.
The equipment requires annual calibration, and attention to the rubber slider.
3.1.4
Measure of Skid Resistance (SR)
On ACW14, ACW20, SMA14, and chipseal surfaces (surface dress).
3.1.5
Test Method:
The Test Method that was used to determined the skid resistance was the British
pendulum test method developed by TRRL, U.K
3.1.6 Apparatus
The apparatus that was used for this study includes;
i.
The Radiation thermometer (pyrometer).
ii.
A hard brush, for the cleaning of the test surface.
iii.
A meter rule
iv.
A water sprayer to wet both the test surface and the slider rubber
v.
The British Pendulum Tester.
38
The British pendulum tester consists of the following components;
i.
A spring loaded slider, mounted on the end of the Pendulum arm so that the
sliding edge is (514+6) mm from the axis of rotation.
ii.
It has a vertical support column.
iii.
A sufficient base mass to make sure the pendulum is stable during the test.
iv.
It has a rubber slider.
v.
It also has an axis of suspension, which ensures that the slider can swing clear,
transverse the test surface over a fix length of (126+1) mm.
vi.
The Pendulum has a spirit level, to ensure that equipment is properly position.
vii.
It also has a pointer of normal length 300mm, balance about the axis of
suspension, it indicates the position of the arm throughout its forward swing and it
has a weight of 85grm.
viii.
The pendulum has a circular scale, calibrated for a nominal sliding length of
76mm on a flat surface marked from 0 to 1 at intervals of 0.05 units.
ix.
It has a leveling screw, for adjustment.
x.
It has a vertical and horizontal adjustable knobs
xi.
It has a gauge which the pointer swings on, and gives a direct PTV of the test
surface.
39
3.1.7 Procedure
The following step was carried out for the purpose of this study;
i.
The site for this study was selected, with a homogenous surface and grades less
ii.
than 6%.
iii.
The test surface was cleaned with a hard brush and flushed with clean water.
iv.
The pendulum was set, and about ten (10) free swings were conducted to make
sure that the scale reading is at 0, a proper calibration.
v.
The temperature of the wetted test surface was measured, making sure that it is
less than 40c before carrying out the test, using the thermometer.
vi.
The pendulum arm was released to mark a measure of 125mm on the test surface.
vii.
The height of the pendulum arm was adjusted, so that while traversing the surface
the rubber slider is in contact with the surface over the whole width of the slider
and it length.
viii.
The pendulum was carefully placed and leveled, using the spirit level on the base.
ix.
The pendulum was placed with the arm swinging in the direction of traffic.
x.
Then the pendulum was released and the pointer from the horizontal position
using the holding button, and the initial reading was recorded to a whole number.
Then the pendulum was returned and the pointer was released to position by
raising the slider.
xi.
This procedure was repeated about five times (5), making sure that the interval
between test surfaces is not greater than 400mm. It should also be noted that the
test surface was rewetted before releasing the pendulum for subsequent test and
all the results obtained were recorded accordingly.
xii.
As the test surface is homogenous, the results obtain from the wider scale gives
the Pendulum test value (PTV) of the test surface.
40
3.1.8 Test Check for PTV
On completion of this study a test check was carried out, to make sure the test is
carried out in accordance to BS EN 13036:4-2003.
i.
The quick check involved, checking if the apparatus is still level as when the test
is been carried out.
ii.
The pendulum was swung to make sure that the pointer is at the point of origin.
iii.
Also the rubber slider contact length, temperature of the wetted surface was reexamined.
iv.
After all the recheck if the discrepancy between the fifth reading and the
subsequent ones is more than three unit, the result was discarded and the process
repeated until three successive readings that are constant are obtained.
3.1.7
Specification
All the tests for the determination of the skid resistance of the various bituminous
pavement surfaces were carried out in accordance to the JKR and the BS EN 13036-4
standards. Normally for temperatures above 20 degree Celsius there is need for the
correction of the PTV obtained from the study as can be seen in Figure 3.0 below:
Table 3.0: Correction of PTV for Temperature other than 20 degrees Celsius
Measured Temperature (0C)
Correction Values
40
+3
30
+2
20
0
15
-2
10
-3
5
-5
41
3.2 Determination of Surface Texture Depth (TD)
The surface texture depth (TD) is a measure of macrotexture of bituminous
pavement surface. The surface texture and skid resistance are often mentioned as possible
contributory factors towards the incidences of road accidents. The macrotexture is the
coarse component of texture due to the shape of aggregate particle on the road surface. It
is pertinent to note that bituminous road surface is characterized by the measure of the
aggregate protrusion on the road surface which depends on the coarseness of the
aggregate. The measurement of the macrotexture is most commonly estimated by the use
of the sand patch test. Other mechanically auxiliary equipments are also in use today to
determine the surface texture depth; they are the laser or advance image processing
equipment or road surface analyzer (ROSAN) and the TRL High speed texture meter
(HSTM). For the purpose of this study the sand patch test method (SPT) was used to
measure the texture depth of the six (6) selected test roads. The SPT is considered to be
the easiest, method of determining the surface texture depth.
3.2.1 Sand Patch Test
The surface texture depth in this study was determined by using the sand patch test
(SPT) method in accordance with BS EN 13036-1:2002. The sand patch test is the
simplest method of determining the macrotexture of the road surface. Although the test
can be time consuming and needs a dry surface, it is relatively simple and readily
verifiable. The surface texture depth is a measure of the macrotexture of the road surface.
The macrotexture helps to ensure rapid drainage of surface water away from the contact
point between a vehicle tire and the pavement surface. As the vehicle moves over the
surface it is expected that the voids on the road surface would dispel water from the
vehicle tires to give a good grip between the two interface of the vehicle tire and the road
surface.
42
The sand patch test method is suitable for field test because of the ease to determine
the macrotexture depth of the test road surface. With the macrotexture depth values in
conjunction with other physical test results can be used to determine the pavement skid
resistance capability, noise characteristics and the suitability of the paving material. The
sand patch test was conducted as in Figure 3.3 below;
Figure 3.3: Sand Patch Test
3.2.2 Advantages of Sand Patch Test
i.
The test is easy to conduct.
ii.
It does not require special training.
iii.
The apparatus is very handy and can be carried easily for the test.
iv.
The apparatus consist of local testing material like sand and hence makes it
relatively cheaper in term s of cost.
43
3.2.3
Disadvantages of the Sand Patch Test
i.
The test involves Traffic obstruction.
ii.
The test can be affected by wind or rain.
iii.
The Sand used can not be completely reclaimed after the test.
3.2.4
Measure of Texture Depth (MTD)
On ACW14, ACW20, SMA14, and Chipseal Surfaces.
3.2.5 Test Method
For the purpose of this study the Test method that was used to determine the
Surface Texture Depth of the various bituminous surfaces, is the Sand Patch Test method.
3.2.6 Apparatus
i.
A straight edge for spreading and sample.
ii.
Portable wind screen
iii.
Hard brush
iv.
Meter rule, for measurement
v.
Sample cylinder
vi.
Weigh scale
vii.
Measuring cylinder.
44
3.2.6 Procedure
In this study the procedure for the Sand Patch Test was carried out, to determine
the Texture Depth of the various test surfaces includes;
i.
The test surface was selected, the selected site was visited and the pavement
surface was inspected, making sure it is dry, homogenous free of localize cracks
and joints.
ii.
The test surface was cleaned, using the brush to remove any residue, debris or
iii.
loosely bonded aggregate particles from the surface
iv.
The wind shield was positioned at the test area, to prevent wind blow of the sand
v.
Particles.
vi.
The volume and weight of the sand sample was determined, using the scale
balance and the cylinder.
vii.
The sand was spreaded until no more could be spread again.
viii.
The resulting circular patch diameter was measured, using the meter rule and
recorded, Four (4) equal spaced locations around the sample circumference is
covered and the average resulting diameter was recorded and analyzed.
ix.
For this study, the same operation was performed at Ten (10) test point per road
x.
Section, at an interval of 100m, for all the various asphalt surfaces.
xi.
The average of individual values measured were computed and considered as
average texture depth (MTD) of the test surface.
45
3.2.7 Specification
The study was carried out in accordance to the JKR and BS EN 13036:1-2002
standards, with the following formulas to determine the MTD;
V = πd h/4
…………………… equation (1)
Where
V is the internal cylinder volume (mm)
d is the internal diameter of the cylinder (mm)
h is the cylinder height (mm)
Surface mean texture depth (MTD)
MTD = 4V/πD2
................................equation (2)
Where
MTD is the mean texture depth (mm)
V
is the sample volume (internal cylinder volume in mm3)
D
is the average diameter of the area covered by the sand sample (mm)
3.2.8 Safety consideration
This study involved field test, and hence the following safety, caution signs were
used to avoid accident. These include road diversion sign, the use of caution vase and
cones.
46
3.2.9 Test Check for SPT
After carrying out the test, the analyzed result was observed to make sure they
conform to the JKR and BS EN 13036:1-2002 of standard deviation of repeated
measurements by the same operator on same surface to bed as low as 1% of the average
texture depth. While the standard deviation of site to site variations may be as large as
27% of the average texture depth. (BS EN 13036:1-2002)
3.3 Determination of roughness index (IRI)
For this study, the roughness index of various bituminous test surfaces was
determined in accordance to the International roughness index (IRI) standards. The
roughness index is a function of the smoothness of pavement, and its comfort, safety and
convenience to the road user. The roughness index depends on the road surface
roughness, which in turn depends on the finishing of the road surface. A good road is
expected to give an improved riding quality, a reduce surface noise, provide minimum
delays at road works, and provides enhance deformation resistance. The roughness of
different road surface can be determined by various design field testing equipments; these
include the Australian roads research board walking profilometer and the Motorize
sensor.
47
The walking profilometer has been generally accepted for determination of the
Roughness Index of various surfaces. It is also cheaper in terms of cost compared to the
build van with roughness index computer. The walking profilometer consist of a fitted
computer laptop to record the roughness index of the surface, a calibrated level that can
measure the surface slope, and a fitted rubber tire that enables free movement of the
equipment, and it is operated manually without much stress, as can be seen in Figure 3.4
below.
Figure 3.4: Walking Profilometer
3.3.1
Measure of skid resistance (SR)
On ACW14, ACW20, SMA14, and Chipseal surfaces.
48
3.3.2
Test Method for IRI
This study used the ARRB G2 walking profilometer to measure the surface
roughness of the various test roads in accordance with the JKR and ARRB test
standards(AG:PT/T450-ARRB).
3.3.3 Apparatus
1.
The manually operated walking profilometer that was used for this study has the
following Features;
i.
It is fitted with laptop
ii.
It has a measuring beam that enables the collection and presentation of various
Pavement surface profile and roughness information.
iii.
The profiler is fitted with a calibrated smart level, which can measure the
pavement grade to an accuracy of +1% of the grade.
iv.
It has pushing handle.
v.
The manual walking profilometer is also fitted with wheel tire to enable ease in
moving the equipment for the test.
2. This study used a thermometer to measure the pavement temperature.
3.3.4 Procedure
The procedure for conducting the IRI survey involved the following steps;
1. Calibration of the Walking Profilometer
49
The walking profiler was calibrated, before conducting the survey. The calibration
for the profiler is normally performed at least once every six months or if a satisfactory
field offset trim cannot be achieved (AG:PT/T450-ARRB). There are two types of
calibration for walking profilometer. The first one is offset calibration and the other is
slope calibration.
The procedure involves first stabilizing the temperature of the measuring beam and
profiler by placing the walking profiler, with the beam attached, in a temperature
controlled environment for at least twelve hours prior to commencement of the
calibration. The cowl should be left in position during the conditioning period to prevent
accidental damage to or dirt contamination of the mechanism and measuring foot.
The cowl removed and ensured that there is sufficient room beside the walking
profiler to carry out the calibration procedure. The Test/Survey selector was switched on.
Then, place the calibration surface plate on the ground beside the walking profiler,
immediately adjacent too it and with the long side parallel to the measuring foot. The
bull’s eye was placed level on top of the surface plate and establish a level surface by
adjusting the legs.
Then the two M4 hexagon head screws were firmly released, and the 6 foot pads
were checked, and cleaned. The top of the surface plate was cleaned using a light
brushing with the paint brush. Disengage the rear pick up arm cones and remove the
measuring beam from the walking profiler. Place the measuring beam on top of the
surface plate in the forward position as it was removed from the walking profiler. Do not
lift the measuring beam by the accelerometer or the resilient mounting plate. Ensure the
accelerometer cable is not pulling or twisting on the accelerometer at any time throughout
the calibration process.
Then gently the measuring beam ends was lifted, one at a time and gently taped
each end on the surface plate as necessary to position it correctly. It was checked to
ensure that there is no overhang of the measuring beam, at either end on the surface plate.
50
Then the calibration menu was activated and then continued the prompts from the
computer. Continue the calibration, through forward offset to reverse offset, forward
slope and reverse slope as directed by the computer prompts. The calibration is complete
when the absolute offset lies between –300 mV and +300 mV, and the absolute slope lies
between 2900 m V and –3100 mV.
The measuring beam in the walking profiler was replaced and repositions the
accelerometer cable clamp. Ensure the cable is free to move without pulling tight or
snagging any other leads when the walking profiler is in use and confirm the correct
operation of the entire machine before field use by performing an offset calibration
check.
2. Preliminary surveys,
The test site was visited and the section of the road surface to be tested was
selected and cleaned to remove debris or lose aggregate on the road surface.
3. Pre-operation set up
i.
The computer laptop and the walking profiler battery were fully charged.
ii.
The foot pad and beam of the walking profilometer was clean.
iii.
The tire of the walking profilometer was cleaned, making free from any build up
of material deposits from the road marking materials.
iv.
Then computer laptop was properly fixed on the profilometer, and making sure
that all the leads are secured.
v.
The profilometer was ignited and warm for at least 20minutes before using it for
the study.
vi.
The Ambient and road surface temperature was measured, making sure that the
profilometer is not put to use at an ambient temperature greater than 45c.
51
4. Field offset trim
i.
After warming the equipment for 20min. it was now stationed at the reference
Point.
ii.
A field trim was performed before starting the operation, making sure that the
change in air temperature and the temperature of the cowling is not more than +
Or -10c.
5. Single Track Survey
i.
The near side wheel path of the road surface was tested using the profilometer,
was determined.
ii.
The length of the test surface that was investigated is 1km per test road at 100m
intervals for the six selected test roads.
iii.
The longitudinal grade of the test surface was checked, making sure that it is not
greater than 1 in 6 in accordance to ARRB.
iv.
A line was established along the selected path, this shall minimize the deviation of
the profiler as the operation continued.
v.
The walking profilometer was operated on the track path traversing the section of
the test surface.
vi.
The readings on the computer laptop were recorded as the Roughness Index value
for the test surface (IRI).
3.3.5
Specification
The study was carried out in accordance to the Jabatan Kerja Raya (JKR), the
International Roughness Index (IRI) and AG:PT/T450-ARRB.
52
3.3.6 Data Analysis
After conducting the test all the survey data was downloaded from the walking
profilometer data base and recorded, then the average IRI was determined by using the
ARRB standard formula.
3.3.7
Formula used to determine the Roughness Index (IRI)
IRI = {IRI1 +IRI2}/2
.............................equation 3
(AG:PT/T450-ARRB)
Where
IRI = is the International Roughness Index
IRI1 =
is the first single lane Roughness Index
IRI2 = is the second single lane Roughness Index
53
CHAPTER IV
RESULTS AND DISCUSSION
4.1 Introduction
All the data for the three types of tests conducted on the 180 test points were
recorded and analyzed. The values presented are average figures from the various data
collected from the study. The original data can be referred in the Appendix- A and B
Datasheets. The outcome of the study was discussed accordingly as below.
4.2 Results
The data obtained from this study for the average texture depth, skidding resistance
and the surface roughness of all the test surfaces were computed based on the formulas
given by BS EN13036:4-2003 for MTD, BS EN 13036:1-2002 for SPT and
AG:PT/T450-ARRB for the IRI. The summary of the results can be seen in Table 4.0
below;
54
Table 4.0: Average PTV, MTD and IRI
Jalan Pontian
ACW20
Jalan utama-UTM
(2 YRS)
ACW14
( 4 MN)
PTV
MTD(mm) IRI(m/km) PTV
MTD(mm) IRI(m/km)
63
0.88
2.28
60
0.94
1.28
67
1.08
3.95
58
0.64
2.23
62
0.79
1.98
63
0.71
1.75
53
0.77
4.47
58
0.68
1.96
60
0.7
3.03
66
0.82
2.05
44
0.93
3.18
65
0.78
2.06
59
0.77
2.29
58
0.58
2.76
55
0.66
2.08
68
0.57
2.88
68
0.83
2.32
67
0.8
2.02
50
0.76
1.24
58
0.69
1.92
Table 4.0: Average PTV, MTD and IRI Contd
Jalan Tebrau 01
SMA14
Jalan Tebrau 02
( 2 YRS)
SMA14
(2 YRS)
PTV
MTD(mm) IRI(m/km) PTV
MTD(mm) IRI(m/km)
53
1.72
3.68
55
1.38
3.63
52
1.51
3.74
58
2.25
1.17
57
1.65
2.23
77
1.8
2.06
55
1.36
1.89
63
2.1
1.49
55
1.36
2.64
63
1.7
1.84
58
1.62
1.21
55
2.21
3.99
54
1.43
1.64
60
2.29
2.29
63
1.72
4.06
62
1.88
2.42
61
1.67
1.19
52
1.75
4.24
59
1.45
2.2
53
1.34
2.22
55
Jalan PT. Bulat
S/DRESS 01
Jalan Parit yaani
(3YR)
S/DRESS 02
(5 YRS)
PTV
MTD(mm) IRI(m/km) PTV
MTD(mm) IRI(m/km)
67
2.21
5.45
53
1.91
3.52
73
2.21
3.8
62
2.04
5.18
75
2.54
8.15
65
1.97
6.79
68
2.45
2.48
65
2.54
4.15
67
1.45
1.67
76
1.94
8.94
77
2.94
2.85
77
1.97
5.31
61
3.18
2.08
73
1.83
8.95
68
3.06
1.33
73
2.29
7.29
64
2.99
2.33
53
1.91
4.12
66
2.94
2.83
63
2.37
4.43
NOTE; PTV is the pendulum test value
MTD is the mean texture depth
IRI is the International roughness index
56
4.3
Discussion
From the data recorded, for this survey conducted on the three different bituminous
pavement surfaces ACW, SMA, and surface dressed surfaces. Six (6) test roads, two per
road type where investigated, and a fair correlation between the texture depth and the
roughness index was established for the surface dressed surfaces only based on the JKR
specification of an IRI of 8m/kmm this translates to a mean texture depth of 2.8mm
higher than 1.9mm for surface dressed roads in Malaysia (Kwang H.J 1992).There was
no correlation between texture depth, skid resistance, and the roughness index for the
SMA and ACW surfaces.
The findings from this study show that the surface dressed surfaces gave a higher
value of skidding resistance of an average of 67, then the SMA 57 and the ACW 54.
Though the values are relatively higher than the JKR specification of an average PTV of
55 for Asphaltic concrete, dense bitumen also 55 and surface dressing 58 (Kwang H.J et
al. 1992). The results from this study shows that both the SMA and ACW skidding
resistance values conform to the JKR specification of 55 and standardized to 58. But the
SR for the surface dressed roads is higher. According to the study conducted by JKR of
Malaysia and the TRRL of U.K in 1992 a polish stone value (PSV) of 55, standardized to
58 (Beaven and Tubey, 1978).
It was also observed that the surface dressed surfaces gave the highest mean texture
depth (MTD) of 3.18mm, then the stone mastic asphalt 2.29mm and the least is the
Asphaltic concrete 0.94mm. According to a study by Kwang et al (1992) a texture depth
of 0.35mm for ACW, 0.55mm for dense bitumen macadam (DBM), and surface dressing
1.47mm was recommended for Malaysian roads. All the values obtained for texture depth
from this study those not conform with the recommended MTD values for these Surfaces
in Malaysia.
57
The roughness index test conducted on these surfaces shows that the Surface dressed
roads has the highest IRI of 8.15m/km. While the SMA has an IRI of 4.06m/km and the
ACW with an IRI of 3.18m/km. With the new ACW14 having the least IRI value of
2.88m/km, this could be attributed to the age (4months) of the pavement and the
aggregate size, as they are also not protruded at the surface of the road, since the road
surface is smooth. The results obtained shows that only the surface dressed roads
conforms with specification, as the IRI value of 1.6m/km for 4 lane Highway, 2.5m/km
for 2lane Highway and 8m/km for minor roads is specified (Design of flexible
Pavements, JKR).
It is pertinent to note that virtually only the surface dressed roads showed a fair
correlation between the texture depth and the roughness index as obtained from the
results, with the SMA and the ACW having a weak correlation, as the coefficient of
variance R2 is relatively less than unity. This shows that the skid resistance depends on
the shape, especially the interstices of the aggregate, while the texture depth depends on
the aggregate size especially the angularity of the aggregate, and the IRI depends on the
surface finishing.
The general trend was that as the texture depth increases, the roughness index
increase and also the skid resistance increases. But the combine correlation indicated that
as the texture depth increases the combine pendulum test value for all the various
surfaces decreases. Also as the combine pendulum test value increases the roughness
index also increases, while for the combine correlation shows that as the texture depth
increases the pendulum test value decreases indicating an opposite trend.
58
Figure 5.0 shows the correlation between the International roughness index and
texture depth of the various surfaces investigated in this study. The result indicates an
increase in the roughness index as the texture depth increases for all the surfaces
investigated as can be seen in Figure below;
SD14
SD14
SMA 01
SMA 02
ACW20
ACW14
MTD/IRI
4
3.5
R2 = 0.51
3
R2 = 0.28
MTD(mm)
2.5
R2 = 0.21
R2 = 0.14
2
1.5
R2 = 0.09
1
0.5
R2 = 0.07
0
0
2
4
6
IRI(m/km)
8
10
Figure 5.0: The correlation between MTD and IRI
Note: MTD is the mean texture depth
IRI is the International roughness index
SD is surface dressing
ACW is Asphaltic concrete for wearing
SMA is the stone mastic asphalt
12
59
Also the correlation between the roughness index and pendulum test value shows
that as the PTV increases the IRI also increases, for all the road surfaces investigated in
this study as can be seen in Figure 5.1 below:
SD14
SD14
SMA 01
SMA 02
ACW20
ACW14
PTV/IRI
90
R2 = 0.16
R2 = 0.29
80
R2 = 0.29
70
R2 = 0.12
60
R2 = 0.38
PTV
50
40
R2 = 0.27
30
20
10
0
0
2
4
IRI(m/km)
6
8
10
12
Figure 5.1: Correlation between PTV and IRI
Moreover, increase in texture depth indicates also an increase in the pendulum test
value for all the surfaces investigated, with the surface dressing indicating a significant
change compared to the stone mastic asphalt and Asphaltic concrete surfaces. As can be
seen in Figure 5.2 below;
SD14
SD14
SMA01
SMA02
ACW20
MTD/PTV
4
3.5
R2 = 0.51
3
MTD(mm)
ACW14
R2 = 0.28
2.5
R2 = 0.1428
R2 = 0.21
2
1.5
1
R2 = 0.09
0.5
R2 = 0.07
0
0
2
4 PTV 6
8
10
Figure 5.2: Correlation between MTD and PTV
12
60
The results obtained from all the bituminous surfaces investigated showed that the
correlation of the combine average texture depth and the average surface roughness
indicated, as the texture depth increases the IRI decreases as can be seen in Figure 5.3;
MTD/IRI
MTD/IRI
3
2.5
2
R2 = 0.23
MTD
1.5
1
0.5
0
0
10
20
30
40
IRI
Figure 5.3: Correlation between combine MTD and PTV
The correlation between the combine average pendulum test value and the average
roughness index for all the road surfaces showed with an increase in the texture depth the
pendulum test value decreases, as can be seen in Figure 5.4 below;
MTD(mm)
MTD/PTV
3
2.5
2
MTD
1.5
R 2 = 0.48
1
0.5
0
0
10
20
PTV
30
40
61
Figure 5.4: Correlation between combine MTD and PTV From the results obtained
from the study also indicates the correlation between the combine average roughness
index and the average pendulum test value shows that as the PTV increases the IRI also,
for all road surfaces investigated in this study as can be seen in Figure 5.5 below:
PTV
PTV
PTV/IRI
90
80
70
60
50
40
30
20
10
0
R2 = 0.31
0
10
20
30
IRI
Figure 5.5: Correlation between combine PTV and IRI
40
62
CHAPTER V
CONCLUSION AND RECOMMENDATION
5.1 Conclusion
The investigation was undertaken with the primary objective to determine the correlation
between the frictional properties of the various Asphalt road surfaces. The following
conclusions could be made from this study;
1.
The results obtained from this study indicates a fair correlation for the surface
dressed road surface between the texture depth and the surface roughness, the
texture depth and the pendulum test value, with the SMA and the ACW having a
very weak correlation. This outcome of the result obtained from the study
conforms to a study conducted by Birmingham City Council which also indicated
that the correlation between surface texture measurements and SCRIM results
(skid resistance) is relatively low. The results obtained from that study shows that
there is little overlap between roads exhibiting low skid resistance and low texture
depth. (Viner H, et al.2006) However, the correlation between the texture depth
and the roughness index on the surface dressed (chipseal) pavement surfaces
based on the JKR specification of 8m/km IRI will translate to a Texture Depth of
2.8mm; this is higher than 1.5mm for surface dressed roads in Malaysia (Kwang
et al. 1992).
63
2.
Findings from the study will enable JKR to further investigate and specify the
mean texture depth and skid resistance for SMA surfaces in Malaysia. The
findings also give the characteristics of these roads, which can be used by JKR to
assess the condition of the roads and determine those that require immediate
rehabilitation or maintenance. This could be done to achieve considerable safety
of the pavement surfaces and provides convenience and comfort to the road user.
3.
The controlling factor in determining skid resistance, and the most important
factor at lower traffic speed is the type and source of aggregate. In Malaysia
granite with a polishing value of 55 is often used. This might be the reason for the
fair condition of the tested surfaces despite the ages.
5.2 Recommendation
1.
As there is a very weak correlation between the skid resistance, texture depth,
and the roughness index for the ACW and the SMA surfaces, the study
recommends the use of aggregate with high PSV of 55 and above, aggregate with
good interstices and a surface finishing based on the JKR specification.
2.
The surface dressed surfaces investigated in this study indicated a very high
value of average texture depth of 2.8mm which greater than the 1.9mm for
Malaysia (Kwang et al. 1992). In view of this the study recommends the
rehabilitation of these surfaces, with the aim of providing a comfortable and
convenient road surface to the user.
3.
Also the study recommends further investigation on more test surfaces with a
prop are view of understanding the correlation between the texture depth, skid
resistance and the surface roughness of these pavement surfaces.
64
REFERENCE
Accident records (2007).www.miros.gov.my
ARRB, Walking profiler G2, ARRB technology note, 2006. 1-37
Awasthi G. and Das A. (2001), Pavement Roughness indices.Transport Research
Laboratory TRB vol.84, may 2003.
Beaven P.J and Tubey L.W (1978) The polishing of road stone in peninsular Malaysia.
TRRL supplementary report 782.
British standard BSI (1990), BS 812: part 114:1989, Testing aggregate method for
determining the polish stone value . British institution, London.
Development and performance of portable skid resistance tester, TRRL no 66, 1964.
Design manual for roads and bridges, pavement design and maintenance, skidding
resistance, HMSO London.
Ford W.G, Suffian Z and Smith HR (1996). The benefits of using Chipseals in Malaysia.
10-19.Proceedings of REAA conference 1996.
Highway Agency et. al. 1997, 7.1.1, HD 23/99 pavement design and maintenance, TSO,
London
Hosking R.(1992) Road aggregate and skidding Transport Research Laboratory, Review
4, HMSO.
Hosking J.R and TUBEY, Effect of Turning and Braking on the polishing stone by
traffic,1973.
65
Hosking and Woodford, Measurement of skidding resistance part II,TRRL report
No LR738, 1976.
Hunter R.N 2000 Asphalt in road construction
Kwang H.J, Morosiuk G. and Emby J. 1992 Assessment of skid resistance and
macrotexture of bituminous road surface in Malaysia. Proceedings of REAA
conference Singapore 1992.
Liew T.H (2002). Apparatus for testing skid resistance on Dusty surfaces.12-57
Mohammed N.M (2005), over view of the current Road safety situation in Malaysia.
Radin U.R (1992), Critical review of road safety in Malaysia. Vol.7 no 1 CIT U.K
Road Performance Skid resistance in U.K, 1991, TRRL report TE251.
Salt F.G, Research on skid resistance at the TRRL in U.K, report no SR3412
Sayers M.W (1995), profiles of roughness. Transport research board (TRB), Washington
D.C no.1260
The Book of profiling university of Michigan (USA), Sourced
(www.umtri.umich.edu/erd/roughness)
TRRL, Instructions for using the portable skid resistance tester, Road note 27,
1969.
TRRL Tubey T.W, 1988, Pavement skid resistance , TRRL report no.680
66
Viner H et al.(2006),correlation between surface texture measurement and SCRIM
results, Birmingham city, UK.
Walking Profiler G2, ARRB technology user note, 2006.
Wilson D.J and Dunn R.C.M (2005). Polishing aggregates to equilibrium skid resistance.
55-71.ARRB journal HR112.
Young A.E, Kennedy C.K, and Butler, measurement of skid resistance and texture
depth, permanent International Association of road congress, Brussels, 1988.
67
APPENDIX A
Jalan Pt. Bulat
Pendulum test value
ROAD TYPE:SURFACE DRESS
DATE: 11/02/08
Section
1
2
3
4
5
6
7
8
9
10
o
C
36.6
37.9
37.9
38.2
38.3
39
39.1
39.3
39.3
39.5
TIME: 11.05am
Correction
factor
+3
+3
+3
+3
+3
+3
+3
+3
+3
+3
Skid resistance
1
65
72
72
65
63
78
58
65
63
64
2
65
70
73
66
63
78
58
64
63
63
3
64
70
72
66
63
77
58
64
62
63
4
64
70
72
65
63
77
58
64
62
63
Mean
skid
resistance
5
64
70
72
65
63
77
58
64
62
63
67
73
75
68
66
80
61
67
65
66
68
Jalan Parit Yaani
Pendulum test value
ROAD TYPE: SURFACE DRESS
DATE: 18/02/08
Section
1
2
3
4
5
6
7
8
9
10
o
C
34.9
35.5
35.9
36.6
36.9
37
37.1
38.3
38.3
39.5
TIME: 10.45am
Correction
factor
+3
+3
+3
+3
+3
+3
+3
+3
+3
+3
Skid resistance
1
51
60
63
63
74
74
71
72
53
60
2
50
60
63
63
74
73
70
71
52
60
3
50
59
62
63
73
72
70
70
52
60
4
50
59
62
62
73
72
70
70
52
60
Mean
skid
resistance
5
50
59
62
62
73
72
70
70
52
60
53
52
65
65
76
75
73
73
55
63
69
Jalan Tebrau 01
Pendulum test value
ROAD TYPE: SMA 14
DATE: 01/03/08
Section
o
C
TIME 12:30am
Correction
factor
Skid resistance
Mean
skid
resistance
6
7
8
9
39.5
38.9
38.9
38
37.3
37
37
36.3
36.3
+3
+3
+3
+3
+3
+3
+3
+3
+3
1
50
50
55
53
53
55
51
60
59
2
50
50
55
52
53
55
51
60
58
3
49
50
54
52
53
55
50
60
58
4
49
50
54
52
53
55
50
60
58
5
49
50
54
52
53
55
50
60
58
52
53
57
55
56
58
53
63
61
10
35.5
+3
57
57
57
57
57
60
1
2
3
4
70
Jalan Pontian
Pendulum test value
ROAD TYPE: ACW 20
DATE: 24/03/08
Section
o
C
TIME: 4:15pm
Correction
factor
Skid resistance
1
2
3
4
5
6
7
8
9
38
39
39.1
39.3
39.3
39.5
39.6
39.8
38.8
+3
+3
+3
+3
+3
+3
+3
+3
+3
1
57
55
60
57
65
55
66
65
64
10
38.6
+3
55
Mean
skid
resistance
2
57
55
60
55
65
55
65
65
64
3
57
54
60
55
63
54
65
65
64
4
57
54
60
55
63
54
65
65
64
5
57
54
60
55
63
54
65
65
64
60
57
63
58
66
57
68
68
67
54
54
54
54
57
71
Jalan Utama - UTM
Pendulum test value
ROAD TYPE:ACW14
DATE: 11/02/08
Section
1
2
3
4
5
6
7
8
9
10
o
C
36.6
37.9
37.9
38.2
38.3
39
39.1
39.3
39.3
39.5
TIME: 11.05am
Correction
factor
+3
+3
+3
+3
+3
+3
+3
+3
+3
+3
Skid resistance
1
65
72
72
65
63
78
58
65
63
64
2
65
70
73
66
63
78
58
64
63
63
3
64
70
72
66
63
77
58
64
62
63
4
64
70
72
65
63
77
58
64
62
63
Mean
skid
resistance
5
64
70
72
65
63
77
58
64
62
63
67
73
75
68
66
80
61
67
65
66
72
Jalan Tebrau 02
Pendulum test value
ROAD TYPE: SMA14
DATE: 18/02/08
10.45am
Section
1
2
3
4
5
6
7
8
9
10
o
C
35
35.6
35.9
36.3
36.5
37
37.1
38.3
38.3
39.5
TIME:
Correction
factor
+3
+3
+3
+3
+3
+3
+3
+3
+3
+3
Skid resistance
1
51
60
63
63
74
74
71
72
53
60
2
50
60
63
63
74
73
70
71
52
60
3
50
59
62
63
73
72
70
70
52
60
4
50
59
62
62
73
72
70
70
52
60
Mean
skid
resistance
5
50
59
62
62
73
72
70
70
52
60
53
52
65
65
76
75
73
73
55
63
73
APPENDIX B
Jalan Pt. Bulat. (age 3yr)
SAND PATCH TEST
TYPES OF ROAD:SURFACE DRESSING 01
DATE: 11/02/08
Section
1
2
3
4
5
6
7
8
9
10
o
TIME: 11:20pm
Diameter(mm)
Average Texture
Diameter Depth
C
30.5
30.9
30.9
31
31.7
33
33.9
35
36.1
38
1
130
140
135
115
130
122
132
115
132
115
2
130
130
120
114
131
130
133
120
125
120
3
135
110
128
115
120
120
150
122
135
116
4
130
120
128
100
130
130
120
116
130
119
5
122
125
125
116
129
135
126
118
125
110
129
125
127
112
128
127
132
118
129
116
1.91
2.04
1.97
2.54
1.94
1.97
1.83
2.29
1.91
2.37
WALKING PROFILOMETER TEST
TYPE OF ROAD: SURFACE DRESSING 01
DATE: 11/02/08
TIME12:05pm
Section
Average
IRI(m/km)
IRI (m/km)
1
2
3
4
5
6
7
8
9
10
T1
1.62
2.55
7.93
2.71
6.77
4.95
5.01
4.38
3.26
4.41
T2
5.00
2.76
6.29
5.76
6.75
3.11
4.03
3.81
4.10
2.70
T3
8.32
5.10
4.51
5.86
8.59
3.65
3.06
3.53
4.69
5.90
T4
3.07
5.87
4.07
7.38
8.61
5.87
4.12
4.00
3.02
5.36
T5
3.52
5.18
6.79
4.15
8.94
5.31
8.95
7.29
4.12
2.83
4.31
4.29
5.92
5.12
7.93
4.58
5.03
4.60
4.43
4.24
74
Jalan Parit Yaani. (age 5yrs)
SAND PATCH TEST
TYPES OF ROAD: SURFACE DRESSING 02
TIME: 11:55am
DATE: 18/02/08
Diameter
Section
1
2
3
4
5
6
7
8
9
10
Average Texture
Diameter Depth
C
30.3
32
32.1
33
34
35.2
35.6
36
37
39
1
130
140
135
115
130
122
132
115
132
115
2
130
130
120
114
131
130
133
120
125
120
3
135
110
128
115
121
129
150
122
135
116
4
130
120
128
100
129
121
120
116
130
119
5
122
125
125
116
130
135
126
118
125
110
129
125
127
112
128
127
132
118
129
116
1.91
2.04
1,97
2.54
1.94
1.94
1.83
2.29
1.91
2.37
WALKING PROFILOMETER TEST
TYPE OF ROAD: SURFACE DRESSING 02
DATE: 18/02/08
TIME1:0pm
Section
Average
IRI(m/km)
IRI (m/km)
1
2
3
4
5
6
7
8
9
10
T1
8.07
2.34
3.25
4.34
2.84
3.72
2.20
1.85
2.82
4.41
T2
1.86
3.70
1.87
5.76
3.92
4.36
3.34
1.29
2.95
2.70
T3
5.14
5.56
4.02
5.51
5.49
4.06
2.13
1.65
2.58
5.90
T4
5.96
1.86
4.95
2.30
2.86
9.63
2.66
1.24
2.70
5.36
T5
5.45
5.14
8.15
2.48
1.67
2.85
2.08
1.33
2.33
2.83
5.61
3.72
4.45
4.08
3.36
4.92
2.48
1.47
2.68
4.24
75
Jalan Pontian. (age 2yrs)
SAND PATCH TEST
TYPES OF ROAD: ACW20
DATE:23/03/08
TIME:11.15pm
Diameter(mm)
Section
1
2
3
4
5
6
7
8
9
10
Average Texture
Diameter Depth
C
30.2
30.1
29.2
29.2
29.1
29
28
28.1
28
28
1
200
180
205
204
215
185
200
220
202
200
2
190
165
200
191
210
180
195
200
201
205
3
185
170
204
210
211
190
220
229
199
208
4
189
165
196
206
219
185
195
226
185
204
5
187
179
200
211
210
183
205
220
195
208
190
172
201
204
213
185
203
219
196
205
0.88
1.08
0.79
0.77
0.70
0.93
0.77
0.66
0.83
0.76
WALKING PROFILOMETER TEST
TYPE OF ROAD: ACW20
DATE: 23/03/08
TIME:1.15pm
Section
Average
IRI(m/km)
IRI (m/km)
1
2
3
4
5
6
7
8
9
10
T1
3.85
1.54
2.93
2.55
4.46
2.44
1.65
4.04
3.31
3.47
T2
2.65
3.79
4.13
1.88
3.28
2.20
1.59
1.67
3.98
3.06
T3
1.56
4.04
3.32
7.60
4.30
8.21
1.65
1.55
2.90
2.95
T4
1.82
2.79
2.56
4.18
8.06
7.64
3.75
1.07
3.80
2.83
T5
2.28
3.95
1.98
4.47
3.03
8.06
5.46
2.08
2.32
1.24
2.43
3.22
2.98
4.14
4.63
5.73
2.82
2.08
3.26
2.71
76
Jalan Tebrau section 01 (age 2yrs)
SAND PATCH TEST
TYPES OF ROAD: SMA 14
TIME: 10:45pm
DATE: 1/03/08
Diameter(mm)
Section
1
2
3
4
5
6
7
8
9
10
Average Texture
Diameter Depth
C
27.8
27
27
27.1
27.2
27.1
26.9
26.9
26.8
26.7
1
130
141
135
170
155
130
145
150
140
150
2
145
145
140
151
150
145
148
145
145
145
3
138
155
145
144
145
135
155
130
130
155
4
120
145
140
160
162
140
150
125
135
150
5
135
140
135
140
153
150
145
130
140
140
134
145
139
153
153
140
149
136
138
148
1.72
1.51
1.65
1.36
1.36
1.62
1.43
1.72
1.67
1.45
WALKING PROFILOMETER TEST
TYPE OF ROAD: SMA14
DATE: 1/03/08
TIME:1.05am
Section
Average
IRI(m/km)
IRI (m/km)
1
2
3
4
5
6
7
8
9
10
T1
7.38
10.75
11.77
1.96
8.27
4.39
2.13
1.47
1.33
4.74
T2
2.21
2.19
2.48
1.69
2.37
3.05
2.53
2.16
2.31
2.50
T3
1.22
1.85
1.67
2.07
6.08
1.59
3.58
1.07
1.54
1.73
T4
2.47
1.42
1.59
1.50
2.82
5.44
2.90
2.26
2.23
2.38
T5
3.63
1.17
2.06
1.49
1.84
8.99
2.29
2.42
4.24
2.22
3.40
3.5
3.9
1.7
4.28
4.69
2.69
1.88
2.33
2.71
77
Jalan Tebrau section 2, (age 2yrs)
SAND PATCH TEST
TYPES OF ROAD: SMA 20
DATE: 1/03/08
TIME:2:35am
Diameter (mm)
Section
1
2
3
4
5
6
7
8
9
10
Average Texture
Diameter Depth
C
27.5
27.4
27.4
27.4
27.2
27.2
27
27
26.6
26.3
1
165
117
140
125
140
115
125
130
140
160
2
145
110
145
126
130
135
115
125
133
140
3
150
100
115
131
143
120
125
129
130
150
4
152
106
135
108
140
110
110
125
137
160
5
148
110
130
125
132
120
115
140
135
160
152
119
133
123
137
120
118
130
135
154
1.38
2.25
1.80
2.10
1.70
2.21
2.29
1.88
1.75
1.34
WALKING PROFILOMETER TEST
TYPE OF ROAD: SMA14
DATE: 1/03/08
TIME:3.05am
Section
Average
IRI(m/km)
IRI (m/km)
1
2
3
4
5
6
7
8
9
10
T1
2.64
3.96
2.66
3.10
4.03
7.97
1.56
2.25
8.33
7.60
T2
1.41
3.52
1.99
7.74
4.25
5.28
3.13
1.59
2.56
2.60
T3
1.28
1.92
3.28
2.54
4.26
2.46
2.21
2.43
2.06
2.73
T4
2.48
3.64
4.84
2.72
3.46
3.75
1.59
2.00
1.97
1.70
T5
3.68
3.74
2.23
1.89
2.64
1.21
1.64
4.06
1.19
2.20
2.30
3.40
3.0
3.60
3.70
4.10
2.02
2.50
3.22
3.40
78
Jalan UTAMA-UTM (age 4months).
SAND PATCH TEST
TYPES OF ROAD: ACW14
DATE: 5/03/08
Section
1
2
3
4
5
6
7
8
9
10
o
TIME: 2:15pm
Diameter (mm)
C
26
26.4
26.4
26.4
25.2
25.2
25
25
24.6
24.3
1
180
240
200
230
200
200
230
245
198
225
2
185
215
230
210
205
205
235
240
198
190
3
190
200
210
210
190
208
230
220
200
220
4
180
220
210
215
200
205
240
240
197
210
5
183
215
210
220
190
190
235
235
194
230
Average
Diameter
Texture
Depth
184
218
212
217
197
202
234
236
199
215
0.94
0.67
0.71
0.68
0.82
0.78
0.58
0.57
0.80
0.69
WALKING PROFILOMETER TEST
TYPE OF ROAD: ACW14
DATE: 5/03/08
TIME:3.00pm
Section
Average
IRI(m/km)
IRI (m/km)
1
2
3
4
5
6
7
8
9
10
T1
1.36
4.56
4.72
5.01
3.39
6.13
7.82
4.45
2.58
2.91
T2
1.33
1.90
2.45
1.78
7.5
2.40
9.39
7.70
2.78
2.98
T3
2.13
1.62
2.55
1.57
7.76
4.06
4.01
13.98
2.93
2.14
T4
1.21
1.78
1.66
2.51
3.21
3.93
2.88
2.58
1.98
2.33
T5
1.28
2.23
1.75
1.96
2.05
2.06
2.76
12
2.02
3.03
1.46
2.52
2.65
2.4
4.65
3.57
5.58
8.24
2.58
3.91
79
APPENDIX C
The Road Profile of Jalan Pontian
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMI2.dat
0.15
0.25
0.10
0.20
P r o fi l e ( m )
P r o fi l e ( m )
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMI1.dat
0.05
0.00
-0.05
0.15
0.10
0.05
-0.10
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMI3.dat
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMI4.dat
0.35
0.30
0.30
0.25
P r o fi l e ( m )
P r o fi l e ( m )
20
0.35
0.40
0.25
0.20
0.15
0.10
0.20
0.15
0.10
0.05
0.05
0.00
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMI5.dat
-0.05
P r o fi l e ( m )
-0.10
-0.15
-0.20
-0.25
-0.30
0
10
20
30
40 50 60
Distance (m)
70
80
90 100
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMI6.dat
0.00
P r o fi l e ( m )
10
0.0
-0.1
-0.2
-0.3
-0.4
-0.5
-0.6
-0.7
-0.8
0
10
20
30
40 50 60
Distance (m)
70
80
90 100
80
Jalan Pontian Contd.
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMI7.dat
1.50
1.25
P r o fi l e ( m )
P r o fi l e ( m )
0.0
-0.1
-0.2
-0.3
-0.4
-0.5
-0.6
-0.7
-0.8
-0.9
-1.0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMI8.dat
1.00
0.75
0.50
0.25
0.00
0
10 20 30 40 50 60 70 80 90 100
Distance (m)
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMY9.dat
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
10
20
30
40 50 60
Distance (m)
70
80
90 100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\romi\ROMY10.dat
0.35
0.30
P r o fi le ( m )
P r o fi l e ( m )
0.25
0.20
0.15
0.10
0.05
0.00
0
10 20 30 40 50 60 70 80 90 100
Distance (m)
0
10 20 30 40 50 60 70 80 90 100
Distance (m)
81
The Road Profile of Jalan Tebrau 01 (SMA14)
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM1.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM2.dat
-0.000
0.40
0.35
0.30
-0.050
P r o fi l e ( m )
P r o fi l e ( m )
-0.025
-0.075
-0.100
0.25
0.20
0.15
0.10
-0.125
0.05
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM4.dat
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM5.dat
0.8
1.50
0.7
1.25
P r o fi l e ( m )
0.6
P r o fi l e ( m )
10
0.5
0.4
0.3
1.00
0.75
0.50
0.2
0.1
0.25
0.0
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM9.dat
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM10.dat
-0.0
0.25
-0.5
-1.0
P r o fi l e ( m )
P r o fi l e ( m )
0.00
-0.25
-0.50
-1.5
-2.0
-2.5
-3.0
-3.5
-0.75
-4.0
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
82
Jalan Tebrau 01 Contd.
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM3.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM6.dat
0.6
1.75
0.5
1.50
0.4
1.25
P r o fi l e ( m )
P r o file ( m )
2.00
0.3
0.2
1.00
0.75
0.50
0.1
0.25
0.0
0.00
0
10 20 30 40 50 60 70 80 90 100
Distance (m)
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM7.dat
10
20
30
40 50 60
Distance (m)
70
80
90 100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\zam\ZAM8.dat
3.5
3.5
3.0
3.0
P r o file ( m )
P r o fil e ( m )
2.5
2.0
1.5
1.0
2.5
2.0
1.5
1.0
0.5
0.5
0.0
0.0
0
10 20 30 40 50 60 70 80 90 100
Distance (m)
0
10 20
30 40 50 60 70 80 90 100
Distance (m)
83
The Road profile of Jalan Tebrau 02 (SMA14)
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI1.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI2.dat
0.00
0
-1
P r o fi l e ( m )
P r o fi l e ( m )
-0.25
-0.50
-0.75
-2
-3
-4
-5
-1.00
-6
0
10
20
30
40 50 60
Distance (m)
70
80
90
0
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI3.dat
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI4.dat
-0.0
0.0
-0.5
-0.1
P r o fi l e ( m )
P r o fi l e ( m )
-1.0
-1.5
-2.0
-2.5
-3.0
-3.5
-0.3
-0.4
-0.5
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI6.dat
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI7.dat
-0.0
0.0
-0.5
-0.1
-0.2
-1.0
P r o fi l e ( m )
P r o fi l e ( m )
-0.2
-1.5
-2.0
-2.5
-0.3
-0.4
-0.5
-0.6
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
84
Jalan Tebrau Contd.
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI 10.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI MOK 8.dat
0.20
0.05
0.15
0.04
P r o fil e ( m )
P r o fil e ( m )
0.06
0.10
0.05
0.03
0.02
0.01
-0.00
0.00
-0.01
0
10 20 30 40 50 60 70 80 90 100
Distance (m)
0
10 20 30 40 50 60 70 80 90 100
Distance (m)
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMY5.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\umi\UMI MOK 9.dat
0.050
0.0
-0.5
0.025
P r o fi l e ( m )
P r o fi l e ( m )
-1.0
-0.000
-0.025
-0.050
-1.5
-2.0
-2.5
-3.0
0
10
20
30
40
50
60
Distance (m)
70
80
90 100 110
0
10
20
30
40 50 60
Distance (m)
70
80
90 100
85
The Road Profile of Jalan Parit Yaani at Batu Pahat (Surface Dressed)
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\ARAFAT S1.dat
2.5
0.6
2.0
0.5
P r o fi l e ( m )
P r o fi l e ( m )
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S2.dat
1.5
1.0
0.4
0.3
0.2
0.1
0.5
-0.0
0.0
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
P r o fi l e ( m )
P r o fi l e ( m )
-0.5
-1.5
-2.0
-2.5
0
10
20
30
40 50 60
Distance (m)
70
80
90
30
40 50 60
Distance (m)
70
80
90
100
0.50
0.45
0.40
0.35
0.30
0.25
0.20
0.15
0.10
0.05
0.00
0
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S6.dat
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S5.dat
1.50
2.5
1.25
P r o fi l e ( m )
2.0
P r o fi l e ( m )
20
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S10.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S3.dat
0.0
-1.0
10
1.5
1.0
1.00
0.75
0.50
0.25
0.5
0.00
0.0
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
86
Jalan Parit Yaani contd.
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S5.dat
1.50
1.25
P r o fi l e ( m )
P r o fi l e ( m )
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S10.dat
0.50
0.45
0.40
0.35
0.30
0.25
0.20
0.15
0.10
0.05
0.00
1.00
0.75
0.50
0.25
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
0
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S9.dat
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\arafat\S8.dat
0.00
0.40
0.35
-0.25
P r o fi l e ( m )
P r o fi l e ( m )
0.30
0.25
0.20
0.15
0.10
0.05
-0.50
-0.75
-1.00
-1.25
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
87
The Road Profile, for Jalan PT. Bulat at Batu Pahat (Surface Dressed)
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\BAKH8.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\BAKH7.dat
0.075
P r o fi l e ( m )
P r o fi l e ( m )
0.050
0.025
0.000
-0.025
0
10
20
30
40 50 60
Distance (m)
70
80
90
0.03
0.02
0.01
0.00
-0.01
-0.02
-0.03
-0.04
-0.05
-0.06
-0.07
100
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\BAK4.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\BAKH6.dat
0.025
0.025
P r o fi l e ( m )
P r o fi l e ( m )
0.000
-0.025
-0.050
0.000
-0.025
-0.050
-0.075
-0.075
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
0.00
0.40
-0.01
0.35
-0.02
0.30
-0.03
-0.04
-0.05
-0.06
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\BAKHTIAR1.dat
P r o fi l e ( m )
P r o fi l e ( m )
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\BAKH9.dat
10
0.25
0.20
0.15
0.10
-0.07
0.05
-0.08
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
88
Jalan PT. Bulat contd.
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\BAKHTIAR3.dat
Profile : C:\Documents and
0.150
0.100
0.125
0.100
P r o fi l e ( m )
0.075
0.050
Profile (m)
0.025
0.000
0.075
0.050
0.025
-0.000
-0.025
-0.050
-0.025
0
0 10 20 30 40 50 60 70 80 90 100
Distance (m)
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\Survey 7.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\bakh\BAKHTIAR5.dat
0.150
0.125
0.025
0.000
0.075
P r o fi l e ( m )
P r o fi l e ( m )
0.100
0.050
0.025
0.000
-0.025
-0.050
-0.025
-0.075
-0.050
-0.100
0
10
20
30
40 50 60
Distance (m)
70
80
90 100
0
10
20
30
40 50 60
Distance (m)
70
80
90 100
89
The Road Profile of Jalan Utama UTM (ACW14)
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT2.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\A#RAFAT1.dat
0.35
0.25
0.30
P r o fi l e ( m )
P r o fi l e ( m )
0.20
0.15
0.10
0.05
0.20
0.15
0.10
0.05
0.00
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT3.dat
0.06
0.05
0.04
0.03
0.02
0.01
0.00
-0.01
-0.02
-0.03
-0.04
10
20
30
40 50 60
Distance (m)
70
80
90 100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT4.dat
0.35
0.30
P r o fi l e ( m )
P r o fi l e ( m )
0.25
0.25
0.20
0.15
0.10
0.05
0.00
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT6.dat
10
20
30
40 50 60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT5.dat
-0.00
0.000
-0.05
P r o fi l e ( m )
P r o fi l e ( m )
-0.025
-0.050
-0.075
-0.10
-0.15
-0.20
-0.25
-0.100
0
10
20
30
40
50
60
Distance (m)
70
80
90
100
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
90
Jalan Utama UTM Contd.
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT7.dat
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT8.dat
0.000
0.05
0.04
P r o fi l e ( m )
P r o fi l e ( m )
-0.025
-0.050
-0.075
-0.100
0.03
0.02
0.01
-0.00
-0.01
-0.125
0
10
20
30
40 50 60
Distance (m)
70
80
90
100
0
10
20
30
40 50 60
Distance (m)
70
80
90
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT9.dat
0.03
Profile (m)
0.02
0.01
0.00
-0.01
-0.02
-0.03
-0.04
-0.05
0
10
20
30
40
50
60
Distance (m)
70
80
90
100
Profile : C:\Documents and Settings\Administrator\Desktop\walking\eja\ARAFAT10.dat
0.075
Profile (m)
0.050
0.025
0.000
-0.025
0
10
20
30
40
50
60
Distance (m)
70
80
90
100
100