This paper presents a research effort to compare and harmonize texture and skid resistance measurements taken with numerous devices at the VirginiaSmart Road in 2008 by the members of the Virginia Consortium for PavementSurface Properties. For some years, there have been numerous efforts by different countries and agencies to better understand the relationship and behavior of different friction testing devices and the influence of texture, speed, and other external conditions on these measurements. Measurements obtained with different types of equipment on 24 pavement sections with a wide range of textures where compared, and the relationship between friction and speed for the different pavement sections and devices was studied. This years´ data was collected using two locked-wheel skid trailers, a Griptester and a Dynamic Friction Tester (DFT). One of the locked-wheel trailers (LWS1) used only a smooth tire (ASTM E-524), while the other trailer (LWS2) tested the sections twice, once with the smooth tire and then with the ribbed tire (ASTM E-501) (LWR1). The macrotexture data was collectedwith a Circular Texture Meter. Of the nine asphalt sections tested, six are Superpave mixes, of which two are Stone Matrix Asphalt (SMA) and one isan Open Graded Friction Coarse (OGFC). Of the concrete sections tested, two have epoxy overlays consisting of a double layer of aggregate bonded by epoxy coatings and the other section is Continuously Reinforced ConcretePavement (CRCP) with tined finishing. Even though all of the PIARC steps were followed, the results obtained are not satisfactory. From a theoreticstand-point all the F60 should be equal, but this is not the case. Also discrepancies in the IFI values calculated for the different devices suggest that the original coefficients determined during the PIARC experiment may need to be adjusted for the devices evaluated before the IFI can be implemented in the participating agencies.
Samenvatting