Tribhuvan University

Khwopa College of Engineering

(An undertaking of Bhaktapur Municipality)

Lab Report on

Transportation Engineering-II
Practical No: 03

Determination of skid resistance by Portable pendulum skid resistance

tester

Submitted by: Submitted to:

Prabhav Singh Deuja Department of Civil Engineering

KCE076BCE058 Khwopa College of Engineering

Civil (C) Tribhuvan University

Date of submission: 2080/04/08

Determination of skid resistance by Portable pendulum skid resistance tester

Objectives
 To determine the skid resistance value and micro-texture of the road pavement surface.

Apparatus Required
A. Portable pendulum skid resistance tester
B. Rubber Slider
C. Scale Ruler
D. Water Container
E. Brush

Theory
Skidding, or the lack of adhesion between a vehicle's tires and the road surface, occurs in many
road accidents, whether or not it is the cause. Tyre makers have spent a lot of time researching
different types of rubber and tread patterns to improve the safety of automobiles throughout the
years. Governments have enacted restrictions governing tread depth and overall tire condition.
Engineers have also looked on ways to make road surfaces more skid resistant. The Transport
and Road Research Laboratory (TRRL) in the United Kingdom provided the impetus for this
study. One of the first things they did was create the Pendulum Skid Tester, which can be
brought to the job site or utilized in laboratory investigations because to its portability.

This apparatus replicates the skid resistance provided by a road surface to a 50 km/h vehicle. It
produces a value, which is a percentage and is similar to a coefficient of friction. They developed
the Sideways Force Coefficient Routine Investigation Machine as a result (SCRIM). The lateral
force on this fifth wheel is measured and recorded on a lorry with a fifth wheel situated at an
angle to the direction of movement. The lorry travels at 50 km/h and the Sideways Force
Coefficient is constantly monitored (SFC). The braking force trailer and the meter are two
further items. These are capable of reaching the high speeds required for runway testing.
Researchers used equipment to measure sliding resistance to track changes during the life of road
surfaces. After a road is opened to traffic, skid resistance drops rapidly, but the rate of
deterioration slows down, eventually settling to a constant value. This value is influenced by the
texture of the surface.

One of the surface requirements for a road pavement is that it has a certain amount of skid
resistance. For the safety of road users, skid resistance is critical. The stronger the skid
resistance, the better the traction between the tire and the road pavement surfaces. A newly
constructed road will give good skid resistance, but this value will deteriorate as the road
pavement surface ages due to a variety of circumstances. In dry conditions, most road surfaces

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have a higher skid resistance than in wet conditions. The presence of water between the tire and
the road surface reduced the necessary contact area for 'grip' to form. The processes for
determining the frictional qualities (skid resistance value) of a pavement surface utilizing a
Portable Skid Resistance Tester are described in this instance. Low-speed friction between a
skidding tire and a wet road surface will be measured by the equipment. situation (< 60 km/h).

Table 1: Suggesti ons skid value for diff erent surfaces

Fig 1: Pendulum Skid Resistance Tester

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Procedure
1. The skid resistance tester was setup, the center column was made vertical (this was done
by adjusting the three leveling screws at the base)
2. The height of the pivot was adjusted so that the arms swung freely through its arc without
touching the road surface (It was made sure it swung right through to the zero on the
scale)
3. The pivot height was lowered so that the friction foot was in contact with the road surface
over the precise distance (150mm) as shown by the gauge (scale rule) which is placed
alongside.
4. The pendulum arm was raised to the starting position and engaged the retaining catch.
5. The road surface was watered where the test is to be taken.
6. Maximum swing was checked.
7. Pendulum arm was released.
8. After it has swung through, the arm was caught to prevent a back swing which could
disturb the apparatus reading
9. The readings were taken and at least 3 repetitions were done.

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Observation and Calculation

Reading on
Initial skid Average Skid resistance
Surface Reading Resistance Reading coefficient
in Air tester
Wet Dry Wet Dry Wet Dry
104 114    
108 114 108.4 114
Punning
58 110 114     0.504 0.56
floor
110 114    
110 114    
84 104
84 102
Wood 58 80 104 82.4 104.4 0.244 0.464
84 106
80 106
100 112
100 112
Stone
50 110 114 104.4 114.4 0.544 0.644
Surface
108 120
104 114
106 114
Slate 108 118
Stone 54 106 116 106.8 116.8 0.528 0.628
Pavement 106 118
108 118

Result
The wet skid resistance coefficient for punning floor, wood, stone surface and slate stone
pavement was determined to be 0.504, 0.255, 0.544 and 0.528 respectively.

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The dry skid resistance coefficient for punning floor, wood, stone surface and slate stone
pavement was determined to be 0.56, 0.464, 0.644 and 0.628 respectively.

Discussion and Conclusion

According to Table 1, punning floor falls under fine type of surface road in both dry and wet
conditions. However, while wood’s wet value is viable under fine aggregate, its dry value is far
too less even for fine aggregates, therefore we can determine that wood is not a viable option for
pavement design. However, both stone and slate stone fall under fine and medium condition.
Hence stone is a viable option in pavement design in terms of pavement design.

The data gathered is satisfactory, with skid resistance values for dry and wet situations
suggested. It must be devoid of collisions and provide a smooth, safe riding surface. A road may
only be considered outstanding if it provides users with safety, comfort, convenience, and cost-
effective service. Road surface texture, aggregate type and size, surface roughness, road surface
faults, and road construction type are all factors that might affect skid resistance. However, a
road surface's skid resistance can be improved by covering it and making sure there are no
fractures to prevent premature failure or waste. It could be improved by re-texturing the surface
with pressurized waterjets or sand blasting. Other procedures include grooving the surface,
applying a slurry seal, and micro surfacing.

Hence, coarse materials providing the most skid resistance are the most ideal option but none of
the materials we examined were found to be coarse.

Precautions
 The surface to be tested must be free from dust and sand particles.
 Backswing of the pendulum arm must be prevented.
 Safety measures must be followed properly to avoid any accidents.

References
 National Cooperative Highway Research Program Synthesis of Highway Practice
14: Skid Resistance. Highway Research Board, National Academy of Sciences,
Washington, D.C
 Task Force for Pavement Design of the AASHTO Operating Subcommittee on Design
(AASHTO). (1976).

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 Correction of Field Skid Measurements for Seasonal Variations in Texas. (1978)
Transportation Research Record 1639. Transportation Research Board, National
Research Council, Washington, D.C. pp. 147-154

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