BORANG PENGESAHAN STATUS TESIS

Transcription

1 PSZ 19:16 (pind. 1/97) UNIVERSITI TEKNOLOGI MALAYSIA BORANG PENGESAHAN STATUS TESIS JUDUL : ROAD MEASUREMENT ON STONE MASTIC ASPHALT AT FT003 JALAN JOHOR BAHRU-KOTA TINGGI, SECTION 1-4 SESI PENGAJIAN : 2007/2008 Saya NORZAMANI BIN HUSSIN (HURUF BESAR) mengaku membenarkan tesis (PSM/Sarjana/Doktor Falsafah)* ini disimpan di Perpustakaan Universiti Teknologi Malaysia dengan syarat-syarat kegunaan seperti berikut : 1. Tesis adalah hak milik Universiti Teknologi Malaysia. 2. Perpustakaan Universiti Teknologi Malaysia dibenarkan membuat salinan untuk tujuan pengajian sahaja. 3. Perpustakaan dibenarkan membuat salinan tesis ini sebagai bahan pertukaran antara institusi pengajian tinggi. 4. **Sila tandakan ( / ) SULIT TERHAD (Mengandungi maklumat yang berdarjah keselamatan atau kepentingan Malaysia seperti yang termaktub di dalam AKTA RAHSIA RASMI 1972) (Mengandungi maklumat TERHAD yang telah ditentukan oleh organisasi/badan di mana penyelidikan dijalankan ) TIDAK TERHAD Disahkan oleh ( TANDATANGAN PENULIS ) ( TANDATANGAN PENYELIA ) Alamat Tetap : NO.19, RMH RKYT JUASSEH TGH, 72000, KUALA PILAH N. SEMBILAN DARUL KHUSUS. DR. HARYATI BINTI YAACOB Tarikh : 28 APRIL 2008 Tarikh: 28 APRIL 2008 CATATAN: * Potong yang tidak berkenaan ** Jika tesis ini SULIT atau TERHAD, sila lampirkan surat daripada pihak berkuasa/organisasi berkenaan dengan menyatakan sekali sebab dan tempoh tesis ini perlu dikelaskan sebagai SULIT atau TERHAD. Tesis dimaksudkan sebagai tesis bagi Ijazah Doktor Falsafah dan Sarjana secara penyelidikan, atau disertai bagi pengajian secara kerja kursus atau penyelidikan, atau Laporan Projek Sarjana Muda (PSM).

2 We hereby declare that we have read this project report and in our opinion this project report is sufficient in terms of scope and quality for the award of the degree of Bachelor of Civil Engineering Signature :... Name of Supervisor : Dr. HARYATI BT YAACOB Date : 28.April 2008 Signature :... Name of Co-Supervisor : ASSOC. PROF. Dr. ROSLI BIN HAININ Date : 28 April 2008

3 ROAD SURFACE MEASUREMENT ON STONE MASTIC ASPHALT (SMA) AT FT003 JALAN JOHOR BAHRU-KOTA TINGGI SECTION 1-4 NORZAMANI BIN HUSSIN A project report submitted in partial fulfillment of the requirements for the award of the degree of Bachelor of Civil Engineering Faculty of Civil Engineering Universiti Teknologi Malaysia

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5 ii I declare that this project report entitled Road Measurement on Stone Mastic Asphalt at Jalan Johor Bharu-Kota Tinggi, Section 1 to Section 4 is the result of my own study except as cited in the references. The project report has not been accepted for any degree and is not concurrently submitted in candidature of any other degree. Signature : Name : Norzamani Bin Hussin Date : 17April 200

6 iii Dedicated to my beloved father, Hussin Bin Mohammad and mother, Karang Bebey Abdullah, my sisters, Hasliza, Haslinda, Hasnah and Haszalaka, my brother in low, Syafik Ahmad, Azhar Aliyes, Hairie Sam, all my nephew,hafiz, Manja, Syapik, Amin, Necy, Fira and to a special person for their love, support and patience are awesome Also not forgotten to all my colleagues, Lutfi, Bakhtiar, Rumi, Nasir and Fairuz, for their assistance and encouragements towards the success of this study

7 iv ACKNOWLEDGEMENT In the name of Allah S.W.T, I would like to express my gratefulness to Him for giving me strength to finish my project. In preparing this project report, I was in contact with many people who have contributed towards my understanding and thoughts. I wish to express my sincere appreciation to my main project supervisor, Dr. Haryati binti Yaacob, for encouragement, guidance and critics. I am also very thankful to my co-supervisor, Dr. Rosli bin Hainin, for his guidance, advices and motivation. Without their continued support and interest, this project report would not have been the same as presented here. I am also indebted to all staffs of Highway and Transportation Laboratory of UTM, Mr. Abdul Rahman, Mr. Suhaimi, Mr. Azman and Mr. Ahmad Adin, for their assistance and helpfulness during my project work. Special thanks also to Mr. Nazaruddin, from Bina Mashyur Sdn. Bhd. and Mr. Jaafar from Selia Selenggra Selatan Sdn. Bhd. for supplying me the traffic management team for control the traffic during the testing. My sincere appreciation also extends to all my colleagues and others who have provided assistance at various occasions. Their views and tips are useful indeed. Unfortunately, it is not possible to list all of them in this limited space.

8 v ABSTRACT The increasing trend in traffic accident rates culminated in the formation of a Cabinet Committee on Road Safety chaired by the Prime Minister (Kwang, H.J. et. al, 1992). One of the issues that have been discussed was the skid resistance and roughness of road surfacing, which had been mentioned as possible contributory factors towards the high incidence of traffic accidents in the country. For that reason, new surfacing pavements which are Stone Mastic Asphalt (SMA) are introduced to overcome the problems. SMA provides a texture depth durable and rut resistance types of surfacing to the road user. In the other hand, the performance of SMA is dependent on the grading and material proportions, the mixing process and the plant, and the laying and compaction process. This study was carried out to measure the performance of SMA laid at FT003 Jalan Johor Bahru-Kota Tinggi, Section 1-4. The main objectives of this research are to determine the texture depth (TD), skid resistance (SR), and the international roughness index (IRI) for the SMA surface, defined the relation between the parameters and compared the result with the previous research. The results are defined by using the Sand Patch Test, Portable Pendulum Tester and Walking Profilometer. After the side testing done, the average value of the parameters are 1.616mm for texture depth, 57.5 for skid resistance and 3.07 m/km for the IRI. There is no strong relationship among the three parameters found in this study.

9 vi ABSTRAK Peningkatan kadar kemalangan jalan raya telah menyebabkan perkara ini dibincangkan dalam Mesyuarat Kabinet di dalam bahagian keselamatan jalan-raya yang dipengerusikan oleh Perdana Menteri. Salah satu daripada perkara yang dibincangkan ialah tentang rintangan gelinciran dan kekasaran permukaan jalan raya yang diperkatakan pembawa kepada masalah peningkatan kemalangan di negara ini. Oleh sebab itu, Stone Mastic Asphalt (SMA) telah diperkenalkan untuk mengatasi masalah tersebut di Malaysia. SMA mempunyai kedalaman permukaan dan rintangan aluran yang tinggi untuk pengguna jalan raya. Tambahan pula prestasi SMA adalah bergantung pada gred, pengkadaran bahan, proses pembuatan di kilang dan proses pemadatan di tapak. Kajian ini dilakukan untuk mengkaji prestasi SMA yang terletak di FT003 Jalan Johor Bahru-Kota Tinggi, Seksyen 1-4. Objektif utama kajian ini adalah untuk mencari kedalaman permukaan, rintangan gelinciran dan kekasaran permukaan untuk permukaan jalan SMA, membandingkan keputusan kajian ini dengan kajian-kajian yang terdahulu dan mencari hubungan diantara ketiga-tiga parameter.tersebut Keputusan dalam kajian ini diperolehi dengan menjalan ujian tampalan pasir (SPT), nilai ujian pendulum (PTV) dan ujian kekasaran permukaan (IRI) jalan. Selepas ujian tapak dijalankan nilai purata parameter ialah 1.62mm untuk kedalaman permukaan, 57 untuk rintangan gelinciran dan 3.07m/km untuk IRI. Didapati bahawa tiada hubungan yang kuat antara kedalaman struktur, nilai rintangan gelinciran dan IRI.

10 vii TABLE OF CONTENTS CHAPTER TITLE PAGE DECLARATION DEDICATION ACKNOWLEDGEMENTS ABSTRACT ABSTRAK TABLE OF CONTENTS LIST OF TABLES LIST OF FIGURES LIST OF APPENDICES LIST OF ABBREVIATIONS ii iii iv v vi vii x xi xii xii 1 INTRODUCTION SECTION Introduction Problem Statement Objective of the Research Scope of the of Study Research Important Summary of Chapter 6 2 LITERATURE REVIEW Introduction What is SMA? 7

11 viii Advantages of SMA Disadvantages of SMA Issues on SMA Surface Texture Manufacture of SMA Surface Texture Properties Microtexture Macrotexture Surface Roughness Skid Resistance Measurement of Skid Resistance Texture Depth Measurement of Texture Depth 26 3 METHODOLOGY Introduction Location of Study Site Testing and Instruments Sand Patch Test Sand Preparation Portable Pendulum Tester Walking Profilometer Walking Profilometer Calibration Procedure Research Flow Chart 42 4 RESULTS AND ANALYSIS Introduction SMA Texture Depth Sand Properties Sand Density Texture Depth Result SMA Skid Resistance SMA International Roughness Index 50

12 ix 4.5 Relationship Between The SR, TD AND IRI Relationships Between Skid Resistance and Texture Depth Relationships Between Skid Resistance and International Roughness Index Relationships Between Texture Depth And International roughness Index Analysis of the Result 54 5 CONCLUSION AND RECOMMENDATION Introduction Conclusion Recommendation 57 REFERENCES 45 APPENDICES 48

13 x LIST OF FIGURE FIGURE NO. TITLE PAGE 2.1 Major components of SMA mixture ( Norlia, 2006 ) SMA aggregate skeleton (NAPA, 1999) SMA slick spot ( Norlia, 2006 ) Comparisons Between SMA vs. Conventional HMA (NAPA, 1999) SMA texture depth within 12 months (JTG Richardson, 1997) Comparison on SMA Grading Curve Sideways Force Coefficient Routine Investigation Machine, SCRIM Griptester Site Location Plan Sand Patch Test Apparatus Portable Pendulum Tester Walking Profilometer Basic Profile Pattern for Walking Profilometer after Processing Graph Skid Resistance Against Texture Depth Graph Skid Resistance Against International Roughness Index Graph Texture Depth Against I nternational Roughness Index 54

14 xi LIST OF TABLE TABLE NO. TITLE PAGE 2.1 SMA Gradation Limits Of Combined Aggregate (JKR/SPJ, 2005) Initial result of SMA in the UK (JTG Richardson, 1997) SMA Mix Requirement Methodology outline Validity Range for Texture Depth of a Pavement Surface Correction of PTV When Test Is Carried Out Other Than 20 0 C Sand Density Calculation Texture Depth of SMA Comparison of Texture Depth Pendulum Test Value Result for Follow Traffic Flow Pendulum Test Value Result for Against Traffic Flow Comparison of SMA Skid Resistance International Roughness Index of SMA Road Surface 50

15 xii LIST OF APPENDICES APPENDIX TITLE PAGE A Approval letter to conduct site test from Traffic Police 59 B Photo during the test 60 C Surface Profile obtained from Walking Profiler 63

16 xiii LIST OF ABBREVIATION SMA - Stone Mastic Asphalt ARRB - Australian Road Research Board HMA - Hot Mix Asphalt IRI - International Roughness Index MIROS - Malaysian Institute of Road Safety TRL Transport Research Laboratory MTM - Mini Texture Meter PI - Profile Index PTV - Pendulum Test Value PSV Polishing Stone Value JKR Public Work Department RN - Ride Number MPR Mean Panel Rating RMSVA Slope Variance and Root Mean Square Vertical Acceleration SCRIM - Sideways Force Coefficient Routine Investigation Machine SPT - Sand Patch Test SRV - Skid resistance value TD - Texture depth NAPA National Asphalt Pavement Association OGA Open Graded Asphalt DGA Dense Graded Asphalt PMS Pavement Management System

17 1 CHAPTER I INTRODUCTION SECTION 1.1 Introduction The rapid development of automobile technology has led to a steady increase in the number of vehicles on the road. There has been considerable publicity on road safety in Malaysia recently. The Malaysia accidents statistic has increase over the last three decades at average rate 9.7% per annum (Dr. Htay Moe, 2005). According to Malaysian Institute of Road Safety, MIROS, in year 2006, in Malaysia, 341,252 accidents has occurred and with 6,287 of deaths was recorded. The increase of road accident is link by the rapid growth in population in Malaysia. The increasing trend in traffic accident rates culminated in the formation of a Cabinet Committee on Road Safety chaired by the Prime Minister (Kwang, H.J. et. al, 1992). One of the issues that have been discussed was the skid resistance and roughness of road surfacing, which had been mentioned as possible contributory factors towards the high incidence of traffic accidents in the country.

18 2 Studies of Royal Malaysian Police reports on road accident reveal that about 95% of the accidents are attributes to road user error. Inadequate measurement of the road surface is very rarely reported as one of the accident causation factor. However, by improving the vehicle control, repair the level of comfort and increase level of safety provide by the road surface significantly reducing the number of accident. Much of the research on the road surface measurement in the past has been carried out by the UK Transport Research Laboratory, TRL but significant investigation have been carried out recently in Malaysia by IKRAM and further research still in progress ( Dr. Arthur Yound and Dr. Christopher Kennedy, 2000). Selection a new surfacing types depend on many factors. Comfort and safety are one of the component factors which need to be considered. Based on Rod Troubeck and Chris Kennedy (2005), Stone Mastic Asphalt (SMA) provides a texture depth durable and rut resistance types of surfacing to the road user. In the other hand, the performance of SMA is dependent on the grading and material proportions, the mixing process and the plant, and the laying and compaction process. However, the safety of SMA surface on high speed road has come into question based on a member of fatal accident on this type of surface (Rod Troubeck and Chris Kennedy, 2005). 1.2 Problem Statement The increasing number of accident by the year was being the most important problem to the road user in Malaysia. Road safety level in Malaysia has deteriorated as the

19 3 annual rate of road accidents increase. The rate is measured against every 10,000 registered vehicles. Studies of accident around the world have consistency found that a disproportionate number of crashes occur where the road surface has a low level of friction and surface texture. There is a lot of study to examine the level of surface texture condition for the conventional asphatic pavement but only a few studies was conducted for SMA pavement due to this surfacing are still the new in Malaysia. SMA was originally developed in Germany in the 1960s. This pavement is an impervious wearing surface to resist the pavement damage, rut resistant, durable pavement and loadings of studded tyres. For that reason, Malaysia also has been used SMA mixture in the early 1990s. Normally, in Malaysia, SMA mixtures are used at the road intersection and at the heavy traffic road. Since SMA is the new type of surface pavement in Malaysia, this study was carried out to examine the surface texture condition on SMA road surface. 1.3 Objective of the Research Stone Mastic Asphalt, SMA stills the new technology in Malaysia. Therefore this research will conduct to investigate the SMA surfacing performance by evaluate the parameters that correlate to the level of safety provided by this pavement. Main objective of this research is to determine the texture depth, skid resistance and the international roughness index of SMA surface along Road FT003, Johor Bahru - Kota Tinggi, section 1 to section 4.

20 4 Another aims for this study is to define the relation between the skid resistance, texture depth and the surface roughness. This is because the skid resistance, surface roughness and texture depth is the important factor that will contributes to accident. The third objective for this research is to observe that all these three parameters comply with the standard that provide by UK and JKR in order to achieve the level of safety for the SMA road surface. The last objective of this research is to compare the result with the previous research to define either there is comparison between the study. 1.4 Scope of the Research The scope of this research will involve the available site tests along these 8 kilometers of SMA along Road FT003, Johor Bahru - Kota Tinggi, section 1 to section 4. This surface is for the SMA14. Ten points will be chosen in the 300m interval for each point. This road has two lanes for each direction. Heavy vehicle always used the slow lane, therefore only the slow lane will be tested because the effect of heavy vehicle such as lorry is more compared to the car. Parameters that will be observed on SMA surface during these tests are the texture depth (TD), skid resistance and also the international roughness index (IRI). The site tests that will be done are listed below;

21 5 1. Pendulum Test Value 2. Sand Patch Test 3. Walking Profilemeter The level of safety provide by this road was determined by comparing the all the results to the original requirement. To achieve the objectives, the scope started with literature search and review on the information related to the aggregate degradation in Chapter 2 and extensive site testing according to specified procedure was explained detail in Chapter 3 respectively. 1.5 Research Important This research will provide the condition of road surface characteristic offered by SMA along Road FT003, Johor Bahru - Kota Tinggi. The characteristic and the level of safety of the Stone Mastic Asphalt is still not clear, since this mix is considered as new mix for road pavement compared to standard asphaltic concrete, AC. The finding of this research also will be useful to the road authorities such as Public Work Department, JKR for further action and maintenance work.

22 6 1.6 Summary Of Chapter This thesis consists of five chapters. The following is a summary of the main objective of each chapter of this study: Chapter I will introduce the research carried out. Chapter II is a review of literature on SMA and surface texture properties Chapter III present the research methodology, discussing on the equipment and test that going to be conducted. Chapter IV analyses the data on texture depth, PTV and road roughness Chapters V discuss the findings, list out the research conclusion and recommendations for future works. References will listed the references that has been used in this study. Appendix will show another document of this study that also important to strengthen the result.

23 7 CHAPTER II LITERITURE REVIEW 2.1 Introduction This chapter will discussed on SMA such as what is SMA, its advantages and disadvantages, surface texture properties of SMA, surface roughness, skid resistance and the texture depth. 2.2 What is SMA? Stone Mastic Asphalt is referred to the acronym SMA. SMA was originally developed in Germany in the 1960s. It is made up of a mixture of crushed coarse and fine aggregates, mineral filler, modified asphalt binder, and a stabilizer for the binder such as cellulose or mineral fibers or polymer.

24 8 This pavement is an impervious wearing surface to resist the pavement damage, rut resistant, durable pavement and loadings of studded tyres (Rod Troutbeck, Chris Kennedy, 2005). The excellent resistance of the product to deformation by heavy traffic at high temperatures was recognised and developments continued to similar developments in a number of other countries in Continental Europe, the Far East and the USA. ( JTG Richardson, 1997 ). SMA also has been ntroducing to Malaysia in Since then, several trial lay projects had been initiated for purpose of evaluating the mix on local road condition ( Salihudin Hassim, 2005). SMA is characterized by gap-graded asphalt mixture (minimizing medium-sized aggregate and fines) which result in a structurally tough, A stone skeleton mixture that, when compacted, provides the gap-graded stone-on-stone structure to carry heavy traffic loads, prevent rutting, and provides long term durability ( Norliza, 2006). SMA uses a high proportion of larger stones or aggregate that contacts each other. The major composition of SMA consist the coarse aggregate, crushed fine aggregate or sand, mineral filler, asphalt cement, and stabilizing agent. These major components of SMA mixtures are ilustrated in Figure 2.1. Figure 2.1: Major components of SMA mixture ( Norlia, 2006 )

25 9 The SMA mixtures are composed to have a high proportion of coarse aggregate content typically 70%-80%, 6%-7% asphalt content or binder, 8%-12% of mineral filler content and 0.3% fibre, (Austroad, 2004). The high percentage of stone skeleton content results in stone-on-stone contact that produces a mixture that is highly resistant to rutting and permanent deformation. These gap-graded asphalt mixture (minimizing medium-sized aggregate and fines) which result in a structurally tough as illustrated in Figure 2.2. Figure 2.2: SMA aggregate skeleton (NAPA, 1999) Based on its performance history, it began to be used as a surface layer for roadways carrying heavy truck traffic throughout Germany and other European countries. SMA has proven very successful in Europe thus in 1990 it has encouraged the United States (U.S.) to adopt the SMA use as a result of a European Asphalt Study Tour.

26 Advantages of SMA The advantages of SMA is a unique asphalt pavement because its ability to withstand the heavy truck loadings and resist the wear of the super wide, single truck tires and the studded tires (Schimiedlin and Bischoff, 2002). SMA mixes have also provided excellent service on bridge decks as a wearing surface to protect deck membranes. Two of the main benefits of SMA mixtures are its rut resistance and long term durability providing for extended performance life from 30 to 40% longer than a conventional dense-graded HMA pavement (Watson and Jared, 1995). Beside on that, SMA provide friendly and safety features include improving skid resistance due to the high percentage of fractured aggregate to motoring public particularly on wet pavements (NAPA, 1999). Although water does not drain through SMA, its surface texture is similar to open-graded aggregate so that the noise generated by traffic is lower than that on dense graded aggregate (Mangan and Butcher, 2004). Therefore the coarser surface texture characteristics may reduce sound from the tire and pavement contact as well as water spray and glare. The surface texture characteristics of SMA are similar to Open Graded Asphalt, OGA so that the noise generated by traffic is lower than that on DGA but equal to or slightly higher than OGA. Other advantages of the SMA are the surface texture of SMA has also provided anti-splash features during wet and rainy conditions thus reducing hydroplaning which results from water draining through the voids in the matrix. SMA can be produced and compacted with the same plant and equipment available for normal hot mix, using the Superpave and Marshall Procedure with modifications. SMA may be used at intersections and other high traffic stress situations where open graded aggregate is unsuitable. SMA surfacings may provide reduced reflection cracking from underlying cracked pavements due to the flexible mastic.

27 11 For pavements with cracking or raveling it is suggested that SMA be considered for use as an overlay because it may reduce severe reflection cracking from underlying cracked pavements due to the flexible mastic. The durability of SMA should be equal, or greater than dense graded asphalt and significantly greater than open graded aggregate (Mangan and Butcher, 2004) Disadvantages of SMA One of the disadvantages of the SMA is the increased of material cost associated with higher binder and filler contents, and fiber additive (NAPA, 1999). Extra cost for SMA mixes is about percent higher than conventional dense-graded mixtures. The SMA mix also requires higher mixing temperatures and longer mixing times at the plant where the time taken to add extra filler, may result in reduced productivity, and thus necessitates more intensive quality control at plant and on job site (Watson and Jared, 1995). Potential construction problems with SMA mixtures are drainage and bleeding. Storage and placement temperatures cannot be lowered to control drainage and bleeding problems due to the difficulty in obtaining the required compaction (Pierce, 2000). The possible delays in opening to traffic as the SMA mix should be cooled to 40 C to prevent fat/slick spot to the surface as illustrated in Figure 2.2 (Mangan and Butcher, 2004)

28 12 Figure 2.3: SMA slick spot Issues on SMA Surface Texture This section will be discussed on the comparisons between SMA and conventional HMA, SMA aggregates grading, SMA deformation resistance and SMA minimum requirement of texture depth. There is huge different on the texture between SMA and other types of dense graded asphalt. A view of a typical SMA mixture and for a comparison a conventional dense-graded mixture is shown in Figure 2.4. Cores from SMA mixtures (left) illustrate the greater percentage of fractured aggregate and higher percentage of asphalt binder, compared to the conventional Hot Mix Asphalt (HMA) mixture (right) which contains a more uniform aggregate gradation and less asphalt binder.

29 13 Figure 2.4: Comparisons Between SMA vs. Conventional HMA (NAPA, 1999). The design of SMA is critical in providing an aggregate grading that will accept the high bitumen content that provides durability without binder drainage. Aggregate cleanliness has a significant influence on the effectiveness of the binder content. Conversely an aggregate design of SMA requires lower binder content but the composition of the coarse aggregate skeleton is high. The gradation of the combined coarse aggregate, fine aggregate and the mineral filler shall conform to the appropriate envelope as given in Table 2.1 below.

30 14 Table 2.1: SMA Gradation Limits Of Combined Aggregate (JKR/SPJ, 2005) ASTM Sieve Percentage By Mass Passing Sieve Sieve Size (mm) Size 14 Size 20 mm Researched by JTG Richardson (1997) shows that SMA provides a good deformation resistance. This can be seen in Table 2.2. A surface giving a tracking rate of less than 2mm/h would normally be considered good. The testing on similar materials at the higher temperature of 60 C indicates that the rate is in general not markedly affected by this high temperature. The stiffness modulus may be considered to be comparable with that for HRA. Table 2.2: Initial result of SMA in the UK (JTG Richardson, 1997) I Properties Result Indirect tensile stiffness modulus (20 C) 2100MPa Wheel tracking rate (45 C) 0.55mm/h Texture depth (sand patch) 1.0mm JTG Richardson also found out that the texture depth of SMA is in the range 1.5mm at the initial construction but it will reduce to around 1.1 or 1.2 mm within the first twelve months due to the traffics density. This can be seen in Figure 2.5.

31 15 Figure 2.5: SMA texture depth within 12 months (JTG Richardson, 1997) Manufacture of SMA SMA is mixed and placed in the same plant as that used with conventional hot mix. In batch plants, the fibre additive is added direct to the pugmill using individually wrapped press packs or bulk dispensing equipment. Mixing times may be extended ensure that fibre is homogeneously distributed throughout the mix and temperatures controlled in order to avoid overheating or damage to the fibre (Austroad, 2004). In drum plants, particular care must be taken to ensure that both the additional filler content and fibre additive are incorporated into the mixture without excessive losses through the dust extraction system. Filler systems that add filler directly into the drum rather than aggregate feed are preferred. Pelletised fibres may be added through systems designed for addition of recycled materials, but a more effective means is addition through a special delivery line that is combined with the bitumen delivery,

32 16 so that the fibre is captured by bitumen at the point of addition to the mixture (Austroad,2004). Refer to the Road Technical Instruction by Jabatan Kerja Raya, the requirement of the SMA mix must be satisfied. The individual test value at the mean optimum bitumen content shall then be read from the plotted smooth curves and shall comply with the design parameters given in Table 2.3 below. If the entire requirements comply with table 2.3, the mixture with the mean optimum bitumen content shall be used in plant trials. Table 2.3: SMA Mix Requirement VIM 3-4% VMA min 17% Stability min 6200N Flow 2-4mm Draindown max 0.3% If SMA mix is designed with too little bitumen, then the percentage of air voids will be too great and the water will infiltrate the SMA surface and perhaps the will affected the sub-based and the sub-grade layer. Water also give the problem to the bone between the bitumen and stones and allow the bitumen to loosen. The specifications, the mixing, the transport, the placement and the compaction of SMA are critical to achieving the desired result. Figure 2.6 show that the comparison between the SMA, Fine Gap Graded Asphalt, Dense Graded Asphalt and Open Graded Asphalt.

33 17 Figure 2.6: Comparison on SMA Grading Curve 2.3 Surface Texture Properties The friction-related properties of a pavement depend on its surface texture characteristics. These characteristics are known as macrotexture and microtexture (Murat Ergun, 2005) Microtexture Microtexturee is the friction coefficient at low speed depends mainly on the angularity of the asperities in the road surface. Microtexture will give the significant influence in design on non skid flexible surface. Microtexture varies from harsh to polish.

34 18 When the road is newly constructed, microtexture is harsh however, once in service, microtexture changes due to the effects of traffic and weather conditions into polish. Microtexture gives an indication of the degree of the polishing of a pavement surface, or of an aggregate which affects the friction properties of the road surface and the single most important characteristic of aggregate to determine friction properties is polishing. In other words, microtexture is the dominant factor in determining skidding resistance at lower speed (PIARC 1987). In Malaysia, granite aggeregates are generally used in the bituminous road surfacings. Therefore in this study SMA has been chose to be investigated because of SMA is also one types of bituminous surfacings with granite aggregates. Microtexture is the amplitude of pavement surface deviations from the plane with wavelengths less than or equal to 0.5 mm. This surface texture is measured at the micron scale. Amplitudes at each wavelength have been found to vary between 1/10 and 1/100 of the wavelength. The surface profile can be characterized by several parameters as explained by ISO (Murat Ergun, 2005) Macrotexture Macrotexture is the friction coefficient with increasing speed depends on the dimensions of these asperities. Macrotesture contributes to skidding resistance at high speeds. The measurement of macrotexture is refers to the texture depth and will determined by the Sand Patch Test.Generally, on the extent to which the surface allows the water trapped under the tire to escape. The less it does so, the more rapidly the friction coefficient decreases.

35 19 Macrotexture is associated with the coarseness of road surfaces, which affects water drainage from the tire footprint, tire tread rubber deformation, and the friction coefficient at high speed, as well as the friction or speed gradient. Macrotexture has a direct effect on skid resistance; the better the macrotexture, the smaller the slope of the friction coefficient speed function (Fulop, 2000). Pavements that are constructed to accommodate vehicles traveling at speeds of 90 km/h or greater require good macrotexture to help prevent hydroplaning. The amplitude of pavement surface deviations with wavelengths from 0.5 to 50mm and vertical amplitudes ranging from 0.1mm to 20mm is defined as macrotexture (PIARC 1991). 2.4 Surface Roughness Quantification of roughness level of the pavement surface evolves as a prime concern. A road roughness profile is a vertical section along the wheel track that shows the elevation of the surface as a function of the distance traveled. Surface roughness of a road is an important parameter which not only indicates the comfort level of ride over a pavement surface, but it is also related to vehicles vibration, operating speed, wear and tear of the wheel and vehicle operating cost. A pavement, which is structurally sound to sustain heavy load repetitions, may even be unserviceable functionally if its surface is rough and distressed (Dr. A Das, 2003). Road roughness assessment is gaining increasing importance in pavement management system (PMS) as an indicator of road condition, both in terms of road pavement performance, and as a major determinant of road user costs (Liu Wei et. all).

36 20 Road roughness is normally characterized by a summary index that applies over a length of road. Summary index measures are obtained most directly by measuring the longitudinal profile and then applying a mathematical analysis to reduce the profile to the roughness statistic. There are many studies to measure the surface roughness such as International Roughness Index (IRI), Mean Panel Rating (MPR), Profile Index (PI), Ride Number (RN), Slope Variance and Root Mean Square Vertical Acceleration (RMSVA). This research will only observe the IRI for the particular length of the road by using the Walking Profiler. The international roughness index (IRI) was established in 1986 by the World Bank and based on earlier work performed for NCHRP. IRI is calculated from a measured longitudinal road profile by accumulating the output from a Walking Profiler and dividing by the profile length to yield a summary roughness index with units of slope (TRB, USA, 1998). The IRI must satisfied some criteria such as, the index had to be related to the vibration response of motor vehicles, as most roughness indices were either directly or indirectly linked to motor vehicle performance, the scale had to be mathematically related to road profile in order to be stable with time, it had to be measurable by a widest possible range of hardware and it had to be transportable (Thomas D. Gillespie, 1992). The IRI computation is done by the cumulative stroke of the automobile s suspension is measured over a section of road colored by the particular response characteristics of the automobile. At very low frequencies the IRI is equal to zero because the vehicle body and the wheel are move together (Thomas D. Gillespie, 1992).

37 21 Quantification of road surface roughness is somewhat difficult compared to quantification of earthquake intensity or sound level. IRI is one of the roughness indices which are accepted internationally and roughness level of various road stretches in various countries obtained by profilers based on various principles now can be compared in the same level. However, further research is needed in this direction. In this research the IRI will measure by using the Walking Profilometer which is the most popular equipment for side testing because it small and light but the most important characteristic because it is portable. The acceptance criteria for the IRI values measured for the whole length as well as for the 100 meter length of the completed pavement surface shall be less than 2.5 m/km (JKR/SPJ, 2005). 2.5 Skid Resistance Skid resistance was one of the important factors that influenced the level of safety for the road user. Skid resistance is the friction force developed when a tyre is pretended from rotating slides along the pavement surface (Highway Research Board, 1972). These will contribute the force component in different direction to the vehicle movement. By this situation the definition of skid resistance is the force that can retain one body from skidding. According to Dr. Arthur and other researcher study, there are several factors that influence the level of skid resistance available at the road surface. The factor are the road surface texture, age of the road surface, temperature, seasonal variation, traffic volume and the last one is aggregate properties.

38 22 Skid resistance also important in evaluation of pavement parameter because the inadequate skid resistance can lead to higher accident, most of agencies have an obligation to provide users with a reasonable level of safety and skid resistance measurement can evaluate the various types of materials and construction practice. The standards for the skidding resistance of the trunk road network are included the specifications for in-service skidding resistance level, aggregate polishing resistance, texture depth of the surface course and levels of in-service texture depth. Moreover, loss of skid resistance leads to loss of control by the driver with consequence increase in the number of accident (European Standard, 2003). There are the numerous factors which contributes to skid resistance, including the tyre pressure, contact area between the tyre and road surface, tread pattern and rubber composition of tyre, the alignment, texture and friction characteristics of the road surface, the vehicle speed and the weather condition prior to testing. More attention was placed on the in-service skid resistance performance in straight and level sections of state highway where horizontal tyre forces will be at their lowest and least variable. This eliminated any confounding effects such as when accelerating from rest, braking, cornering, and hill climbing. Actually, the skid resistance is not constant but varies with climate and traffic and the effect of these factors on characteristic of the surface material itself. In the low speed and, wet road and aggregate polishes under the action of traffic, microtexture is lost and wet skidding resistance falls as a result. Specifications for the aggregate polishing resistance are measured in the Polished Stone Value (PSV) test (British Standards Institution, 1989). However, aggregate with high resistance to polishing is a limited resource and over specification should be avoided (Hosking and Szatkowski, 1972).

39 23 Compare to the high speed, macrotexture are significant to maintain the skid resistance in the safe level. The macrotexture component is including the texture depth of the road surface. The value skid resistance for the vehicle speed above the 50km/h remains low. The fall in friction with speed can be very rapid if the road surface has inadequate texture depth (Crowthorne, Berkshire, 1999). There are different level of skid resistance provide by different types of pavement. From the expectation, the SMA skid resistance must be higher that other types of pavement due to skeleton aggregate. However, from the research by Richard Bastow and others in 2004, it was found that the initial skid resistance for SMA surface after construction is lower but it will improves due to mortar abraded and continues to improve over next two years under the trafficking experienced on roads. Consideration is being given to the development of national standards for skid resistance of in-service roads in Malaysia but at present there are no mandatory minimum skid resistance levels. Because of this problem, the value of SMA skid resistance will compare to the aggregate polishing stone value, PSV that correlated to the skid resistance level. For granite aggregate, PSV must be in the range based on the UK standard but have been used for Malaysia standard also (Dr. Arthur, Christpher Kennedy, 2000) Measurement of Skid Resistance Generally, the skid resistance value are measured by used the Portable Pendulum Tester which give the pendulum test value (PTV) for the road surface. This equipment is hand operated for individual results and is not suitable for testing long lengths of road. This method measures the skid resistance of a small area of a surface (approximately 0.01m 2 ). This should be considered when deciding its applicability to

40 24 a surface which may have non-homogeneous surface characteristics. For example containing ridges or grooves, or is rough textured (exceeding 1.2mm patch test). Sideways Force Coefficient Routine Investigation Machine, SCRIM, is also used in many countries. It consist of a freely- rotating test wheel mounted within the wheelbase of truck at an angle of 20 degrees to the direction of travel. The wheel subjected to a vertical load of 200kg and during testing the sideways force generated at right angles to the plane of the test wheel is measured. The SCRIM normally travels at 50 km/h and so is capable of surveying many kilometres of road in a day. This speed has led to the use of SCRIM to conduct large surveys of road network to ensure adequate skid resistance of the road surface. Griptester, is an excellent small three wheeled device with the "normal" axle being connected to the recording wheel by a pair of gears which causes a braking effect on the axle of the third wheel which can be measured as a "Grip Number". This equipment can be used pushed by hand on a pre-wetted road surface for small area surveys. As the Griptester has developed in to a more precise piece of equipment it has been taken up by many organisations as their standard means of assessing roads and runways for skid resistance, and a number of user groups are well established to further develop and support its use. In this study, the skid resistance will be measure by using the Pendulum Test Value (PTV) which is the most suitable for site testing.

41 25 Figure 2.7: Sideways Force Coefficient Routine Investigation Machine, SCRIM Figure 2.8: Griptester 2.6 Texture Depth Texture depth is one of the macrotexture elements measured by careful application of a known volume of material on the surface and subsequent measurement of the total

42 26 area covered or known as SPT (British Standard, 2001). A texture depth measurement is important to evaluate an average texture depth value. Only the pavement macrotexture and is considered insensitive to pavement microtexture characteristics of SMA. In the other hand, texture depth will give important indicator to the level of road surface skid resistance. A minimum sand patch texture depth is specified for new surface courses on high-speed roads to limit this fall in skidding resistance with speed (SM Philips, et. al, 1999). Some of Highways Agency Reports has also funded work to examine the relationship between high and low-speed skidding resistance and the influence of texture depth, for a wide range of surface types and texture depth levels. As expected, it was found that porous materials, which retain texture in the form of pores, the skidding resistance of all surfaces fall at high speeds when sensormeasured texture depth fell below about 0.7mm (Roe, Parry, et. al., 1991). Based on the UK standard, the minimum texture depth requirement of SMA is 1.5mm by sand patch test that are considered to be necessary to minimise loss of skid resistance at high vehicle speeds in example greater than 90km/h Measurement of Texture Depth The traditional method of measuring texture depth is by using Sand Patch Test. This test involves spreading a known volume of fine sand on the road surface. The surface texture depth is the ration of a volume of sand to the area covered. The sand patch test is very slow and not necessary for the large scale testing. This method will use in

43 27 this research in order to obtain the SMA texture depth due to availability of equipment and easier to conduct without any difficult process. The second method is Mini Texture Meter, MTM, is hand-operated device incorporating a laser sensor system. It is designed to check newly-laid surfacing and short length of road associated with high accident rates. This device has a daily road capacity up to 10km. The High speed Road Monitor, HRM, is also can be used to measure texture depth that simultaneously the road roughness. It s also used the laser system and produced a high-resolution video record giving a driver s-eye view of the road. It also has daily road capacity of about 200lane km.

44 29 CHAPTER III METHODOLOGY 3.1 Introduction Chapter III consists of research methodology such as the location of study, site tests that will conduct in this research and finally the research flow chart and the expected result. 3.2 Location Of Study The location selection for this research is based on type of the surface pavement of that particular road. For this research SMA road surface have been choose to be looked. The length of this road is 8 kilometers along the FT003, Jalan Johor Bharu - Kota Tinggi from section 1 to section 8. SMA with 14mm aggregate has been used at this road. This road has been open to traffic in December Refers to investigation by JKR, the traffic volume of this road is 6400 vehicle per hour in year 2005.

45 29 One point will be choosing for every 300 meter along the 4 kilometers of SMA for the data collection. At each point, the Sand Patch Test, Pendulum Test Value and roughness test will be conducted in order to obtain texture depth, skid resistance and surface roughness data. Figure 3.1 shows the location of the site test. FT 003, J.Bahru Endau Daerah : J.Bahru Pjg. Jalan : 8 Km. Figure 3.1: Site Location Plan 3.3 Site Testing and Instrument The site testing that will conduct during this research are Sand Patch Test (SPT), Pendulum Test Value (PTV) and Walking Profilometer Tester.

46 Sand Patch Test Figure 3.2: Sand Patch Test Apparatus The main purpose of Sand Patch test is to obtain the texture depth of the SMA surface. This test is based on BS EN :2002. Test apparatus consist of a quantity of material, a container of known volume, a suitable wind screen, brushes for cleaning the surface, a flat disc for spreading the material on the surface, and a ruler or other measuring device for determining the area covered by the material. The materials that use in this test are the graded sand that passing 0.25mm sieve and retained at 0.18mm sieve. The SPT principles are relies on a known volume of sand which is spread out on a road surface. The sand is distributed to form a circular patch, the diameter of which is measured. By dividing the volume of sand with the area covered, a value is obtained which represents the average depth of the sand layer.

47 31 The test procedure involved the selection of the pavement surface to be measured and choose the dry, homogeneous area that contains no unique, localized features such as cracks and joints. Thoroughly clean the surface using the stiff wire brush first and subsequently using the soft bristle brush to remove any residue, debris or loosely bonded aggregate particles from the surface. Position the portable windshield around the surface test area. Next, fill the cylinder of known volume with dry sand and gently tap the base of the cylinder several times on a rigid surface. Add more material to fill the cylinder to the top, and level with a straightedge. If a laboratory balance is available, determine the mass of material in the cylinder and use this mass of material sample for each measurement. Then, pour the measured volume or mass of sand on to the cleaned test surface. Carefully spread the material into a circular patch, with the disc tool, rubber-covered side down, filling the surface voids flush with the aggregate particle tips. Use a slight pressure on the hand, just enough to ensure that the disc will spread out the material so that the disc touches the surface aggregate particle tips. After that, measure and record the diameter of the circular area covered by the sand at a minimum of four equally spaced locations around the sample circumference. Calculate and record the average diameter. For very smooth pavement surfaces where the patch diameters are greater than 300 mm, it is recommended that half the normal volume of material be used. The same operator should perform at least four time, randomly spaced measurements on a given test pavement surface texture depth. The arithmetic average of the individual values shall be considered to be the average texture depth of the tested pavement surface.

48 32 Calculate the internal volume of the sample cylinder as follows: V = πd 2 h / 4 Where: - V is the internal cylinder volume, expressed in cubic millimeters (mm3); - d is the internal cylinder diameter, expressed in millimeters (mm); - h is the cylinder height, expressed in millimeters (mm). Calculate the mean texture depth, MTD, using the following equation: MTD = 4V /πd 2 Where: - MTD is the mean texture depth, expressed in millimeters (mm); - V is the sample volume (i. e. internal cylinder volume), expressed in cubic millimeters (mm3); - D is the average diameter of the area covered by the material, expressed in millimeters (mm). Table 3.1: Validity Range for Texture Depth of a Pavement Surface

49 Sand Preparation Moisture Sands were dried in the Highway laboratory by using a drying device (stove) to a constant weight at a temperature not exceeding 230 F (110 C) for 24 hours. The dried sample was placed on the sieve. The materials that use in this test are the graded sand that passing 0.25mm sieve and retained at 0.18mm sieve based on BS EN :2002. About 5 kilogram of sand was prepared to be used for sand patch test throughout the research. Before making the actual volume measurements at field, sand was calibrated to determine its density. The procedures are described as followed. First, make sure that all the apparatus required to determine the sand density are prepared. The apparatus are plastic cylinder, a litter of water and the metal mould. Second, determine the mass of empty mould. Then, fill the plastic cylinder which has a volume 25ml with water. After that, fill the metal mould for SPT with the water. Calculate the mass of mould and water. By knowing the density of water, the volume of mould also can determine. Third, fill the mould with the san and determine the mass of sand in the mould. Then calculate the sand density by divided the mass of sand and the volume of mould. In this study, the density of sand is 1298kg/m 3.

50 Portable Pendulum Tester Figure 3.3: Portable Pendulum Tester The Pendulum will be based on BS EN :2003. The pendulum test shall incorporate the essential features given below Basically, this method measured the skid resistance properties of a small area of a road surface approximately 0.01mm 2 by sliding the pendulum arm in the site or in the laboratory. The principle of the Pendulum Tester incorporates a spring loaded slider made of a standard rubber attached to the end of a pendulum. On releasing the pendulum from a horizontal position, the loss of energy as the slider assembly passes over the test surface is measured by the reduction in length of the upswing using a calibrated scale. The Pendulum tester basic principle is by determined the loss of energy as the standard rubber coated slider assembly slides across the test surface and provides a standardised value of skid resistance. The Pendulum Tester incorporates a spring

51 35 loaded slider made of a standard rubber attached to the end of a pendulum. On releasing the pendulum from a horizontal position, the loss of energy as the slider assembly passes over the test surface is measured by the reduction in length of the upswing using a calibrated scale. The procedure to use this tester at site are, first brushed the test surface shall be free of loose particles and flushed clean with water, unless the test is to include for the contamination of the surface. The surface shall be free of ice. Place the Pendulum Tester upon a firm surface with the pendulum swinging in the direction of traffic. The surface shall not have gradient in excess of 6 %. Where this is not possible, the test may be carried out at any angle to the direction of traffic to enable the gradient criterion to be satisfied. On surfaces bearing a regular pattern such as ridged or brushed concrete, grooved asphalt or paving blocks, tests should be made with the slider operating at an angle of approximately 80 degrees to the ridges, grooves or joints in pavers. Measure the temperature of the wetted test surface and the slider to the nearest whole number. The correction must be done if the test is carried out at other than 20 0 C. The test cannot be carried out if the surface temperature is outside the range 1 0 C to 40 0 C. Wherever possible the readings shall be taken on the C Scale using the wide slider. This determines the PTV directly.

52 36 Table 3.2: Correction of PTV When Test Is Carried Out Other Than 20 0 C Adjust the leveling screws so that the pendulum support column is vertical. Then raise the axis of suspension of the pendulum so that the arm swings freely, and adjust the friction in the pointer mechanism so that, when the pendulum arm and pointer are released from the right-hand horizontal position, the pointer comes to rest at zero position on the test scale. It is advisable to carry out 10 free swings to verify the consistency of the zero reading. Adjust the height of the pendulum arm so that in traversing the surface the rubber slider is in contact with it over the whole width of the slider and over the length below. A pointer fixed to the foot of the slider assembly and a pre-marked gauge shall be used. Wet the surfaces of the specimen and the rubber slider with a copious supply of water, being careful not to disturb the slider from its set position. Release the pendulum and pointer from the horizontal position using the holding button, catch the pendulum arm on the early portion of the return swing and record the position of the pointer on the scale to the nearest whole number. Return the pendulum and pointer to the release position by raising the slider using the lifting handle.

53 37 On non-homogeneous surfaces where a plane test surface can only be achieved of sufficient size to use the narrow slider, this may be used reading on the F Scale. An estimation of the PTV can be obtained by calculation. It is advisable to perform this test five times, re-wetting the surface copiously just before releasing the pendulum and recording the result each time. If the first five readings differ by more than three units, repeat until three successive readings are constant and record this value Walking Profilometer Figure 3.4: Walking Profilometer Walking Profilometer is used to define the International Roughness Index (IRI) of pavement surfaces. This test is based on Instruction Manual published by ARRB Transport Research (AUSTROADS Pavement Test, PAT 01:2001).

54 38 The apparatus of this test is a manually operated walking profiler fitted with a lap-top computer and measuring beam which enables the collection and presentation of pavement surface profile and roughness information, device which can measure the pavement grade to an accuracy of 1 %, paint, ruler, broom and thermometer. The pre-operation set-up of this test consist the inspection of the profiler battery and the lap-top computer battery are fully charged and all leads are correctly connected and secured on the walking profiler and computer. Then, clean the foot pads of the measuring beam by brushing. Ensure that the tyres of the profiler and other components are free from the build up of deposits of road-making materials by cleaning with a mild solvent or brushing. Next, ensure that the power to the machine is switched on at least 20 minutes prior to any use of the walking profiler. Caution, do not operate the walking profiler in the temperature range of 0 0 c to 45 0 c or on road surface temperatures exceeding 75 0 c. For the field offset trim, switch on the power to the walking profiler and wait at least 20 minutes before performing the field offset trim procedure. Perform the field offset trim immediately prior to use of the walking profiler for the IRI survey. If, during performance of the IRI survey, the air temperature within the cowling changes by more than 10 c from the temperature recorded when the most recent field offset trim was performed, then another field offset trim shall be performed. Record the temperature within the profiler cowling, then perform the field offset trim in accordance with the manufacturer s instruction manual. If necessary repeat the procedure until a successful run is obtained. To define the IRI data, first, define the length of the test section to be surveyed, which should have a length exceeding 100 metres. Select the wheel-path or other tracking line upon which the single track survey is to be performed. The IRI result is

55 39 applicable for runs greater than or equal to 100 m in length. Measured the longitudinal grade of the test section does not exceed 1 in 6. Then, mark the starting point of the line of survey with a cross as and the transverse position survey lines every 3 to 5 metres along its length to facilitate accurate tracking of the machine. Ensure the line to be surveyed is free from all loose material. For inexperienced operators the tracking line may best be marked by use of a chalked string line. Record the time and the temperature, within the profiler cowling. Conduct the survey in the direction of lane traffic flow in accordance and care should be taken to minimise the deviations from the survey line, with even greater care required as the transverse cross-slope of the site increases. Figure 3.5: Basic Profile Pattern for Walking Profilometer after Processing If, during the survey, the centre line of the machine beam is permitted to deviate from this line by greater than ±100 mm, repeat the run. Display and then record the Single Track IRI value calculated by the lap top computer for the surveyed section.

56 Walking Profilometer Calibration Procedure For the accurate data, the profiler shall be calibrated. The calibration for this tester shall be performed at least once every six months or if a satisfactory field offset trim cannot be achieved. There are two types of calibration for walking profilometer. The first one is Offset calibration and the other one is slope calibration. The procedures of calibration are remaining below. First stabilise the temperature of the measuring beam and profiler by placing the walking profiler, with the beam attached, in a clean, 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. Second, remove the cowl and ensure there is sufficient room beside the walking profiler to carry out the calibration procedure. Set the Test/Survey selector switch, on the walking profiler, to the TEST position. Then, place the calibration surface plate on the ground beside the walking profiler, immediately adjacent too and with the long side parallel to the measuring foot. Place the bull s eye level on top of the surface plate and establish a level surface by adjusting the legs. After that, undo the two M4 hexagon head screws which secure the accelerometer cable clamp. Check that the 6 foot pads, on the measuring beam, are clean. Clean the top of the surface plate by lightly 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.

57 41 Gently lift the measuring beam ends, one at a time and gently tap each end on the surface plate as necessary to position it correctly. Check to ensure there is no overhang of the measuring beam, at either end on the surface plate. Activate the calibration menu and then follow 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. Replace the measuring beam in the walking profiler and reposition 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. If all the calibration process is done, then continue with the site testing as stated before.

58 3.4 Research Flow Chart 42

59 43 CHAPTER IV RESULT AND ANALYSIS 4.1 Introduction Chapter IV consists of result and discussion for the data such as the SMA texture depth, SMA skid resistance and SMA international roughness index. All of these results will be discussed one by one. The safety performance of the SMA pavement surface is determined by evaluating the texture depth, skid resistance and the roughness index. Comparison is made with the standards that are provided by the Transport Research Laboratory, TRL of UK and JKR. All the data obtained must conform to the international standard in order to achieve the safety level that a road surface requires to prevent accident.

60 SMA Texture Depth Texture depth was obtained by performing the Sand Patch Test in this study. Ten different points have been taken at an interval of 300 meter for a 4 kilometers stretch. In order to make the data more accurate, the texture depth was determined by taking the average of the five readings of the sand diameter at each test point on the road surface Sand Properties As stated by BS code, that the sand density is clean, dry, uniform, uncemented, durable and free flowing. The properties of sand used in the sand patch were determined first prior to the site testing Sand Density Table 4.1 present the laboratory result to determine the sand density. From the calculations, the average sand density to be used for the Sand Patch Test is x 10-3 g/mm 3.

61 45 Table 4.1: Sand Density Calculation Sample 1 Sample 2 Sample 3 Average Mass of cylinder (g) Mass of cylinder and sand (g) Mass of sand (g) Mass of cylinder and water (g) Mass of water (g) Volume of water (mm 3 ) Volume of mould (mm 3 ) Density of sand (g/mm 3 ) Texture Depth Result In order to achieve the UK requirement, the average texture depth of SMA must be larger than 1.5 mm (JTG Richardson, 1997). Sample calculation to determine the texture depth of SMA surface: D 1 + D 2 + D 3 + D 4 + D 5 i. Average of sand diameter = = 5 = mm 4 V ii. Texture Depth = 2 π D 3 4(25000mm ) π133.2 = 2 = 1.74mm

62 46 From the table 4.2, the highest reading of SMA surface texture depth is 1.818mm. Interestingly, the lowest texture depth is 1.174mm. The difference between the highest and the lowest result is %. Table 4.2: Texture Depth of SMA SAND PATCH TEST Section Diameter of Sand Mean Texture Diameter Depth (mm) Average 1.62 AUTHOR / RESEARCHER Table 4.3: Comparison of Texture Depth TEXTURE DEPTH (mm) DESCRIPTION RANGE AVERAGE Norzamani bin Hussin, SMA 14, 2 years, speed lower 80 km/h SMA in UK, speed <90 JTG Richardson, km/h Table 4.3 shows the comparison between the SMA texture depth with the previous study. Although the road has been used for two years, the results shows that the

63 47 texture depth for the particular road surface is higher compare to the SMA surface that has been used for 12 month in UK which is the texture depth is only 1.1 to 1.2mm based on the research by JTG Richardson, Thus, for this study, the overall result with the comparison to the UK standard, the average texture depth of the SMA surface from the ten reading is 1.62mm which is comprised to the UK requirement which are above than 1.5mm. 4.3 SMA Skid Resistances From UK standard, the range for the PTV required for road surface is in the range of (Arthur and Christopher Kennedy, 2000). The SMA skid resistances have been summarized in the table 4.3 and table 4.4. There are two conditions when the road was being tested. One is parallel to the traffic flow and the other one is against the traffic flow. This will give two different pattern of skid resistance reading. The results from the parallel to the traffic flow will showed the actual skid resistance but the testing for against traffic flow is done for the control data for SMA surface. Sample calculation to determine the Skid Resistance of SMA surface: ii. PTV = = ( v1 + v 2 + v 3 + v 4 + v 5 )

64 48 ( ). = 5 = 55 ii. PTV after correction = 62 Table 4.3 presents the skid resistance value from parallel traffic flow. From this table, it shows that for the highest skid resistance is 64 while the lowest skid resistance value is 48. The percentage different between the highest and the lowest result is 25.16%. The mean value for SMA skid resistance is 57. This showed that the SMA skid resistance achieved the standard aggregate skid resistance requirement at the standard test speed 50km/h. Table 4.4: Pendulum Test Value Result for Follow Traffic Flow. Section 0 C PENDULUM TEST VALUE Correction Skid Resistance Average Correction factor Value Mean Avarage 57

65 49 Table 4.5: Pendulum Test Value Result for Against Traffic Flow. Section 0 C PENDULUM TEST VALUE Correction Skid Resistance Average Correction factor Value Mean Average 55 Table 4.6: Comparison of SMA Skid Resistance TEXTURE DEPTH AUTHOR / (mm) RESEARCHER RANGE AVERAGE Norzamani bin Hussin, H J Kwang et al, Suffian, Z, H R Smith And W G Ford, DESCRIPTION SMA 14, 2 years, speed lower 80 km/h Asphaltic Concrete, 6 24 months Asphaltic Concrete, speed higher 95 km/h Table 4.5 shows the comparison between the SMA skid resistance and the AC skid resistance. Based on the Table 4.5, SMA skid resistance was compared to the Asphaltic Concrete (AC). SMA skid resistance was found that quit similar with the AC skid resistance.

66 SMA International Roughness Index In this study, 10 different sections of 300 meter interval of the road at each point have been tested. All of the IRI results of SMA surface have been summarized in the Table 4.6 below. In order to get the accurate data, 5 reading of IRI were measured at each point. The data gathered from the Walking Profilometer need to be processed in order to get the IRI by using the Footwork software. The table indicates that the highest IRI for SMA surface is 3.73 m/km while the lowest IRI is 2.03 m/km and the average IRI value of IRI is 3.06 m/km. Table 4.7: International Roughness Index of SMA Road Surface. No. Section INTERNATIONAL ROUGHNESS INDEX Roughness Index Average Rougness Index (m/km) Average 3.06

67 51 Based on Design of Flexible Pavement Structures by JKR, The acceptance criteria for the IRI values measured for the whole length as well as for the 100 meter length of the completed pavement surface shall in the range of 2.0 to 4.0m/km.the Therefore the IRI obtained from this study is acceptable. 4.5 Relationship Between The SR, TD AND IRI This research also includes the relation between the parameters that have been measured. The relations were obtained by plotting the graph for skid resistance against texture depth, skid resistance against IRI and also from the graph texture depth against IRI. All of the relations are showed below. In order to get the significant relation between two parameters, the R 2 must be greater than Relation Between Skid Resistance And Texture Depth Many researches have proved that there is significant influence between the skid resistance and the texture depth. This relation also has been described by Arthur and Christopher Kennedy, They conclude that the skid resistance will increase when the texture depth increase based on the types of pavement. In this research, the graph skid resistance against texture depth has been made to see the relation between these two parameters. Figure 4.1 show the scattered point, the polynomial graph with the equation of skid resistance and texture depth.

68 52 However for this graph the R 2 value is only and shows that with the limited data, there is no relationship between the skid resistance and texture depth. This finding was similar to what have been found by previous research by H. Viner et al, Graph SR Against Texture Depth SR 55 R 2 = TD. Figure 4.1: Graph Skid Resistance Against Texture Depth Relation Between Skid Resistance And International Roughness Index Another relationship is the relation between the skid resistance and international roughness index. Figure 4.2 shows the graph for skid resistance value against international roughness index.

69 53 From the graph the R 2 value is This finding also shows that there is no relationship between the skid resistance and international roughness index for this SMA road surface. Graph SR Against IRI SR R 2 = IRI Figure 4.2: Graph Skid Resistance Against International Roughness Index Relation Between Texture Depth And International roughness Index Figure 4.3 shows the relation between the texture depth and the international roughness index of the SMA surface. From the graph it shoes that the result are scattered randomly and not show any constant pattern. Since the R 2 value is smaller than 0.5 witch are indicates that there weak relationship between this two parameters.

70 54 Graph Texture Depth vs IRI TD R 2 = IRI Figure 4.3: Graph Texture Depth Against International Roughness Index 4.6 Analysis of the Result The texture average texture depth of SMA surface is 1.62mm. The higher texture depth may be due to some factors. One of the factors is because SMA mixes has the higher proportion of coarse aggregate which is provided the spacing between the aggregate particle (open-graded asphalt) on the SMA road surface and consequently revenue the good texture depth. The average skid resistance of the SMA surface is 57. Although the SMA skid resistance is little higher than UK specification but it still acceptable because of the different is small. Furthermore, the higher the skid resistance the higher the road surface characteristics and consequently to the higher level of safety.

71 55 The average value of IRI is 3.06m/km and indicates that the SMA surface provide the efficient road characteristic. IRI for SMA surface is good due to the better texture depth and skid resistance. Another reason is because the SMA surface also has the filler element that can also generate the higher roughness of the road surface. There is a lot of factor that can contribute to the comparison between this study and previous study. The factors that being difference between the study is due to the differences in traffic loading, effect of extreme weather, different types of aggregate used, period of maintenance work after these road have been open to traffic and also the age of road not equal. This paragraph will discuss why there are weak relation between the skid resistance, texture depth and IRI. The main reason for this condition is because of there is not enough data to show better relationship. The second reason is the IRI data have been taken in three month period after the skid resistance and texture depth have been measured. After three month, may be the road surface condition is not same since the first day of testing due to the traffic loading and effect of weather.

72 56 CHAPTER V CONCLUSION AND RECOMMENDATION 5.1 Introduction This chapter will discuss about the conclusion and recommendation of this study. The objective of this study was to determine the Texture Depth (TD), Skid Resistance Value, and Surface Roughness on Stone Mastic Asphalt. Then the parameters were compared to the previous findings and the standard which are available. Another part of this study was to look on relationship between the parameters. All the objectives were achieved.

73 Conclusion The conclusions that can be drawn from this study are as follows: 1. The SMA average texture depth is 1.62mm, 57.5 for skid resistance and 3.07 m/km for the IRI. 2. The TD, SR and the IRI value were found that it was comprised with the UK and JKR requirement and prove that SMA surfacing was in good condition. 3. It also found that, from the limited data collected, there are no strong relationships between TD, PTV and IRI value. 5.3 Recommendation In order to improve the study of pavement surface characteristic the following recommendation must be considered: Increase the number data of SPT and Pendulum Test to get the better result consequently it may improve the correlation between the parameters. Conduct the SPT and Pendulum Test as near as possible for each point. At the meantime by using naked eyes choose the quite similar surface texture for both tests in order to obtain a relative result. Conduct all three tests at both wheel path rather than one to get the better average value for the road section.

74 58 A better relation may be produced by consider other type of surfacing such as asphaltic concrete (AC) and surface dressing (SD). Different characteristic of the surfacing may widen the range and the data will spread better.

75 59 REFERENCES Member of Batu Gajah Station Community Residency Programme, (2006). A Study of A Road Accident Cases Aciident In Emergency Unit Of Batu Gajah District Hospital. Research Portal UTM (2006). Road Safety:A Study Of The Driving Programme And Drivers' Behaviour. Kwang, H.J, G Morosiuk and J Emby (1992). An Assessment of the Skid Resistance and Macrotexture of Bituminous Road Surfacings in Malaysia. Proceedings of the Seventh REAAA Conference, Singapore, June Rod Troubeck and Chris Kennedy (2005). Review Of The Use Of Stone Mastic Asphalt (SMA) Surfacings by the Queensland Department of Main Roads. Jabatan Kerja Raya. Design of Flexible Pavement Structures. Kuala Lumpur Malaysian Institute of Road Safety Research, MIROS. Date accessed: 17 th September H Viner, P Abbott, A Dunford, N Dhillon, L Parsley and C Read (2006). Surface Texture Measurement on Local Roads. TRL Limited. Unpublished. Norliza binti Mohd Akhir, (2006). The Aggregate Degradation Characteristics Of Stone Mastic Asphalt (SMA) Mixtures. Projek Sarjana Muda. Universiti Teknologi Malaysia, Skudai.

76 60 AUSTROADS Pavement Reference Group. (2001).PAT 01. Australia: AUSTROADS Pavement Reference Group. British Standards Institution (2002). BS EN London: British Standards Institution. Ismail, C. R. (2005). SAB 2832 Highway Engineering. Universiti Teknologi Malaysia: Lecture Note. British Standards Institution (2003). BS EN London: British Standards Institution. Li Tung Chai (2006). Evaluation Of Cracks And Disintegrations Using Close- Range Digital Photogrammetry And Image Processing Technique. Master of Engineering Universiti Teknologi Malaysia, Skudai. Murat Ergun, Sukriye Iyinam and A. Faik Iyinam (2005). Prediction of Road Surface Friction Coefficient Using Only Macro- and Microtexture Measurements. Journal of Transportation Engineering. 131, Concrete Pavement research & Technology (2007). Current Perspectives on Pavement Surface Characteristics. ACPA publication EB235P. Liu Wei, T. F. Fwa and Zhao Zhe. Pavement Roughness Analysis Using Wavelet Theory. Research Student Center for Transportation Research Dept of Civil Engineering National University of Singapore. G Awasthi, T Singh, Dr A Das (2003). On Pavement Roughness Indices. IE (I) Journal CV. 84, Smoothness Testing Device Date accessed: 30 th July Auscultation-Road Evaluation perso.orange.fr/r-et-l/auscult.htm. Date accessed: 30 th July 2007.

77 61 APPENDIX A Approval Letter to conduct site test from Traffic Police

78 62 APPENDIX B Photo during the test Location of Study Sand Patch Test (SPT)

79 Sand Patch Test (SPT) 63

80 Walking Profilometer 64

81 65 APPENDIX C Surface Profile obtained from Walking Profiler Graph Profile of Road Against Horizontal Distance At section 1.0 : Graph Profile of Road Against Horizontal Distance At section 1.3

82 66 : Graph Profile of Road Against Horizontal Distance At section 1.6 : Graph Profile of Road Against Horizontal Distance At section 1.9