Influence of asphalt surface textures on achieving skid resistance levels

ABSTRACT

The skid resistance parameter is inherent to the concept of road safety. Considering that it is based on micro and macro-texture, their control is essential to prevent or mitigate the occurrence of road accidents. It can be seen that the control of adhesion conditions is carried out after the pavement has been built, so actions corrective rather than preventive. The aim of this research was to investigate aspects that influence the micro and macro-texture of highways in Brazil’s central plateau, to determine the parameters to assess in the mixture, allowing adhesion conditions to be predicted at the design stage. Sand patch and British pendulum tests were carried out to assess macro- and micro-texture and calculate the IFI. The analysis revealed that of the four roads studied, only one met the skid resistance criteria. Although the BPN of DF 440 had an average value below that of DF 003, the condition of adherence was met by the macro-texture, demonstrating that this parameter represents a significant portion of skid resistance. However, there were problems with the gradation of the mixes and the aggregate the area, which is susceptible to polishing, and this analysis should be taken into account when dosing the mixtures.

Keywords:
Pavement. Microtexture; Macrotexture; Sid Resistance; Asphalt mistures

1. INTRODUCTION

Periodic monitoring of the highway’s friction index serves as a parameter for assessing the condition of Skid resistance. It has a direct influence on the functionality of the pavement structure [¹]. These indices can establish criteria that determine the right time to carry out maintenance or restoration of the pavement, to provide safe traffic conditions, since this index is related to the surface texture of the road surface layer.

However, it is not always possible to guarantee that the Skid resistance characteristics provided for in the project will be achieved. To eliminate this risk, it is necessary to know the characteristics of the materials used from the conception of the mixture [²], so that this control is characterized not only as an effective engineering solution provided for in the project phase but also as a management aid tool, which will reflect on operational safety.

When analyzing data from 2017 and 2018 regarding the number of accidents in the Federal District, there was a 9.16% increase in the period, a percentage that refers to the number of fatalities [³]. Where Heider [⁴], when evaluating road accidents according to the general conditions of the DF-001 and DF-250 highways, based on the PRF and DER/DF databases, and through an assessment of the Potential Safety Index (ISP) proposed by [⁵], was able to understand that the pavement safety of the highway was directly associated with the physical elements of the pavement structure and its general condition, in a qualitative paradox, the ISP of the two highways was classified as being similar to that of a highway with the worst evaluation according to the CNT criteria [⁶], an evaluation in which potential wear is present and includes pathologies such as disintegration, detachment, carbonization of the asphalt binder and defects that compromise the texture and surface of the pavement.

Therefore, in the case of the Federal District’s highways and roads, surface wear is a somewhat recurring defect in the region and may be related to the design of the type of mixture used and to the mineral origin of the aggregate and the granulometric matrix of the mixture [⁷]. Because the region is located on the central plateau, the rock formations in the area are basically made up of two large groups of minerals: gneiss and mica schist, the former being a metamorphic rock and the latter a silicic rock, in addition to the vast predominance of limestone, both of which are used in paving services [⁸].

However, considering that the gneiss deposits are closer to the Federal District, and due to their high availability, most or all the asphalt paving services in the region use gneiss as the component aggregate in the mixtures [⁹, ¹⁰]. As a result of the material’s rocky formation, when it is crushed it tends to produce very lamellar aggregates, and during its laying in the field, there is the favoring of a bedding plane, which in the future, due to the abrasion caused by traffic, occurs the rapid polishing of the aggregate and consequently the sudden reduction of the Skid resistance pavement. This accelerated abrasion of the material can be explained by its ability to present high mass loss values, a property mainly attributed to the chloritization of the feldspars and biotites present in the rock, as well as the high amount of muscovite due to weathering, and the excess of microfractures in the gneiss minerals [⁹, ¹¹, ¹²].

In addition, there are considerations that technological and quality control are directly related to obtaining Skid resistance parameters [¹³, ¹⁴]. This boundary condition can be attributed to the difficulties in obtaining apparent design densities of the asphalt mix in the field when they are being compacted in a temperature range below that prescribed in the dosage design, thus resulting in layers with a higher volume of voids and lower density [¹⁵,¹⁶,¹⁷]. This, masks the macrotexture values since even if the surface has more open roughness, which in isolation would be beneficial because it has not reached the required density, there will be losses in the adhesion and cohesion of the mixture and the layer will be subject to defects such as segregation of the asphalt mixture, cracking and very early disintegration [², ⁷, ¹⁸,¹⁹,²⁰]. Consequently, due to greater water percolation in the structure, added to the acceleration of the oxidation process, detachment of the binder film, and polishing of the aggregate, there will also be damage to the microtexture [²¹, ²²].

In view of the above, this article sought to evaluate the Skid resistance parameters of the main state highways in the city of Brasília, DF-001, DF-150, DF-440 and DF-003, using macro and microtexture indicators obtained from the sand patch and British pendulum tests, to classify the level of Skid resistance using the International Friction Index (IFI) method and correlate the index with the properties of the asphalt mixture.

2. SKID RESISTANCE

According to KANE and CEREZO [²³] Skid resistance depends on factors related to tire characteristics, road operating, weather, and pavement surface conditions. D’APUZZO et al. [²⁴] point out that factors related to the pavement surface include the grain size of the mixture, the size and shape of the aggregates, the nature of the aggregates, and the life cycle of the pavement structure.

MATAI et al. [²⁵] report that adhesion is presented as the sum of the phenomena of adhesion and hysteresis, with adhesion being obtained by the intermolecular forces of the surfaces, and is related to the contact time between the tire and the surface, sliding speed, the composition of the tire rubber and microtexture of the asphalt surface; and hysteresis, which is a function of the loss of energy due to cyclical deformation, which occurs with the compression and decompression of the tire rubber in contact with the roughness of the surface, so that hysteresis reaches its maximum value at high rolling speeds, while adhesion reaches its maximum value at lower speeds.

PEREIRA et al. [²⁶] state that Skid resistance is made up of a portion of microtexture and another of macrotexture. In this sense, macrotexture has the function of draining surface water, and microtexture generates the largest portion of friction between the tire and the pavement. However, all the parameters are interconnected since the presence of water on the surface contributes to a reduction in the kinematic friction coefficient and, consequently, to a loss of grip [²⁶,²⁷,²⁸,²⁹].

If water accumulates on the surface of the pavement, the contact between the tires and the pavement can be compromised by the phenomena of viscoplaning and hydroplaning, the former characterized by a residue of tire-pavement contact; the latter is characterized by a total loss of grip due to the presence of a water film not broken by the tires or by the texture of the road itself, both phenomena compromising the safety parameters of operations resulting from skidding events [²⁶, ³⁰, ³¹].

KUMAR and GUPTA [²⁷] report that skid resistance is defined as the force developed when tire rotation is impeded and the tire slides along the pavement surface. This resistance is important for maintaining pavement operating levels and for planning rehabilitation to meet the admissible values of the admissible friction coefficients. Friction coefficients can be transverse or longitudinal, the former being linked to the case of skidding and the vehicle trajectory in a curve; the latter being linked to the case of braking [³²], but both are present between the contact interfaces and are related to the substrate. WANG et al. [³³] report that friction characteristics are influenced by factors in the asphalt concrete mix such as shape, angularity, nature, and surface texture of the aggregate, and over time, depending on the pedology of the aggregate, it is polished by traffic and loses its initial microtexture characteristics.

Given the above, authors have reported that it is important to evaluate adhesion conditions from the point of view of the contribution of micro- and macro-texture, and one of the methods used for this purpose is the International Friction Index (IFI), which can be obtained through friction and texture measurements, each with a weight assigned to its contribution to Skid resistance, which must be approved using experimental methods [²⁶]. However, in some cases, it is not possible to meet the micro- or macro-texture criteria separately and it is necessary to adopt the adhesion measure to compensate for the insufficient parameter and obtain an acceptable IFI.

2.1. Micro and macrotexture

According to ERGIN et al. [³⁴], the surface texture of the pavement can be divided into four classes, microtexture, macrotexture, megatexture, and roughness, as shown in Figure 1. The texture of the asphalt mixtures used in the surface layers of pavements directly interferes with friction, the tire-pavement interface and consecutively the skid resistance provided to vehicles on the road [¹].

Figure 1
Representation of the micro and macrotexture of asphalt pavement [³⁰].

BERNUCCI et al. [³⁰], report that texture is one of the requirements for Skid resistance and one of the main parameters in pavement evaluations and management programs, which can be controlled through technical monitoring, it is dependent on the wavelength, the distances between two edges (peaks), or depressions on the pavement surface [³⁵, ³⁶], as shown in Table 1.

Table 1
Pavement texture classification [³⁰, ³⁶].

TEXTURE GRADING	WAVELENGTH RANGE
	HORIZONTAL	VERTICAL
Microtexture	λ < 0,5 mm	λ < 0,2 mm
Macrotexture	0,5 mm ≤ λ < 50 mm	0,2 mm ≤ λ < 10 mm
Megatexture	50 mm ≤ λ < 500 mm	1 mm ≤ λ < 50 mm
Roughness	0,5 m ≤ λ < 5 m	1 m ≤ λ < 1,2 m

Regarding texture classes, the megatexture is related to surface defects that generate some deviations in the pavement surface, and roughness is related to construction and design errors that affect the quality of trafficability. Microtexture, on the other hand, basically depends on the roughness of the aggregates on the surface, which can be classified as rough or polished/smooth and is directly related to the mineralogy of the aggregate, as shown in Table 2. MATAI et al. [³⁷] state that microtexture has deviations in the order of 1 μm to 0.5 mm, and is the most responsible for friction at low speeds, inducing that surfaces whose texture is rougher and the aggregate more cubic, adhesion tends to be more significant. CHEN [³⁸] points out that microtexture is a difficult parameter to analyze due to its magnitude, however, there are already studies that show the possibility of evaluating the surface of the aggregate through three-dimensional images, which have greater accuracy and better representativeness for analysis.

Table 2
British pendulum classification [⁴⁴].

CLASSIFICATION		BPN LIMITS
D	Dangerous	< 25
VS	Very smooth	25–31
S	Smooth	32–39
IR	Insufficiently rough	40–46
MR	Medium rough	47–54
R	Rough	55–75
VR	Very rough	> 75

CAVALCANTI et al. [³⁹] pointed out that Skid resistance is influenced by several parameters in the asphalt mixture, including granulometry, shape properties, resistance to polishing of the aggregates; the degree and method of compaction used to produce the asphalt mix. These parameters are decisive in providing the friction and surface texture of the asphalt pavement.

Knowledge of the importance of investigating the properties of rocks for use as a source of aggregate is already common practice. However, even today aggregate is used without knowing its physical, chemical, or mechanical characteristics in the production of concrete and asphalt mixtures, as OLIVEIRA JÚNIOR et al. [⁴⁰]. point out.

MASAD et al. [⁴¹] presented a study that showed the evolution of the polishing of aggregates subjected to the Micro-Deval test, then these aggregates were analyzed in the Aggregates Imaging System - AIMS, in possession of the results they realized that the evolution of the polishing had a direct influence on the characteristics of Skid resistance, thus serving as a useful tool applied to the selection of suitable materials for paving. Later, LI et al. [⁴²] evaluated the microtexture of aggregates using a portable ultra-high resolution 3-D laser imaging scanner and concluded that the model could predict Skid resistance performance by analyzing aggregate characteristics on an isolated scale.

CAVALCANTI et al. [³⁹] also state that the variation in mass during the aggregate degradation process has an impact on its shape properties, affecting the grain size, and volume of voids in the mix. This situation can affect both micro- and macrotexture, leading to a reduction in Skid resistance. They also affirm that there are several factors that affect the degradation process of aggregates, such as type, size, and moisture. Therefore, studies to predict each type of aggregate should be carried out in order to better predict the conditions of the mixture throughout the useful life of the pavement in terms of Skid resistance.

It is therefore clear that the microtexture is related to the roughness of the aggregate and especially to its origin (geological formation), which can influence the shape, abrasion, and polishing of the aggregate. The binder also plays an important role in guaranteeing the microtexture, since once the adhesion and cohesion portion has been achieved, and the aggregates are completely enveloped by the binder film, when they are rubbed by the tire rubber, they tend to maximize the resistance to polishing because of the existing protection around the aggregate. The fact is that asphalt mixtures in which the adhesion of the binder to the aggregate are not achieved due to hydrophilic aggregates and the excessive presence of quartz, tend to repel the binder film that surrounds the aggregate, and due to the exposed surface, the polishing process tends to be accelerated, resulting in microtexture measurements with indices below the admissible limit [²].

Regarding macrotexture, MATAEI et al. [³⁷] states it has deviations in the order of 0.5 to 50 mm and is responsible for the hysteresis portion, which is related to the roughness of the surface due to the presence of granular materials in the mixture. DUARTE [⁴³] states that the ratio of roughness and hysteresis can lead to an increase in rolling resistance, but if it is too high, it also leads to an increase in fuel consumption due to energy dissipation through deformation, and excessive rubber consumption, due to the protrusions when the tire tread comes into contact causing the granular material to bite [⁴⁴]. Thus, not only is insufficient macrotexture harmful, but excessive surface roughness is also an unfavorable characteristic [⁴⁵], because if there is an increase in the dimensions of the granules that make up the surface, there is immediately a significant increase in the hysteresis effect.

In this context, macrotexture is related to the gradation of the mixture used, whether it is open or coarse, and closed or fine [⁴⁶], and corresponds to the size of the aggregate, the granulometric range, the voids in the mixture and the individual geometric configuration of the aggregate [²⁶] in such a way that its integration with the texture of the surface facilitates water drainage on the pavement surface through the formation of channels since a surface with an efficient macrotexture is linked to the ability to dispose of surface runoff, not allowing water to accumulate in the bearing layer, and overlapping the granular peaks [⁴⁵].

The finished surface of an asphalt pavement will have a resulting texture that depends on the joint characteristics of macro- and microtexture so that the four types of existing textures can be evaluated by analyzing the surface of the pavement, whether it is rough and open; rough and closed; polished and open. Thus, the type of texture and the condition in which the surface of the pavement is in the presence or absence of water are determinants of the level of Skid resistance, given that the variation in speed has a bearing on the amount of friction mobilized, as shown in Figure 2.

Figure 2
Surface type according to macro- and micro-texture class [⁴⁴] with author's alterations.

Furthermore, as Skid resistance depends on the micro- and macrotexture components, knowing the characteristics of the pavement is of paramount importance to ensure control and quality. If the micro-texture conditions cannot be guaranteed due to the characteristics of the available aggregate, compensation can be sought in the macro-texture component to maximize friction.

2.2. Relationship between asphalt mixture properties and skid resistance

The mechanical behavior of asphalt mixtures is directly related to the properties of the materials that make them up. In this sense, it is trivial to state that the characteristics of asphalt mixtures, as well as those of the materials, are conditioning factors for obtaining levels of adhesion between tire and pavement and, consequently, for the predictability of operational safety.

Some mixtures properties are related to the levels of Skid resistance, mainly its composition. The roughness of the aggregate is considered to vary according to its origin; depending on the pedology of the aggregate, there are those whose mineralogy results in greater susceptibility to polishing and abrasion, directly influencing the microtexture levels of the surface.

In addition to the mineralogical origin, crushing processes can also be a determining factor in obtaining adhesion parameters, as they have a significant influence on the macrotexture of the pavement. Aggregates with lamellar, rounded, or angular crushed faces tend to generate surfaces with low or insufficient levels of adhesion. Therefore, processes that eliminate preferential breaking directions and give the aggregate a cubic shape are preferable [⁴⁷].

In mixtures design, particle size distribution is one of the conditioning factors in terms of the resistance to permanent deformation. The conformation of the different sizes of aggregates aims to generate a coupling of the mineral skeleton, which is responsible for absorbing mechanical energy. It is therefore necessary to agglomerate this material; for this, mastic plays a fundamental role. It is worth noting that obtaining macrotexture indices is inversely proportional to the amount of mastic: dense, closed mixtures with a high fines content tend to have reduced macrotexture, while discontinuous mixtures have a more open texture.

The adhesion and cohesion of the mixtures are also conditioning factors for obtaining the necessary levels of microtexture. When adhesion is compromised, the mixture becomes more susceptible to moisture damage, resulting in easier detachment of materials, especially the binder film surrounding the aggregate. This leads to greater polishing and, consequently, a reduction in surface roughness. Therefore, in the dosing phase, the assessment of adhesion properties should not be carried out solely as a subjective test method, which depends on the interpretation of the observer [², ⁴⁹]. It must be complemented by analyses that effectively show moisture-induced damage [⁴⁸], to ascertain the need for intervention with a mixture adhesion and cohesion improver.

The machining process of the mixtures is also related to obtaining Skid resistance levels, especially about the type of plant used. According to DNIT [⁵⁰], gravimetric plants offer greater reliability in the machining process because, due to their operating methodology, they have lower rates of heterogeneous masses. This contrasts with volumetric drum-mixer plants, where the constant rotation of the drums and vanes and the different speeds at which the coarse and fine materials move through the dryer can result in greater heterogeneity [³¹].

As for the machining of the mixture, there are conditioning agents that can lead to heterogeneity, such as excess or insufficient PAC content and the storage conditions of the binders [⁴³, ⁴⁹]. This heterogeneity can lead to changes in the texture of the surface during the process of adhesion to the aggregate. Binders with unbalanced material fractions tend to have altered viscosity.

As far as execution is concerned, this aspect can also be considered a conditioning factor, especially in mixing methods. Mechanical homogenization (machining) tends to show better conformity in terms of macrotexture compared to inverted penetration methods. The lack of well-defined execution specifications, which describe the ways to meet the required compaction energy, with calibration and adaptation to the number of passes of the roller, temperature ranges, and vibration amplitude of the finishing table, are crucial factors that contribute to ensuring compliance with the required levels of Skid resistance [⁴⁵].

3. METHODOLOGY

The methodology consisted of a case study to assess the level of adherence of the tire pavement on the DF-001, DF-003, DF-150, and DF-440 highways, as illustrated in the flowchart in Figure 3. These are high-traffic volume highways, with a surface of asphalt concrete machined with CAP 50-70 and gneiss aggregate, with a granulometric matrix in DNIT band C, and both are located near the administrative city of Sobradinho II, in the Federal District.

Figure 3
Methodology of the work carried out.

To obtain the level of adhesion, the macro and microtexture of the pavement surface of these roads were quantified at different points, as recommended by the standards, and the data was then statistically processed for subsequent calculation of the IFI according to the methodology provided by the DNIT [⁴⁸] and by adopted by APS [⁴⁶]. This study aims to describe which method is most representative for measuring the coefficient of friction of roads with asphalt concrete surfacing, for subsequent correlation with the materials that make up the mix.

4. TEST AND ANALYSIS METHODS

As shown in Figure 3, microtexture and macrotexture tests were carried out on the surface of the pavements of the 4 highways, using the British pendulum and the sand patch test, which followed the guidelines of ASTM E 303/93 [⁵¹] and ASTM E 965-15 [⁵²], respectively. It should be noted that there are other more representative methods of measuring microtexture, which are carried out dynamically, but for this analysis, the British pendulum was used, whose principle of functionality is to carry out static measurements.

The British pendulum is a “pendulum-type” device whose test methodology consists of measuring the kinematic friction coefficient by evaluating the energy absorbed by friction when the rubber surface of the pendulum slides over the pavement [⁵³]. This measurement is carried out in wet conditions, as this is the situation in which the intrinsic friction coefficient is reduced, which is unfavorable for operational safety. For the analyses carried out, a minimum BPN value of 47 was adopted, which corresponds to a moderately rough microtexture.

As for the sand patch test, the principle of which is to determine the average depth of the height of the sand patch on surfaces to obtain macrotexture characteristics (MPD), the procedure consists of filling the voids in the surface texture of the pavement with a known volume of 25. 000 mm3 ± 150 mm3 of clean and dry natural sand, graded and uniform, passed through the 0.3 mm sieve (#50) and retained on the 0.15 mm sieve (#100), or with a glass microsphere as long as it has the same granulometric characteristics as the sand [⁴⁶]. The values for this parameter should be between 0.60 mm and 1.20 mm HS, i.e. between a medium and coarse texture, as shown in Table 3.

Table 3
Macrotexture class [³⁰].

CLASSE	AVERAGE HEIGHT OF THE SAND PATCH
Very thin or very closed	MPD ≤ 0,20 mm
Thin or closed	0,20 mm < MPD ≤ 0,40 mm
Medium	0,40 mm < MPD ≤ 0,80 mm
Coarse or open	0,80 mm < MPD ≤ 1,20 mm
Very coarse or very open	MPD > 1,20 mm

It is important to note that there are other methods for assessing macrotexture, such as the Laser Crack Measurement System (LCMS) presented by SCABELLO et al. [⁵⁴]. According to the authors, analysis using the LCMS shows a good correlation with the HS test; however, due to the simplicity and availability of the sand patch, this test was chosen for this study.

However, for depths below 0.6 mm, it is considered that the surface of the pavement is insufficient to provide adequate levels of Skid resistance, and it is already necessary to intervene with some M&R action that aims to increase the level of adhesion of the pavement and ensure the functionality of the structure [⁵⁵], and for HS values above 1.2 mm, other problems occur such as excessive tire consumption and rubberization of the pavement surface [⁵⁶].

After the field tests, calculations were made to analyze the skid resistance parameter, and the International Friction Index (IFI) was used for this analysis. The IFI refers to a scale obtained by combining micro- and macrotexture values, using approved tests that characterize the texture of the pavement surface [⁵⁷], and the IFI value can be used to establish intervention levels, as well as determine the most appropriate strategy to ensure Skid resistance since this index takes into account the quantification of the macro- and micro-texture of the pavement [¹⁴, ⁵⁸].

In addition, IFI values can be used in accident studies and as a tool for evaluations in pavement management, to determine the restoration plan to be implemented, with the aim of adopting activities that raise the structure’s PCI (Pavement Condition Index), recovering the functionality of previously worn or polished surfaces, without the need to reconstruct the entire pavement.

To calculate the IFI, it is necessary to know two parameters: Sp, which represents a speed constant determined by friction measurements on the pavement macrotexture in wet conditions, and F60, which is an estimate of the harmonized (wet) friction corresponding to the trafficability of a vehicle at a speed of 60 km/h.

It is important to note that the estimated friction at 60 km/h is obtained using the speed constant to calculate friction from measurements taken at any speed. Thus, a linear transformation of the estimated friction at 60 km/h provides the calibrated value of F60.

ASTM E 1960-07 [⁵⁹] explains that to calculate the IFI, the speed constant in the reference curve (Sp) must first be determined, based on the data obtained in the macrotexture test, according to equation (1).

(1) $$S_p=a+bxMPD$$

Where

S_p = speed reference constant;

a e b = are constant depending on the method used to determine the macrotexture; and

MPD = average depth (macrotexture) obtained in the field test.

The values of the constants a and b are shown in Table 4 according to the method used to carry out the macrotexture test.

Table 4
ASTM test method constant E 1960-07 [⁵⁶].

TESTING METHOD	STANDARD	A	B
Laser profilometer	ASTM E 1845 (2023)	14,2	89,7
Sand patch test	ASTM E 965-15 (2019)	−11,6	113,6

• *Consideration of Bristish pedulum tester equalet to lase profilometer.

To determine the friction measurement (FRS) at a set reference speed of the equipment (S), determine the friction value set at a speed of 60 km/h, predicted by the texture measurement in the previous step, and using the relationship described in equation (2).

(2) $$F{R}_{60}=FRSx{e}^{\left(\frac{S-60}{Sp}\right)}$$

Onde:

FR₆₀ = friction value adjusted to a speed of 60 km/h;

FRS = microtexture value obtained in the field test;

S = reference speed for the type of equipment; and

S_p = speed reference constant.

After obtaining the adjusted friction FR60 or a speed of 60 km/h, the harmonized friction as a function of the macrotexture measurement (MPD) was calculated using equation (3).

(3) $$F_{60}=A+Bx{F}_{60}+CxMPD$$

Onde:

FR₆₀ = harmonized friction value at a speed of 60 km/h;

A, B e C = calibration constant according to the field test, described in Table 5;

Table 5
Equipment calibrated by the PIARC model.

METHOD	EQUIPMENT	S	A	B	C
Statics	DF tester at 60 km/h	60	−0,034	0,771	0
	DF tester at 20 km/h	20	0,081	0,732	0
	Pendulum tester B PT (USA)	10	0,056	0,008	0
	Pendulum tester SRT (CH)	10	0,044	0,001	0

FR₆₀ = friction value adjusted for a speed of 60 km/h; and

TX = macrotexture value.

It should be noted that the calibration constants are used according to the test adopted in the field and can refer to both dynamic and static methods. As all the research was carried out using a static test methodology, Table 4 only shows the constants for static measurement methods. If other methods are used, it is necessary to consult the ASTM E 1960-07 [⁵⁹] standard to find out the correct constant to be adopted in the analysis, and you can always calibrate any device used to assess the friction conditions of road pavements.

For the analyses carried out in this work, the parameters established by APS (2006) were used, as shown in Table 6. The IFI was set at 0.15 as the minimum acceptable for a pavement in use, and at 0.22 as the minimum for a newly constructed pavement or one with a restored surface. This choice was based on the ranges defined by APS [⁴⁶] which are more detailed and have less widely spaced intervals, although it is also possible to use the values defined by DNIT [⁴⁸].

Table 6
IFI values according to Aps [⁴⁶] and DNIT [⁴⁸].

IFI VALUES	APS (2006)		DNIT (2024)
	MINIMUM	MAXIMUM	MINIMUM	MAXIMUM
Bad	< 0,05	–	< 0,06	–
Very poor	0,06	0,08	0,06	0,08
Poor	0,09	0,11	0,09	0,12
Regular	0,12	0,14	0,12	0,15
Good	0,15	0,21	0,15	0,22
Very Good	0,22	0,35	0,22	0,35
Great	> 0,35		> 0,35

5. Measuring Macro and Microtexture on Roads

The tests carried out to assess the macro- and microtexture of the pavement of the DF-001, DF-150, DF-440, and DF-003 highways followed the requirements imposed by standards and regulatory bodies regarding the execution of the tests, and the number of samples was considered sufficient to classify the surface texture of the asphalt pavement. The results of the British Pendulum tests to determine the microtexture and the sand patch test to measure the macrotexture of the roads studied are detailed in Table 7.

Table 7
Road friction and texture.

BRISTISH PEDULUM–MICROTEXTURE
HIGHWAY	MEDIA (BPN)	σ	C.V. (%)	BPN	CLASSIFICATION
DF-001	50,28	6,06	12,10%	43,99	Medium rough
DF-150	44,79	3,86	8,63%	40,92	Insufficiently rough
DF-440	52,67	3,15	5,99%	49,51	Medium rough
DF-003	65,00	4	6,15%	61	Rough
SAND PATCH TEST–MACROTEXTURE
HIGHWAY	MEDIA (MPD)	σ	C.V. (%)	MPD (mm)	CLASSIFICATION
DF-001	0,48	0,1	21,70%	0,38	Thin
DF-150	0,27	0,04	14,70%	0,23	Thin
DF-440	0,76	0,13	16,80%	0,63	Medium
DF-003	0,54	0,04	7,84%	0,5	Medium

• Note: CV – Coefficient of Variation; BPN – British Pendulum Number; MPD – macrotexture measurement.

Regarding the BPN (British Pendulum Number), the only road that showed results within the recommendations of the DNIT pavement restoration manual [⁵⁰] was the DF-003 road, with a BPN of over 55. The coefficient of variation recorded was 6.15% in relation to microtexture, indicating that this road meets the microtexture criteria. However, in terms of macrotexture, the road was classified as “medium rough”, with an MPD of less than 0.6 mm. This makes it suitable for maintenance and rehabilitation interventions to improve the roughness of the pavement surface.

Looking at the DF-001 and DF-440 highways, both were classified as moderately rough, with coefficients of variation of 12.1% and 5.99%, respectively. The DF-150 highway, on the other hand, had the lowest index and was classified as “insufficiently rough”.

In statistical terms, the DF-440 highway obtained the most satisfactory results compared to the other roads, as it had the lowest coefficient of variation. This is related to the homogeneity of the materials used during paving. In cases where high coefficient of variation values is observed, this may be due to the use of asphalt mixtures made with materials whose properties differ from those considered in the mixture design.

This is common when different rock veins are found in the same sample of material from a quarry, resulting in materials with different abrasiveness, impact resistance, energy absorption, and health properties to those of the material considered in the mixture study. This heterogeneity affects both the granulometric matrix and the mechanical performance of the mixture, directly impacting the functional and structural capacity of the pavement, as well as contributing to large variations in determining the microtexture.

In addition, binders from different batches can influence the mixture’s cohesion and adhesion properties, affecting the material’s ability to form a film around the aggregate and, consequently, its resistance to detachment.

About the DF-440, analysis of the macrotexture data suggests that the improvement in the index can be attributed to the age of the pavement, which is older compared to the other highways. The road was built in the 1990s, and most of the aggregates came from quarries in the Goiás area, around the Federal District. In the region, the aggregates available for paving are mostly gneiss [⁶⁰], although there are some mica schist deposits nearby.

The aggregates used on the DF-440 come from mica schist rocks and, when crushed, have a cubic appearance with well-defined edges. The particle size range of the mixture used for the DF-440 surfacing is more open compared to the others, whose matrix is dense and well-graded. As a result, DF-440 has a lower percentage of mastic, which contributes to a higher MPD.

An analysis of Figures 4 and 5 shows that DF-150 has macro and microtexture indices that classify its surface as the least favorable in terms of operational safety of the four roads analyzed. This road is classified as having a fine texture and insufficient roughness. The values measured for microtexture were below those recommended by the DNIT [⁴⁸], which establishes BPNs greater than 55, and those advocated by the APS [⁴⁶], adopted in this study, which stipulates BPNs greater than 47.

Figure 4
Measurement of microtexture on the roads studied.

Figure 5
Measurement of microtexture on the roads studied.

As shown in Figure 6 and the results in Table 7, of the four roads analyzed, the only one with results within the limits recommended by DNIT [⁴⁸] and APS [⁴⁶] was DF-440. Notably, older pavements tend to have a more open texture compared to newer pavements, due to use. During the first months and years of a pavement’s life cycle, it is assumed that part of the mastic in the mix is removed, due to the abrasiveness of the rolling stock and hysteresis issues. This results in the exposure of aggregates on the surface of the pavement, increasing the height of the macrotexture and making the surface rougher or more open [³⁰].

Figure 6
Graph of pevement texture depth by aggregate roughness.

This phenomenon can also be explained by the granulometric matrix of the mixture, which is more open and uniform, and by the fact that the aggregates have cubic shapes. This prevents the aggregates from settling during the laying of the mixture in the field, by means of the paver and compaction with plate and pneumatic rollers. This situation is common when using aggregates from rocks with shale breakage planes and high abrasiveness.

In addition, the viscosity of the binder plays a key role in the analysis, as mixtures machined with low-viscosity binders tend to be more deformable, resulting in very smooth and closed surfaces. On the other hand, binders with high stiffness can present adhesion and cohesion problems, leading to early detachment of the binder film from the aggregate.

Figure 6 shows that of the four roads evaluated, only one has micro- and macrotexture parameters that are above the limits established in this study, which are 47 BPN and 0.6 mm MPD. This indicates that there are failures in Skid resistance on 75% of the roads studied, reflecting the fact that the assumptions used to design the mixtures did not take tire-pavement adhesion criteria into account when they were conceived.

In this sense, it is essential to have knowledge of the characteristics of the materials and techniques available when building or restoring a road, in order to avoid or at least mitigate problems related to Skid resistance. Thus, some authors, such as HOFKO et al. [⁶¹] and MASAD et al. [⁴³], discuss the prediction of aggregate polishing resistance using laboratory tests, such as Micro-Deval Testing, and the influence of this polishing on the friction characteristics of the finished pavement.

6. International Friction Indexcalculed

When analyzing the values obtained from calculating the friction indicator, shown in Table 8, the DF-003 and DF-001 roads have IFI indicators in the same classification range for both methodologies, being classified as “good” and “fair”, respectively.

Table 8
IFI values of the highways analyzed.

HIGHWAY	MEDIA (F60)	σ	C.V. (%)	F60C	IFI (APS)	IFI (DNIT)
DF-001	0,18	0,04	24,70%	0,13	Regular	Regular
DF-150	0,08	0,01	19,20%	0,06	Very bad	Bad
DF-440	0,27	0,03	11,90%	0,24	Very good	Good
DF-003	0,24	0,04	15,70%	0,2	Good	Good

Regarding the other roads, the friction indicator classifications were consistent, based on the macro- and microtexture values used in the calculation. However, the classifications by the two methods were different. The method assigned by APS [⁴⁶] showed smaller ranges for classifying the samples, but with a greater number of classifications compared to the DNIT [⁴⁸] method.

Graphically, the results were plotted according to the classification bands suggested by APS [⁴⁶] and recommended by the DNIT [⁴⁸] with the aim of providing a better understanding of each road analyzed. This makes it possible to identify the aspects that require maintenance to correct and improve the micro- and/or macrotexture, as shown in Figures 7 and 8.

Figure 7
Graph of the indicated IFI according to DNIT methodology.

Figure 8
Graph of the indicated IFI according to the Aps methodology.

By analyzing Figures 7 and 8, you can see that the results shown in the graphs are divided into four areas:

• Area I: Macrotexture intervention;

• Area II: No intervention required;

• Area III: Intervention in terms of micro- and macrotexture; and

• Area IV: Intervention in terms of microtexture.

When plotting the graphs for the two methods and comparing the results obtained, there is a similarity between the classification of the samples, with little dispersion in different bands. This dispersion can be explained by the fact that one method has more classification bands and covers smaller intervals.

About the data from the DF-001 highway, there were occurrences in areas III and IV, with equal sample quantities in both areas. This indicates that the road needs macro- and microtexture interventions on some stretches to increase the level of adherence. Despite having regular friction, only macrotexture interventions are needed.

On the other hand, the DF-150 highway only had occurrences in area III, with 100% of the samples in this category, which characterizes the need for interventions in micro- and macrotexture along the entire highway. This is directly related to the classification of the macro- and micro-texture of the road surface. The results of the DF-150 surface texture assessment showed macrotexture values with an MPD of less than 0.4 mm, the limit adopted for interventions being greater than 0.6 mm. The micro-texture showed a BPN of less than 45,the limit considered in this study, following the admissible range proposed by APS [⁴⁶], which is 47 BPN.

The DF-003 highway had occurrences in areas II, III, and IV, indicating the need for interventions in different sections. Some points, however, do not require intervention, showing a certain heterogeneity in the surface texture. This variation can be explained by differences in the stone materials and binders used in the asphalt mixtures, different machining, laying, and compaction temperatures, variations in compaction energy along the highway segments, different ages in the pavement design, different levels of loading and occupation of the road space.

Finally, the DF-440 highway showed variations in the interventions required, depending on the method used. According to the APS method [⁴⁶], the road was classified in areas II and IV, while according to the DNIT method [⁴⁸], the road was only classified in area II. Thus, according to the first method, the road would need interventions on some stretches relating to the microtexture, while according to the second method, there would be no need for interventions.

Comparing the graphical results with the numerical ones and with the classification of the indicator shown in Table 8, it can be seen that the results are fairly consistent, as the road was classified with a Skid resistance indicator in the good to very good range. When analyzing the macro- and micro-texture indices in isolation to correlate them with the IFI result, it can be seen that the DF-440 was the only road that simultaneously met the admissible macro- and microtexture limits established by the APS [⁴⁶] and the DNIT [⁴⁸].

7. Concluding remarks

Based on the analysis and results obtained in this study, it can be concluded that:

• –

  The measurement of macrotexture and microtexture, followed by the calculation of the IFI indicator for a standard speed of 60 km/h, revealed that the adhesion conditions between tire and pavement of the highways evaluated present problems, and interventions are needed to maximize friction and roughness of the pavement surface;

• –

  Of the four highways analyzed, considering the length and number of samples and points evaluated, only the DF-440 met the Skid resistance parameters recommended by the regulatory body (DNIT) and researchers in the field. This is mainly because this highway has higher macrotexture values than the other, highlighting the importance of thinking about macrotexture when designing the mix;

• –

  The difference between the limits considered admissible for classifying pavement texture, according to APS [⁴⁶] and DNIT [⁴⁸], which are 47 and 55 BPN and 0.6 mm MPD, which reflects on the guarantee of adherence in both methodologies;

• –

  The segmentation of the areas for the necessary interventions was carried out based on the relationship between the macrotexture and microtexture indicators, each intervention being associated with the index that needs to be improved, with the aim of achieving an admissible IFI indicator and thus guaranteeing operational safety. The segmentations are justified by the surface texture situation and the intervention required.

• –

  Ensuring Skid resistance is directly related to the type and quality of the asphalt mix, as well as the execution of the paving job. Elements such as the choice of granulometric range, the type and shape of the aggregate, the binder, its viscosity and content, the percentage of mastic in the mix, the machining, laying, and compaction temperatures, as well as the apparent density of the compacted mix, directly influence the macrotexture of the pavement surface; and

• –

  Traffic speed and the age of the pavement surface are boundary conditions that are related to the microtexture property. It can be concluded that just as very smooth and closed surface should be avoided due to the low levels of adhesion that can impact operational safety, excessively open and rough surfaces should also be avoided. These surfaces cause a high rate of hysteresis, resulting in a reduction in the life cycle of the tires and a decrease in macrotexture due to contamination of the surface by the rubber of the tire treads.

Knowing the characteristics of the mixtures and the materials used in them, it is possible to predict the characteristics of the micro and macrotexture more accurately over the useful life of the pavement. This prevents situations such as those presented in this study, in which the skid resistance parameters were not met, from happening.

Finally, it is essential to have a detailed understanding of the materials that make up asphalt mixtures, through technological control that includes the physical and mechanical characterization of the materials during the batching project. This understanding is essential for predicting the levels of Skid resistance when the structure is in service. It is equally important to adapt the granulometric matrix to the admissible limits of macro- and microtexture to be achieved, in addition to implementing quality control during the execution of the paving, to minimize interferences that affect the texture of the surface.

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Publication Dates

• Publication in this collection
  28 Apr 2025
• Date of issue
  2025

History

• Received
  26 Oct 2024
• Accepted
  10 Mar 2025