THE EFFECT OF ROAD GEOMETRIC (GRADIENT AND … Effect of Road Geometric (Gradient... · VALUE FOR INTERLOCKING CONCRETE PAVEMENT SESI PENGAJIAN: 2001 - 2005 Saya HENRY SIDIE ANAK

THE EFFECT OF ROAD GEOMETRIC (GRADIENT AND CURVE) ON FRICTION

VALUE FOR INTERLOCKING CONCRETE PAVEMENT

Henry Sidie Anak Sulang

Bachelor of Engineering with Honours

(Civil Engineering)

2005

UNIVERSITI MALAYSIA SARAWAK

R13a

BORANG PENGESAHAN STATUS TESIS

Judul: THE EFFECT OF ROAD GEOMETRIC (GRADIENT AND CURVE) ON FRICTION

VALUE FOR INTERLOCKING CONCRETE PAVEMENT

SESI PENGAJIAN: 2001 - 2005

Saya HENRY SIDIE ANAK SULANG

(HURUF BESAR)

mengaku membenarkan tesis * ini disimpan di Pusat Khidmat Maklumat Akademik, Universiti Malaysia Sarawak

dengan syarat-syarat kegunaan seperti berikut:

1. Tesis adalah hakmilik Universiti Malaysia Sarawak.

2. Pusat Khidmat Maklumat Akademik, Universiti Malaysia Sarawak dibenarkan membuat salinan untuk

tujuan pengajian sahaja.

3. Membuat pendigitan untuk membangunkan Pangkalan Data Kandungan Tempatan.

4. Pusat Khidmat Maklumat Akademik, Universiti Malaysia Sarawak dibenarkan membuat salinan tesis ini

sebagai bahan pertukaran antara institusi pengajian tinggi.

5. ** Sila tandakan ( ) di kotak yang berkenaan

SULIT (Mengandungi maklumat yang berdarjah keselamatan atau kepentingan

Malaysia seperti yang termaktub di dalam AKTA RAHSIA RASMI 1972).

TERHAD (Mengandungi maklumat TERHAD yang telah ditentukan oleh organisasi/

badan di mana penyelidikan dijalankan).

TIDAK TERHAD

Disahkan oleh

(TANDATANGAN PENULIS) (TANDATANGAN PENYELIA)

Alamat tetap: 7E, Jalan Apollo, Off Jalan

Deshon, 96000 Sibu, Sararawak IR. RESDIANSYAH MANSYUR

( Nama Penyelia )

Tarikh: 31 MAC 2005 Tarikh: 31 MAC 2005

CATATAN * Tesis dimaksudkan sebagai tesis bagi Ijazah Doktor Falsafah, Sarjana dan Sarjana Muda.

** 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 dan TERHAD.

The following Final Year Project Report:

Title : The effect of Road Geometric (Gradient and Curve) on Friction Value

For Interlocking Concrete Pavement

Name : Henry Sidie anak Sulang

Matric No. : 6571

has been read and approved by:

_____________________________ 31 MAC 2005

IR. RESDIANSYAH MANSYUR Date

Supervisor

THE EFFECT OF ROAD GEOMETRIC (GRADIENT AND CURVE) ON

FRICTION VALUE FOR INTERLOCKING CONCRETE PAVEMENT

HENRY SIDIE ANAK SULANG

This project is submitted in partial fulfillment of the requirement for the degree of

Bachelor of Engineering with Honours

(Civil Engineering)

Faculty of Engineering

UNIVERSITY MALAYSIA SARAWAK

2005

ii

To my beloved parent, near relative brothers and sister, friends and special for

someone in my heart.

iii

ACKNOWLEDGEMENT

Behind the development of this project, I would like to express my heartfelt gratitude

to my supervisor, Ir. Resdiansyah Mansyur for the invaluable guidance and kindly

support comments and advices throughout my final year project.

Word of appreciation is also due to Mr. Mohd Hafiz bin Mafadi and Mr. Haji Affandi

bin Othman for the kind assistance offered in the period of my final year project

carried out.

I would like to convey my warmest and thanks to my beloved family for me a

financial supports and spiritual throughout the completion of this project. To all my

friends and anyone who has in one way or another thank you very much for

contributed towards the improvement and success of this final year project.

iv

ABSTRACT

In general, the friction of interlocking concrete pavement is relatively high for all

condition either wet or dry pavement. However, certain condition with a gradient and

sharp curve involved, it could be dangerous in wet condition and might be given

lower value of friction. This project was studied the effect of road geometric

(gradient and curve) on friction value for interlocking concrete pavement at Jalan

Reservoir Kuching and Jalan Dewan Bandaraya Kuching Utara (DBKU). The

objectives of this project are to measure the loss of friction at interlocking concrete

pavement and to evaluate the performance and their effect on vertical curve

(gradient) and horizontal curve situation. This project was conducted by using

“British Pendulum Tester”. Analysis data from friction test was then used to

determine friction factor and skid number. In order to get the friction value, five spot

points along the road site for upgrade at Jalan Reservoir Kuching and four spot points

for upgrade and downgrade were chosen at Jalan Dewan Bandaraya Kuching Utara

(DBKU). Firstly, the result shown that the average of friction value at Jalan Reservoir

Kuching was 46.6 and at Jalan Dewan Bandaraya Kuching Utara (DBKU) were 46.5

and 46.7 for upgrade and downgrade respectively, which is satisfactory in favorable

circumstances as the data observation of FV was above 45 (TRL). Secondly, the

friction factors values (FFV) were between ranges 0.2 to 0.39 at both locations, those

values indicated the pavement surface is poor to fair (BS-5395). Lastly, the Skid

Numbers (SN) for both locations was 31.2 and 31.0 and 31.3 respectively.

Comparing to comment by Jayawickrama et al., 1996, the skid number indicated that

monitor pavement frequently. As shown by the regression model generated, all the

data from experimental concluded that friction value at interlocking concrete

pavement increases with gradient on upgrades while on down grade concluded to the

contrary.

v

ABSTRAK

Secara umumnya, jalan berturapkan konkrit dikaitkan dengan tahap geseran yang

tinggi dalam semua keadaan iaitu sama ada basah ataupun kering. Walau

bagaimanapun, sesetengah keadaan yang melibatkan kecerunan dan selekoh yang

tajam akan menjadi bahaya semasa keadaan basah dan kemungkinan mempunyai

nilai geseran yang rendah. Projek ini merupakan satu kajian terhadap kesan reka

bentuk jalan (kecerunan dan selekoh) terhadap nilai gesaran untuk jalan berturapkan

konkrit di Jalan Reservoir Kuching dan di Jalan Dewan Bandaraya Kuching Utara

(DBKU). Matlamat projek projek ini adalah untuk mengira kehilangan geseran di

jalan berturapkan konkrit dan menilai perlaksanaan serta kesannya terhadap selekoh

(kecerunan) yang menegak dan juga selekoh di tempat mendaftar. Projek ini

dijalankan menggunakan “British Pendulum Tester”. Data yang dianalisis daripada

nilai geseran kemudiannya digunakan untuk menentukan faktor gesran dan angka

kegelinciran. Untuk mendapatkan nilai geseran, lima lokasi dipilih sepanjang Jalan

menaik di Jalan Reservoir Kuching dan empat lokasi dipilih sepanjang Jalan menaik

dan menurun telah dipilih di Jalan Dewan Bandaraya Kuching Utara (DBKU).

Pertama, keputusan menunjukkan purata nilai geseran di Jalan Reservoir Kuching

ialah 46.6 dan di Jalan Dewan Bandaraya Kuching Utara (DBKU) adalah 46.5 dan

46.7 untuk jalan menaik dan menurun, dimana ia adalah dalam keadaan yang

memuaskan apabila nilai FV yang diperhatikan ialah melebihi 45 (TRL). Kemudian,

nilai faktor geseran (FFV) adalah diantara linkungan 0.2 ke 0.39 di kedua-dua lokasi.,

dimana nilai tersebut menunjukkan permukaan Jalan adalah kurang baik ke serdahana

(BS-5395). Akhirnya, angkan kegelinciran (SN) untuk kedua-dua lokasi ialah 31.2

dan 31.3. Jika dibandingkan dengan ulasan oleh Jayawickrama et al., 1996, angka

kegelinciran tersebut menunjukkan jalan yang harus diperbaiki dengan kerap. Seperti

yang ditunjukkan melalui model regresi, semua data daripada eksperimen dapat

disimpulkan iaitu nilai geseran di jalan berturapkan konkrit meningkat dengan

kecerunan semasa menaik sementara semasa menurun ia dirumuskan sebaliknya.

vi

LIST OF CONTENTS

CONTENTS Page

APPROVAL LETTER

APPROVAL SHEET

TITLE PAGE

DEDICATION SHEET ii

ACKNOWLEDGEMENTS iii

ABSTRACT iv

ABSTRAK v

LIST OF CONTENTS vi

LIST OF TABLES xii

LIST OF FIGURES xiv

LIST OF EQUATIONS xvii

LIST OF SYMBOLS xviii

vii

Chapter 1 INTRODUCTION

1.1 Background 1

1.2 Road Pavement 2

1.3 Skid Resistance 3

1.4 Measuring Pavement Skid Resistance 4

1.5 Objective 5

1.6 Scope and Limitation 6

Chapter 2 LIETRATURE REVIEW

2.1 Introduction 7

2.2 Pavement 7

2.3 Concrete Pavement Layers and Component 10

2.4 Concrete Block Pavement 11

2.5 Vertical Alignment 13

2.5.1 Grade 14

2.5.1.1 Ascending Grades 14

2.5.1.2 Descending Grades 15

2.6 Horizontal Alignment 17

2.6.1 Type of Curves 17

viii

2.7 Skid Resistance 19

2.7.1 Parameter Affecting on Friction 20

2.7.2 Factor Affecting Skid Resistance of

Concrete Pavement 24

2.7.3 Measurement Pavement Skid Resistance 29

2.7.4 Skid Resistance for Interlocking Concrete

Pavement 34

2.7.4.1 Fact Comparison for Skid

Resistance Number 34

2.7.4.2 Skid Resistance Requirement

For Concrete Pavers 38

2.7.4.3 Stopping Distance on Concrete

Pavers 39

Chapter 3 MEASUREMENTS METHODOLOGY

3.1 Introduction 41

3.2 Skid Resistance Measurement Devices 42

3.3 Field Procedures 44

ix

Chapter 4 DATA AND ANALYSIS

4.1 Introduction 49

4.2 Data Presentation 51

4.2.1 Data of Jalan Reservoir Kuching 51

4.2.2 Data of Dewan Bandaraya Kuching Utara 52

(DBKU)

4.3 Data Analysis 55

4.3.1 Data Analysis at Jalan Reservoir Kuching 55

4.3.1.1 Data analysis for upgrade (down to up) 55

4.3.1.2 Data analysis for upgrade (up to down) 55

4.3.1.3 Data analysis for Total Average SRV

for upgrade 57

4.3.1.4 Data analysis for Grade and Total Average

Friction Value (FV) 57

4.3.2 Data Analysis at Dewan Bandaraya

Kuching Utara (upgrade) 58

4.3.2.1 Data analysis for upgrade (down to up) 58

4.3.2.2 Data analysis for upgrade (up to down) 59

4.3.2.3 Data analysis for Total Average (upgrade) 60


FV for upgrade 60

x

4.4.3 Data Analysis at Dewan Bandaraya

Kuching Utara (downgrade) 62

4.3.2.1 Data analysis for downgrade (down to up) 62

4.3.2.2 Data analysis for downgrade (up to down) 62

4.3.2.3 Data analysis for Total Average (upgrade) 63


FV for upgrade 63

Chapter 5 DISCUSSIONS

5.1 Introduction 65

5.2 Friction Value at Jalan Reservoir 66

5.3 Friction Value at Jalan

Dewan Bandaraya Kuching Utara (DBKU) 66

5.4 Friction Value Compare to Standard 67

5.5 Overall Discussion 71

xi

Chapter 6 CONCLUSIONS AND SUGGESSTIONS 72

REFERENCES 75

APPENDIX

A Step by step to conduct friction value at

Jalan Reservoir Kuching 77

B Step by step to conduct leveling at


C Step by step to conduct friction value at

Jalan Dewan Bandaraya Kuching Utara (upgrade) 81

D Step by step to conduct friction value at

Jalan Dewan Bandaraya Kuching Utara (downgrade) 82

E Cross Section at Jalan Reservoir 85

xii

LIST OF TABLES

Table Page

2.1 Recommended Grades 14

2.2 Previously Published Skid and Friction Limits 28

2.3 Typical Skid Numbers 30

2.4 British Pendulum Number 35

2.5 Sideways Force Coefficient Routine Investigation

Machine (SCRIM) 36

2.6 Average Skid Number (SN) Value for Interlocking

Concrete Pavement Sections 37

2.7 Recommended Minimum Skid Number for

Main Rural Highways 39

2.8 Stopping Distance in meter on Asphalt and

Concrete Pavers 40

3.1 Spot Location at Jalan Reservoir Kuching 46

3.2 Spot Location at Jalan Dewan Bandaraya

Kuching Utara (DBKU) for upgrade 46

3.3 Spot Location at Jalan Dewan Bandaraya

Kuching Utara (DBKU) for downgrade 46

4.1 Friction Value (FV) at Jalan Reservoir Kuching 51

4.2 Friction Value (FV) for upgrade at Jalan


4.3 Friction Value (FV) for downgrade at Jalan


xiii

5.1 Total Average Friction Value (FV) 68

5.2 Friction Factor Value 68

5.3 The Calculation and Result of Skid Number (SN) 70

xiv

LIST OF FIGURES

Figures Pages

2.1 Typical Flexible and Rigid Pavement Layers 9

2.2 Typical Load Distribution for Flexible and Rigid

Pavement Layers 9

2.3 Component of Concrete Pavements 11

2.4 Principal Elements of a Concrete Block Pavement 12

2.5 Typical Breakdown of Paver Application 13

2.6 Critical Length 15

2.7 Common Runaway Vehicle Ramp 16

2.8 Layout Simple Curves 17

2.9 Layout of a Compound Curve 18

2.10 Geometry of Reserve Curve with Parallel Tangent 19

2.11 Comparison between Microtexture and Macrotexture 21

2.12 Portable British Pendulum Tester 31


Machine (SCRIM) 33

2.14 Typical of Herringbone Pattern 37


Machine (SCRIM) 43

3.2 Pendulum Skid Resistance Tester (BSI, 1990) 44

3.3 Spot Locations at Jalan Reservoir Kuching 4 7

3.4 Spot Location at Dewan Bandaraya Kuching Utara (DBKU) 48

xv

4.1 Layout Overall of Spot Location at Jalan Reservoir Kuching 50

4.2 Layout Overall of Spot Location at Jalan Dewan Bandaraya

Kuching Utara (DBKU) 50

4.3 Average Friction Value (FV) for down to up at


4.4 Average Friction Value (FV) for up to down at


4.5 Total Average Friction Value (FV) for upgrade at


4.6 Grade and Total Average Friction Value (FV) at


4.7 Average Friction Value (FV) for upgrade (down to up) at

Jalan Dewan Bandaraya Kuching Utara (DBKU) 59

4.8 Average Friction Value (FV) for upgrade (up to down) at


4.9 Total Average Friction Value (FV) for upgrade at


4.10 Grade and Total Average Friction Value (FV) at


4.11 Average Skid Resistance Value (SRV) for downgrade

(down to up) at Jalan Dewan Bandaraya Kuching Utara (DBKU) 62

4.12 Average Skid Resistance Value (SRV) for downgrade

(up to down) at Jalan Dewan Bandaraya Kuching Utara (DBKU) 63

4.13 Total Average Skid Resistance Value (SRV) for downgrade at


4.14 Total Average Skid Resistance Value (SRV) and Grade at


xvi

LIST OF EQUATION

EQUATION Page

2.1 Friction Factor 29

2.2 Skid Number 29

2.3 Skid Resistance Value 34

xvii

LIST OF SYMBOLS

T - Tangent length

R - Radius of segment of the circle

PC - the point at which the curve begins is known as the point of curve

PT - the point at which it ends is known as the point of Tangent

PI or V - the point at which the two tangent intersect is known as the point

intersection or vertex

E - External Distance

Mo - Middle Ordinate

- Deflection Angle

f - Friction factor

F - Friction resistance to motion in plane of interface

L - Load perpendicular to interface

SRV - Skid Resistance Value

SFC - Sideways Force Coefficients

CHAPTER 1

INTRODUCTION

1.1 Background

Consequently, engineers are continually facing the problem of maintaining

and developing a pavement system to accommodate the movement of people in

roadways. Since road are an essential part of everyday life, engineer are trying to fine

other alternative design using sub-material standard to improve performance of the

pavement. In term of that, automobile, truck, bus and airport traffic is growing every

year, and the loads are getting heavier. The pavement would be distressed caused by

the deficiencies in construction, materials, and maintenance and are not related

directly to design. There are many types of pavement distress such as alligator or

fatigue cracking, block cracking, joint reflection cracking from concrete slab,

blowup, corner break, and faulting of transverse joints and cracks sometime exposed

aggregate. These exposed aggregates flexible pavement is slippery when wet. In

2

term of year, skid resistance of concrete pavement can be decrease polished by tire

and it effect slippery when wet and accident can occur. Today's highways often

handle two to three times the traffic they were designed to carry.

According to Seiler L. (2004), the percentage of wet accidents is almost

constant by all three categories such as weak curvature, strong curvature and

junction. Various research has been done over many years to minimize the accident

due to skid resistance or to define guideline for minimum skid resistance values. The

factors must be considered when determining highway safety are skid resistance,

pavement texture, roughness, and rutting; tire type, tread, and inflation pressure;

vehicle speed, type, axle load, and brake slip; and environmental condition.

1.2 Road Pavement

The use of concrete pavement in Malaysian highways has just been

introduced. Some assumptions made in the design and constructions were using

foreign knowledge and experience. The pavement is the structure that separates the

tires of vehicle from the underlying foundation material. In Europe pavements have

traditionally been classified as flexible or rigid. Flexible pavement consists of three

main layers, the bituminous surfacing, the base (or road base), and the subbase.

Concrete pavements normally consist of two layers only, the concrete slab and the

subbase.

3

Concrete pavements are by far the best long-term value because of their

longer life expectancies, durability and minimal maintenance requirements. The

rigidity of concrete pavements allows them to keep their smooth riding surface long

after construction. Smoother pavements create safer, more comfortable riding

surfaces. Concrete does not rut, so there is no hydroplaning and stress on an

automobile's steering system. Concrete reflects 33 to 50 percent more light than

asphalt, especially important for driving safely at night. Concrete actually gets

stronger over time. After its first month in place, concrete continues to slowly gain

ten percent strength during its life. Concrete can best withstand the heaviest traffic

loads. There's no need to worry about ruts, shoving or washboard effects possible

with asphalt pavements. Concrete pavements are easily textured during construction

to create a surface that provides superior traction and a quiet ride. Depending on the

system requirements, concrete pavements can be designed to last 40 years and more,

thus making concrete the best long-term pavement solution. Concrete pavements

frequently outlast both their designed life expectancy and traffic loads. The durability

of concrete minimizes the need for extensive repairs or annual maintenance.

1.3 Skid Resistance

Skidding is a lost adhesion between a vehicle’s tires and the pavement

surface, occur in many road accidents whether or not it is the actual causes of the

accident. Over the years tire manufactures have done a lot of research into different

4

type of rubber and thread patterns to improve the safety of motor vehicles. Increasing

and higher axle loads lead to growing stress of the road surface. Polishing of mineral

aggregates may cause a lower skid resistance and dangerous reduction of traffic’s

safety.

Skid resistance is the force developed when a tire that is prevented from

rotating slides along the pavement surface. Skid resistance depends on a pavement

surface’s microtexture and macrotexture. Microtexture is defined by smaller

deviations in the surface, less than 0.2 in. (0.5 mm). Microtexture is the primary

influence on skid resistance of vehicle tires traveling less than 25 mph (40 kph) that

control contact between the tire rubber and the pavement surface. Macrotexture is

defined as 0.2 in. (0.5 mm) scale texture of the pavement as a whole due to aggregate

particle, which control the escape of water from under the tire and hence the loss of

skid resistance with increased speed.

1.4 Measuring Pavement Skid Resistance

Highway engineer have researched ways to improve the skid resistance of

road surface. With devices to measure skidding resistance, researchers then

monitored changes during the life of the road pavement. It was found that skid

resistance falls rapidly after road is opened to traffic but the rate of deterioration

slows down, eventually settling to a constant value. This latter value is dependent on

Documents

THE EFFECT OF ROAD GEOMETRIC (GRADIENT AND … Effect of Road Geometric (Gradient... · VALUE FOR INTERLOCKING CONCRETE PAVEMENT SESI PENGAJIAN: 2001 - 2005 Saya HENRY SIDIE ANAK