Guide for Pavement Friction (2009) / Chapter Skim
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9 CHAPTER 3. PAVEMENT FRICTION AND HIGHWAY SAFETY HIGHWAY SAFETY Safety, as a general term, is often defined in two ways -- the quality or condition of being safe (i.e., freedom from danger, injury, or damage)
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10 Figure 2. Total crashes (from all vehicles types)
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11 RELATIONSHIP BETWEEN WET-WEATHER CRASHES AND HIGHWAY PAVEMENT SURFACE CONDITIONS Although most highway crashes involve multiple causative factors, crash investigations have consistently shown a link between crashes and pavement surface conditions/ characteristics, such as friction and texture. Thus, there is a need for in-depth knowledge and understanding of the relationship between the two so that engineers can develop effective solutions to potentially hazardous situations.
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12 Figure 4. Relationship between wet-weather crash rates and pavement friction for Kentucky highways (Rizenbergs et al., 1973)
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13 • Miller and Johnson, 1973; Cairney, 1997 -- Available friction before and after resurfacing was determined on the M4 highway in England (i.e., resurfacing increased the average friction from 0.40 to 0.55, at 50 mi/hr [80 km/hr]
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14 Friction Interval Crash Rate (injuries per million vehicle km) < 0.15 0.80 0.15 – 0.24 0.55 0.25 – 0.34 0.25 0.35 – 0.44 0.20 • Gandhi et al., 1991 -- In the early 1990s, a study conducted in Puerto Rico found a statistically significant relationship between the minimum Mu-Meter skid number and the ratio of wet-to-dry crashes.
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15 Locked wheel braking (force coefficient at 80 km/h)
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16 Figure 7. Relationship between pavement friction and crash risk (Viner et al., 2004)
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17 Table 1. List of hazards that can potentially be caused by splash and spray (NHTSA, 1998)
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