SKID RESISTANCE OF CONCRETE AND ASPHALT PAVEMENTS: MEASUREMENTS, CHARACTERISTICS, IMPROVEMENTS AND ONTARIO GUIDELINES FOR SKID RESISTANCE

CV 8405 - PAVEMENT DESIGN AND MANAGEMENT

PROJECT ADVISOR
DR. M. SHEHATA

SUBMITTED BY
1. AFZAL WASEEM (500468008) 2. FERIADOON KABAIRZAD

DEPARTMENT OF CIVIL ENGINEERING RYERSON UNIVERSITY TORONTO - CANADA

Contents
List of Figures ................................................................................................................................................ 4 1. 2. 3. 4. Introduction .......................................................................................................................................... 5 Skid Resistance ...................................................................................................................................... 5 Microtexture & Macrotexture .............................................................................................................. 5 Skid Resistance of Concrete Pavements ............................................................................................... 6 4.1 5. 6. Concrete Mix ................................................................................................................................. 6

Skid Resistance of Flexible Pavements ................................................................................................. 6 Skid Resistance Measuring System ....................................................................................................... 7 6.1 6.2 6.3 (ASTM) E-274 Procedure ............................................................................................................... 7 Measurement of Skid Resistance .................................................................................................. 7 Measurement Techniques for Skid Resistance ............................................................................. 7 Locked Wheel Tester............................................................................................................. 7 Spin Up Tester ....................................................................................................................... 8 BS Pendulum Skid Resistance Tester .................................................................................... 9 Sideways Force Coefficient Routine Investigation Machine (SCRIM) ................................... 9

6.3.1 6.3.2 6.3.3 6.3.4 7.

Surface Texture Measurement ........................................................................................................... 10 7.1 7.2 Sand Patch Method (ASTM E 965) .............................................................................................. 10 Laser or advanced images processing equipment ...................................................................... 11 ROSAN ................................................................................................................................. 11 ROBOTEX ............................................................................................................................. 11 Circular Texture Meter (CT Meter) ..................................................................................... 12

7.2.1 7.2.2 7.2.3 8.

Characteristics ..................................................................................................................................... 13 8.1 8.2 8.3 Rapid Fall of Skid resistance ........................................................................................................ 13 Smooth and Treaded tire ............................................................................................................ 13 Skid Resistance and Water of Pavement surface ............................................................................... 13

8.4 8.5

Effect of Bleeding on skid resistance .......................................................................................... 14 Effect of texture on Skid Resistance ........................................................................................... 14 Effect of longitudinal texturing on Skid Resistance ............................................................ 14 Effect of transverse texturing on Skid Resistance ............................................................... 14

8.5.1 8.5.2 9.

Improvements ..................................................................................................................................... 14 9.1 Improvements in Concrete Pavements ............................................................................................ 14 9.1.1 9.1.2 9.2 Grooving .............................................................................................................................. 14 Brooms in concrete Pavements .......................................................................................... 15

Improvement of skid resistance in terms of Materials ............................................................... 16 Seal Coat.............................................................................................................................. 16 Polished aggregate .............................................................................................................. 16 Sedimentary rocks............................................................................................................... 16

9.2.1 9.2.2 9.2.3 9.3 3. 1. 2. 3.

Other Improvements .................................................................................................................. 16

Ontario Skid Resistance Guidelines..................................................................................................... 17 Friction Classification system in Ontario......................................................................................... 17 Low friction pavement surface identification criteria .................................................................... 17 Noise Guidelines for Ontario........................................................................................................... 18

Recommendations ...................................................................................................................................... 18 References: ................................................................................................................................................. 19

List of Figures
Figure 1 Water spraying mechanism in locked wheel tester ......................................................... 8 Figure 2 Lock Wheeled Skid Tester ................................................................................................. 8 Figure 3 Pendulum Skid Resistance Tester (BSI, 1990) ................................................................... 9 Figure 4 Sideways Force Coefficient Routine Investigation Machine (SCRIM)............................. 10 Figure 5. Sand Patch Method (ASTM E 965) (Source images: Hanson & Prowell) ....................... 10 Figure 6. Sand Patch Method Spreading of Sand ......................................................................... 10 Figure 7. Prototype ROSAN Device (circa 1998) ........................................................................... 11 Figure 8. ROBOTEX and Output 3-D Texture Graph ..................................................................... 12 Figure 9. Circular Texture Meter ASTM E 2157-01 ....................................................................... 12 Figure 10. (Smooth and Treaded Tire) Graph between skid number and speed ......................... 13 Figure 11. (Water depth effect) Graph between Skid Number and Speed .................................. 13 Figure 12. Transverse grooving by the Cure/Texture Machine (left) and by Hand Methods ...... 15 Figure 13. Broom finish in transverse direction ........................................................................... 15 Figure 14. Texture curing machine TCM 950 ................................................................................ 15 Figure 15. Texture of a concrete pavement after Brooming ........................................................ 16

1. Introduction
According to a U.S. study of collision data, in 2001 more than 22 percent of collisions nationwide were weather-related. More than 16 percent of fatalities and over 20 percent of injuries in passenger vehicles occurred in adverse weather and/or on slick pavements. Study shows that most accidents occur due to poor friction between tire and road surface. Skid resistance is a measure of the friction that develops when a tire is prevented from rotating and instead skids along the pavement surface. A system of measurement of skid resistance has been developed to calculate this friction between road surfaces.

2. Skid Resistance
Skid resistance is the force developed when a tire that is prevented from rotating slides along the pavement surface (Highway Research Board, 1972). Skid resistance is actually the measurement of the resistance to move when a vehicle is skid on the surface of the road. Skid resistance is required for many purpose e.g

Poor skid resistance means increased chances of vehicular accidents on road in severe weather conditions. Skid resistance is a measure of safety that is used to interoperate the level of safety in road surface conditions Skid resistance can be used to examine the different types of pavement surface coatings that can act safely. Skid resistance depends on a pavement surface's microtexture and macrotexture (Corley-Lay, 1998).

3. Microtexture & Macrotexture

Microtexture refers to the small-scale texture of the pavement aggregate component (which controls contact between the tire rubber and the pavement surface) while macrotexture refers to the large-scale texture of the pavement as a whole due to the aggregate particle arrangement (which controls the escape of water from under the tire and hence the loss of skid resistance with increased speed) (AASHTO, 1976). Skid resistance is a time dependent property of the pavement surface, as usually its value increases for first two years of pavement surfacing because as the surface is worn out due to traffic irregular aggregate materials starts to show their surface which increase the skid resistance, and then after 2 years skid resistance decreases over the entire life the pavement surface as the aggregate becomes more smoother. Skid resistance is also a temperature dependent property as its value usually increases in the fall and winter and decreases in the spring and summer. This seasonal variation is quite significant and can severely skew skid resistance data if not compensated for (Jayawickrama and Thomas, 1998).

The macrotexture gives a series of paths for the rain water to deposit between the pavement surface and tire. This water adversely affects the skid resistance quality of the road. After some time most of the water will be removed from these paths and the tire surface will make contact with the tire surface. This macro texture should be controlled to improve the skid resistance of the pavement surface. The division between macrotexture and microtexture is arbitrarily set at a texture depth of 0.5 mm, as defined in ASTM E 867 "Standard Definitions of Terms Relating to Traveled Surface Characteristics."

4. Skid Resistance of Concrete Pavements

Concrete is comprised of high skid resistance materials, like the solid rough aggregate which gives the finished surface an inherent property of skid resistance surface. A good pavement surface coating should be comprised of both fine and coarse materials. Concrete is a good example of this type of materials as it is composed of both fine and coarse particles. In a concrete pavement, fine asperities that impart the adhesion component interaction are formed by the paste coated fine aggregate in the mix. Coarse asperities are formed by the mortar and fine aggregates as the surface is sculptured by the finishing operations. By providing drainage channels for water, coarse asperities also increase the frictional characteristics of wet pavement, thus reducing the possibility of vehicle hydroplaning.

4.1 Concrete Mix

A proper mixture of materials is important to assure a good skid-resistant surface. The quality and durability of materials required to produce and retain good textures should be considered. Research has shown that by increasing the cement factor and reducing the water/cement ratio, a more wear-resistant pavement is produced. Even if a small amount of water is added to the concrete surface during finishing operations because the mix re- quires it, the wearing ability is reduced. Tests have shown that a concrete mix with a siliceous particle content of 25 percent or more is best suited to withstand wearing effects. Additional guidance can be obtained from FHWA Technical Advisory T 5140.10, Texturing and Skid Resistance of Concrete Pavements and Bridge Decks, September 18, 1979.

5. Skid Resistance of Flexible Pavements

Skid resistance of the flexible pavements should be enough to withstand the traffic for the design period, it should be durable. The flexible pavement surface should be composed of a type of material that is not easily polished so that it can last long. This means the pavement surface should contain enough course aggregate at the pavement interface as possible. Open graded asphalt friction course (OGAFC), with a large portion of one size aggregate provides excellent coarse texture and shows a large portion of coarse aggregates on the surface of the pavement surface that is good for the skid resistance pretty of the pavement. Complete guidelines can be found from FHWA Technical Advisory T 5040.13, Open Graded Asphalt Friction Courses.

6. Skid Resistance Measuring System

In Canada, the most commonly used skid resistance measuring technique involves measuring the force required to drag a non-rotating tire over wet pavement. For the measurement of skid resistance properties of a pavement surface, a skid number (SN) is used. The measurement is usually done based on a standard test procedure according to American Society for Testing and Materials (ASTM) E 274.

6.1 (ASTM) E-274 Procedure

In this test procedure, a locked wheel is towed at 40 mph and from the measured resistance force, the skid number at 40 mph, which is SN40 is calculated. SN40 is used as a reference value when skid resistance is measured at speeds other than 40 mph. For most Departments of Transportation (DOTs) in the U.S., pavements for which the SN40 is below 30 are deemed unacceptable and corrective actions are required.

6.2 Measurement of Skid Resistance

Skid resistance is generally quantified using some form of friction measurement such as a friction factor or skid number. Table 1: Typical Skid Numbers (from Jayawickrama et al., 1996)

Skid Number < 30 30 31 - 34 35

Comments Take measures to correct Acceptable for low volume roads Monitor pavement frequently Acceptable for heavily traveled roads

6.3 Measurement Techniques for Skid Resistance

Skid testing can be done in a number of ways; this section covers some of the methods used for the measurement of skid resistance. 6.3.1 The locked wheel tester 6.3.2 The spin up tester 6.3.3 Surface texture measurement 6.3.1 Locked Wheel Tester The most commonly used method for skid resistance testing uses some form of a lock wheel tester (see Figure 1.). Basically, this method uses a locked wheel skidding along the tested surface to measure friction resistance. A typical lock-wheel skid measurement system must have the following: A test vehicle with one or more test wheels incorporated into it or as part of a towed trailer. A standard tire for use on the test wheel. The standardized skid-test tire, a tubeless, bias-ply G78x15 tire with seven circumferential grooves, is defined by AASHTO M 261 or ASTM E 501. A newer tire, one with no grooves, appears to be gaining acceptance as well. By defining the standard test tire, the tire type and design are eliminated as variables in the measurement of pavement skid resistance.

A means to transport water (usually 750 to 1900 liters (200 to 500 gallons)) and the necessary apparatus to deliver it in front of the test wheel at test speed

Figure 1 Water spraying mechanism in locked wheel tester A transducer associated with the test wheel that senses the force developed between the skidding test wheel and the pavement. Electronic signal conditioning equipment to receive the transducer output signal and modify it as required. Suitable analog and/or digital readout equipment to record either the magnitude of the developed force or the calculated value of the resulting Skid Number (SN).

Figure 2 Lock Wheeled Skid Tester To take a measurement, the vehicle (or trailer) is brought to the desired testing speed (typically 64 km/hr (40 mph) and water is sprayed ahead of the test tire to create a wetted pavement surface. The test tire braking system is then actuated to lock the test tire. Instrumentation measures the friction force acting between the test tire and the pavement and reports the result as a Skid Number (SN). Standard locked-wheel friction tests are: AASHTO T 242: Frictional Properties of Paved Surfaces Using a Full-Scale Tire ASTM E 274: Skid Resistance of Paved Surfaces Using a Full-Scale Tire 6.3.2 Spin Up Tester A spin up tester has the same basic setup as a locked wheel tester but operates in an opposite manner. For a spin up tester, the vehicle (or trailer) is brought to the desired testing speed (typically 64 km/hr (40 mph)) and a locked test wheel is lowered to the pavement surface. The test wheel braking system is then released and the test wheel is allowed to "spin up" to normal traveling speed due to its contact with the pavement.

Mathematically, the friction force at the tire/pavement interface at any moment corresponds to that which would be present if the locked tire were pulled along the pavement at the testing speed (Wambold et al., 1990). The spin up tester offers two advantages over the locked wheel tester: 1. No force measurement is necessary; the force can be computed by knowing the test wheel's moment of inertia and its rotational acceleration (Wambold et al., 1990). Force measuring devices for the locked wheel tester cost a significant amount of money. 2. Because the test tire is in contact with the pavement while locked for a much shorter time than the locked wheel tester, it significantly reduces test tire wear. 6.3.3 BS Pendulum Skid Resistance Tester It is the most commonly used skid resistance measuring instrument that can be found everywhere due to its portable nature. This instrument was first developed by the Transport and Road Research Laboratory (TRRR) in Britain. It has been found that this instrument gives efficient values and due to its portable nature it was also adopted by ASTM and is now included in ASTM E 303 "Standard Method for Measuring Surface Friction Properties Using the British Pendulum Tester This instrument was developed Transport and Road Research Laboratory (TRRL) of UK. Its objective is to measure texture depth and skid resistance of a road surface, to estimate the vulnerability of an aggregate to Figure 3 Pendulum Skid Resistance Tester (BSI, 1990) polishing under traffic by determining its Polished Stone Value (PSV). This instrument measures the value in British Pendulum Number (BPN) that has the scale from 0 to 150, where higher is the BPN value means higher is the skid resistance of the Pavement surface. This device simulates the skid resistance offered by a road surface to a motor car travelling at 50 km/h. It gives a number, being a percentage, somewhat converting to a coefficient of friction. 6.3.4 Sideways Force Coefficient Routine Investigation Machine (SCRIM) Subsequently, Transport and Road Research Laboratory devised the Sideways Force Coefficient Routine Investigation Machine (SCRIM). This is a lorry with a fifth wheel set at an angle to the direction of travel and the lateral force on this wheel is measured and recorded.

Figure 4 Sideways Force Coefficient Routine Investigation Machine (SCRIM).

7. Surface Texture Measurement

Pavement skid resistance is tied to surface macrotexture, some methods seek to measure a pavement's macrotexture then correlate it with skid resistance as measured by some other, more traditional method. Test Sand Patch Method Circular Teture Meter (CTM) Robotex Specification ASTM E 965 ASTM E 2157 ISO 13473 Type of Measurement Volumetric Laser Laser Value Reported Mean Texture Depth Mean Profile Depth Mean Profile Depth

Table2: Methods for surface texture measurement (from Jayawickrama et al., 1996)

7.1 Sand Patch Method (ASTM E 965)

The simplest method for measuring texture depth is the Sand Patch Method (ASTM E 965). This test is carried out on dry pavement surface. In this test some known volume of fine sand is used and then it is spread in a circular pattern on the road surface with the help of a straight edge. The diameter of the resulting circle is then measured. Area is calculated from this diameter. This diameter can then be correlated to an average texture depth, which can be correlated to skid resistance. A texture depth of about 1.5 mm (0.06 inches) is normally required for heavily trafficked areas.

Figure 5. Sand Patch Method (ASTM E 965) (Source images: Hanson & Prowell)

Figure 6. Sand Patch Method Spreading of Sand

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7.2 Laser or advanced images processing equipment

It is preferable to measure texture by some noncontact method from a vehicle moving at normal speed, as reported by Henryet al. (1984) 7.2.1 ROSAN A new Road Surface Analyzer (ROSAN) was developed jointly by FHWA and private industry to provide measurements of pavement surface textures (Kuemmelet al.,2000). It utilizes high-speed lasers to collect surface profile data, which are then converted to surface textural measurements by use of custom analysis software. Data acquisition and storage are done by use of a computer. The ROSAN system includes both vehicle-mounted and stationary measurement capabilities. Laser or advanced images processing equipment are capable of determining surface macrotexture from a vehicle moving at normal travel speeds. One particular device, the Road Surface Analyzer (ROSAN), a series of non-contact pavement surface texture measurement devices, has been developed by the FHWA's Turner Fairbanks Research Center Pavement Surface Analysis Laboratory. The ROSAN (see Figure) can be used for measuring texture, aggregate segregation, grooves, tinning, joints, and faulting (FHWA, 2001). ROSAN systems have been used in a number Figure 7. Prototype ROSAN Device (circa 1998) of NCHRP and FHWA sponsored studies. Some integrated analysis units can use surface texture measuring to estimate skid resistance

7.2.2 ROBOTEX ROBOTEX is another such advanced images processing equipment are capable of determining surface macrotexture. These devices come in the series of categories called non-contact pavement surface texture measurement devices.

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Figure 8. ROBOTEX and Output 3-D Texture Graph The one drawback to this method is that a pavement's surface macrotexture does not entirely determine its skid resistance. Therefore, correlation between surface macrotexture and skid resistance is often difficult to extrapolate into any general guidance. 7.2.3 Circular Texture Meter (CT Meter) CT Meter is another such device which is used to measure surface texture or macro texture, this method is based on the sand patch method (ASTM E965), while sand patch method results vary and dependent on the person who does the experiment CT Meter is a more efficient instrument. CT Meter uses a laser displacement sensor to measure the vertical texture of the pavement surface.

Figure 9. Circular Texture Meter ASTM E 2157-01

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8. Characteristics
8.1 Rapid Fall of Skid resistance
It was found that skid resistance falls rapidly after a road is opened to traffic but the rate of deterioration slows down, eventually settling to a constant value. This latter value is dependent on the surface texture, rock type and traffic volume.

8.2 Smooth and Treaded tire

Skid numbers reduce more rapidly for the smooth tire than for the treaded tire as speed increases. Comparing the values at 40 mph, the smooth tire requires twice the stopping distance of the treaded tire.

Figure 10. (Smooth and Treaded Tire) Graph between skid number and speed

8.3 Skid Resistance and Water of Pavement surface

With water on the surface, the skid number decreased as speed increased. Note the decrease in skid numbers for .05 and .03 inch. This graph shows the relationship between the depth of water on the pavement surface and skid resistance.

Figure 11. (Water depth effect) Graph between Skid Number and Speed A concrete pavement with a deep texture will retain skid resistance longer than pavement with a shallow texture. But at the same time more water will be in the groves and there might be

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chances of hydroplaning. It will also increase the noise made by cars when they travel on these groves.

8.4 Effect of Bleeding on skid resistance

Bleeding is a layer of bituminous material on the surface of the pavement; it generates a reflecting surface like silt that becomes sticky. The major cause of this bleeding is the high asphalt content or low air void content. The bleeding process does not decay in winter or lower temperatures, so asphalt will start to make a layer of that material on the surface and when the vehicles will move along the road it will lower the skid resistance value of the pavement surface.

8.5 Effect of texture on Skid Resistance

Textures are the grooving done either done by brooming, manually or by other equipments. It prolongs the wearing of the pavement surface and helps the surface to keep its skid resistance properties for a long period of time, but the major problem is it may also produce noise when vehicles travel along a road with texture. It is not true, however, at all textures should be as deep as possible, due to the effect on directional control and noise levels. In all cases, the finishing method should be compatible with the environment, speed and density of traffic, topography and layout of the pavement, and the economics of vehicle operation. Methods that produce a good skid-resistant surface do not always insure good directional stability. 8.5.1 Effect of longitudinal texturing on Skid Resistance Many engineers feel that longitudinal texturing provides a good skid resistant surface as well as longitudinal stability for vehicles on curved and high-speed tangent highways. Effect of transverse texturing on Skid Resistance Transverse texture will provide greater skid resistance in a way as it allow better drainage of the pavement.

8.5.2

9. Improvements
As the pavement surface skid resistance depends upon the surface texture, rock type, water draining ability of the pavement and the ability to resist long term wearing of the surface so to increase the pavement surface skid resistance there is a desperate need of application of a method that improve of the above mentioned characteristics of the pavement surface.

9.1 Improvements in Concrete Pavements

9.1.1 Grooving Grooving of plastic concrete also has been used in conjunction with brooming. On one project, the grooves were 2 inches on center, 18-inch wide, and slightly deeper than the texture produced by broom. This method was not completely satisfactory, but new designs of equipment for grooving plastic concrete may prove more adequate.

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Grooving of already worn or polished pavement has been found to be effective in increasing skid resistance. Parallel grooves are cut in the pavement with a band of diamond or abrasive saw blades. Some groove configurations used are 14 by 14 inch; or 18 by 18 inch, on 1-in ch centers. The method of grooving longitudinally that originated in California to reduce traffic accidents at critical areas has been found to be very effective. At seven locations, six of them on curved sections, a 96 percent reduction in accidents was reported after the longitudinal performance was evaluated over a period of one year.

Figure 12. Transverse grooving by the Cure/Texture Machine (left) and by Hand Methods 9.1.2 Brooms in concrete Pavements Brooms used to provide skid resistant textures usually are either steel bristle or coarse bristle made of various other materials. Better textures are produced by mounting the broom at an inclination away from the direction of texturing Rather than vertically. Again, timing is important. Best results have been obtained if brooming closely follows the paving operation. Brooming should be completed before the concrete is in such a condition of set that the surface would be torn or roughened by the operation. Stiff hand brooms should be available for use when other methods being employed do not provide the desired texture.

Figure 14. Texture curing machine TCM 950 Figure 13. Broom finish in transverse direction

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Figure 15. Texture of a concrete pavement after Brooming

9.2 Improvement of skid resistance in terms of Materials

9.2.1 Seal Coat Seal coat is a thin asphalt surface treatment used to waterproof the surface or to provide skid resistance where the aggregates in the surface course could be polished by traffic and become slippery. Depending on the purpose, seal coats might or might not be covered with aggregate. Details about skid resistance are presented in Section 9 .3 of Pavement analysis and design by yang h. Huang Polished aggregate It is the aggregate that is extending from the pavement surface such that its surface is polished so that it has no point coarse aggregates that may wear the tire. It has also the advantage of having paths to drain out the water from the pavement surface thats why these aggregate types provide good skid resistance abilities. Sedimentary rocks Sedimentary rocks (excluding most limestones) are better than igneous or metamorphic rocks. All mineral particles polish but, with sandstone, the small particles get worn off exposing fresh sharp crystals to the tyres. With igneous rocks, which are tougher, the polished particles remain in place. Finally, better correlation has been obtained using commercial traffic volumes rather than total traffic.

9.2.2

9.2.3

9.3 Other Improvements

1. Safety markings on the road surface to serve as a visual cue to drivers to enhance safety to skid resistance. It is used mainly on Speed zones', Intersections, School zones and Pedestrian crossings 2. Skid-resistant material is an economic choice; it does not wear through polishing, and outperforms other road surfaces with an effective service life of six to eight years. 3. High friction surfacing uses a self-levelling methyl methacrylate binder and a special aggregate called refracted calcinated bauxite

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4. Seal coating greatly increase the skid resistance of the pavement surface, in addition to rehabilitation cracked roads. Seal coatings like Polymer Modified Emulsion and TwoStage Binder Application are found to be very effective

3.

Ontario Skid Resistance Guidelines

1. Friction Classification system in Ontario
This table is used for the classification of the level of skid resistance of a road and hence used to decide the speed limit of a particular road.

2. Low friction pavement surface identification criteria

This table is used to decide the need of pavement maintenance operation due to poor skid resistance of a road.

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3. Noise Guidelines for Ontario

A recent study has shown that a noise level of 1dBA is found to be annoying to public, while a increase of noise by 3dBA is detected by most people as noise. These noise guidelines should be followed to achieve a balance between skid resistance properties and the noise produced when travelling on the groovy pavement surface.

Recommendations
4. There is a desperate need of development of a performance history for each particular pavement used by each highway agency. 5. The performance of the existing pavement designs should be monitored and new designs should be evaluated to ensure that only skid resistant pavement surfaces are used. 6. Information should be gathered as to the durability of a mix and the loss of skid resistance under varying traffic and weather conditions.

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References:

Yang h. Huang, Pavement analysis and design (2nd Edition) by, Chapter 9 Page 376
Oh, M., Ragland, R. and Chan, C. (2010) Evaluation of Traffic and Environment Effects on Skid Resistance and Safety Performance of Rubberized Open Graded Asphalt Concrete, Institute of Transportation studies, University of California, Berkley. (Available at Berkley.edu) J. E. PAINE (2008) Skid resistance of concrete pavements (Surface texturing, improvement of skid resistance and thus reduce highway accidents) Publication No. C690377, The Aberdeen Group Wanty, D., McLarin, M.W., Davies, R.B. & Cenek, P.D. (1995). Application of the Road Geometry Data Acquisition System (RGDAS). 7th World Conference on Transport Research. Transport Canada. Canadian Motor Vehicle Traffic Collision Statistics 2004 and Road Safety in Canada: An Overview. Transport Canada Website http://www.tc.gc.ca/ (Accessed on March 14, 2012). Alauddin, M. Ahamed, P.Eng., Ph.D, Incorporation of Surface Texture, Skid Resistance and Noise into PMS, Department of Civil and Environmental Engineering, University of Waterloo.

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