TRANSPORTATION ENGINEEREING 2015CIV13

EXPERIMENT NO. 6
To Measure Surface Frictional Properties Using British Pendulum Skid
Resistance Tester.
Test Standard: ASTM E303-96 (Updated in 2018)
Date: 09-OCT-2018

6.1. SIGNIFICANCE
This test method covers the procedure for measuring surface frictional properties using the
British Pendulum Skid Resistance Tester.
 The British Pendulum Tester is a dynamic pendulum impact-type tester used to measure
the energy loss when a rubber slider edge is propelled over a test surface.
 This test method provides a measure of a frictional property, micro texture, of surfaces,
either in the field or in the laboratory.
 This test method may be used to determine the relative effects of various polishing
processes on materials or material combinations.
 The values measured in accordance with this method do not necessarily agree or directly
correlate with those obtained utilizing other methods of determining friction properties or
skid resistance.
 The values measured, BPN = British Pendulum (Tester) Number for flat surfaces,
represent the frictional properties obtained with the apparatus.
 Road pavements are designed to provide reasonably high coefficient of friction but with
the movement of traffic, the aggregates in the wearing coarse of the road get polished
resulting in reduction of the frictional or skid resistance of the road.
 British Pendulum Tester is used to measure the frictional resistance of road at sections,
which appear to be potentially slippery and unsafe against skidding.
 Friction between vehicle and road surface plays a vital role in determining the maximum
operating speed and the distance required in safely stopping the vehicles. Braking
distance is particularly important at crossings, road signals, school intersections and turns,
etc.
 Higher the skid-resistance results, better is the road surface but a high value of skid
resistance also increases the chances of severe injuries.
 More the texture depth better is the road surface but a high value of texture depth also
increases the chances of severe injuries.

5.2. RELATED THEORY

6.2.1. What is Skidding?
In skidding, the distance traveled by wheel on the road is more than the circumferential
movement.
If the wheels of the vehicle are not rotating but the vehicle keeps moving forward, then
skidding is said to occur.
When brakes are applied, wheels are locked and still if the vehicle moves ahead, longitudinal
skidding is said to occur. Skid is a term, which is very much connected with friction.

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6.2.2. What is Slipping?

In slipping, the distance traveled by wheel on the road is less than the circumferential
movement.
If the wheels of the vehicle are rotating but the vehicle is not moving forward, then slipping is
aid to occur.
6.2.3. Factors Affecting Skidding Resistance
i. Condition of Tyres
Vehicles having smooth tires would have slightly low skidding resistance.
ii. Effect of Road Temperature
Skidding resistance of wet roads is higher in winter than in summer. Skidding resistance of
roads is at its lowest between April and September. So, roads with satisfactory values in
winter may prove slippery during summer.
iii. Effect of Water
Skidding resistance is lower on wet than on dry pavements.
iv. Type of Aggregates
Sand stones and granites are more resistant to polishing action than limestone.

6.2.4. British Pendulum Skid Resistance Tester

The Portable Skid Resistance Tester, also known as the British Pendulum Tester, was
originally designed in the 1940’ s by Percy Sigler to measure the slip resistance of floors in
government buildings
The pendulum with slider and slider mount shall weigh 1500 ± 30 g. The distance of the
center of gravity of the pendulum from the center of oscillation shall be 411 ± 5 mm (16.2 ±
0.2 In.). The tester shall be capable of vertical adjustment to provide a slider contact path of
125 ± 1.6 mm (415⁄16 + 1⁄16 in.) for tests on flat surfaces, and 76 to 78 mm
(3 ± 1⁄16 in.) For tests on polishing-wheel specimens.

(Fig 6.1) British Pendulum Skid Resistance Tester

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Parts of Tester
 Slider: Slider assembly consists of an aluminum backing plate to which a rubber strip 3’’
x 1’’ x ¼’’ is bonded.
 Leveling screws
 Scale
 Drag pointer
 Locking and control knobs and
 Frictional rings
Accessories
 Contact path gauge – shall consist of a thin ruler suitably marked for measuring contact
path length between (4 7/8’’ and 5’’).
 Water container
 Surface thermometer and
 Brush

6.2.5. Hydroplaning
The term hydroplaning is commonly used to refer to the
skidding or sliding of a car’s tires across a wet surface.
Hydroplaning occurs when a tire encounters more water than
it can scatter. Water pressure in the front of the wheel pushes
water under the tire and the tire is then separated from the
road surface by a thin film of water and loses traction. The
result is loss of steering, braking and power control. Rubber
tires have tread (grooves) that are designed to channel water
from beneath the tire. This creates higher friction with the
road surface and can help prevent or minimize instances of
hydroplaning.
Hydroplaning can occur on any wet road surface; however,
the first 10 minutes of a light rain can be the most dangerous.
When light rain mixes with oil residue on the road surface,
it creates slippery conditions that can cause vehicles, (Fig 6.2) Hydroplaning
especially those traveling with speeds more than 35 mph, to
hydroplane. This can be a deadly combination for the driver and surrounding motorists.

6.2.6. Rutting
A rut is a depression or groove worn into a road or path by the
travel of wheels or skis. Ruts can be formed by wear, as from
studded snow tires common in cold climate areas, or they can
form through the deformation of the asphalt concrete
pavement or subbase material. Rut-like depressions can be
formed on gravel roads by the erosion from flowing water.

6.3. APPARATUS (Fig 6.3) Rutting

1) British Pendulum Tester

6.4. Setting of Apparatus

i- Leveling
Level the instrument accurately by turning leveling screws until the bubble is centered in
the spirit level.

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ii- Zero adjustment

Raise pendulum mechanism by loosening locking knob (directly behind pendulum pivot)
and turn either of pair of head movement knobs at center of tester to allow slider to
swing free of test surface. Tighten locking knob firmly. Place pendulum in release
position and rotate the drag pointer counter clockwise until it comes to rest against
adjustment screw on pendulum arm. Release pendulum and note pointer reading. If
reading is not zero, loosen locking ring, rotate friction ring on bearing spindle slightly,
and lock again. Repeat test and adjust friction ring until the pendulum swing carries
pointer to zero.
iii- Slide length adjustment
With pendulum hanging free, place spacer under adjusting screw of lifting handle.
Lower pendulum so edge of slider just touches surface. Lock pendulum head firmly,
raise lifting handle, and remove spacer. Raise slider by lifting handle, move pendulum to
right lower slider, and allow pendulum to move slowly to left until edge of slider touches
surface. Place gage beside slider and parallel to direction of swing to verify length of
contact path. Raise slider, using lifting handle, and move pendulum to left, then slowly
lower until slider edge again comes to rest on surface. If the length of the contact path is
not between 124 and 127 mm (47⁄8 and 5.0 in.) on flat test specimens or between 75 and
78 mm (215⁄16 and 31⁄16 in.) on curved polishing-wheel specimens, measured from
trailing edge to trailing edge of the rubber slide, adjust by raising or lowering instrument
with the front leveling screws. Readjust level of instrument if necessary. Place pendulum
in release position and rotate the drag pointer counter-clockwise until it comes to rest
against adjustment screw on pendulum arm. Place pendulum in release position and
rotate drag pointer counter clockwise until it comes to original position. Inspect the road
and choose the section to be tested. Set the apparatus so that the slider swings in the
direction of traffic.

6.5. PROCEDURE
1) The pendulum slider is positioned to barely come in contact with the test surface prior to
conducting the test. The pendulum is raised to a locked position, and then released, thus
allowing the slider to make contact with the test surface.
2) A drag pointer indicates the British Pendulum (Tester) Number. The greater the friction
between the slider and the test surface, the more the swing is retarded, and the larger the
BPN reading.
3) Apply sufficient water to cover the test area thoroughly. Execute one swing but do not
record reading.
4) Without delay, make four more swings, rewetting the test area each time and record the
results.
5) The readings should not differ by more than 3 units.
6) Report the individual values as B.P.N. also note down the age, condition, texture and
location of test area.

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6.6. Measurement of Texture Depth

It is also necessary to record the surface texture of the road surface tested. This is measured by
Sand Patch Method.
A known volume of fine sand of uniform particle size is poured on the road and spread to form a
patch of a regular shape so that its area can be measured. Sand should be spread in such a manner
that all “valleys” are filled to level of “peaks”. Then the texture depth can be computed by using
the formula;

𝑉𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑆𝑎𝑛𝑑
𝑇𝑒𝑥𝑡𝑢𝑟𝑒 𝐷𝑒𝑝𝑡ℎ =
𝐴𝑟𝑒𝑎 𝑜𝑓 𝑃𝑎𝑡𝑐ℎ

Road Surface Texture Texture Depth

Coarse/Open Texture ≥ 0.02"
Medium Texture 0.02" - 0.01''
Fine Texture ≤0.01''

(Table 6.1)

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6.7. Suggested Values for Skid Resistance

Values of the achieved BPN can be compared with the given table

Standard of
BPN on Wet Skidding
Category Type of Site
Surfaces Resistance
Represented

Most difficult sites such as;

i)- Roundabouts
ii)- Bends with radius less than 500
ft on ‘Good’: fulfilling the requirements
derestricted roads. even of fast traffic, and making it
A iii)- Gradients, 1 in 20 or steeper, of Above 65 most
length unlikely that the road will be the
greater than 100 yd. scene of repeated accidents.
iv)- Approach to traffic lights on
derestricted
roads.

General requirements, i.e. roads and

‘Generally Satisfactory’: meeting
conditions not covered by categories
B* Above 55 all but the most difficult conditions
A&
encountered on the roads.
C.

Easy sites, e.g. straight roads, with

easy gradients and curves, without
junctions, and free from any ‘Satisfactory' only in favorable
C* Above 45
features, such as mixed circumstances
traffic, especially liable to create
conditions of emergency.

D All Sites Below 45 Potentially Slippery

*On smooth-looking or fine-textured roads in these categories, vehicles having smooth tyres may not
find skid-resistance adequate. For such road accident studies should also be made to ensure that there are
no indications of difficulties due to skidding under wet conditions.

(Table 6.2)

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6.8. OBSERVATIONS & CALCULATIONS

Dimensions of Patch Area Volume of Sand Texture Depth

Group
(cm x cm) (cm2) (cm3) (cm) (in)
1 21.5 x 25 537.5 49 0.0912 0.0359

(Table 6.3)

Distance Surface Texture

Group Date Distance From BPN Mean
(m) (in)

60
Post Office
2 09-Oct-18 10 0.0359 60 60
UET Lahore
60

(Table 6.4)

Result:
BPN Value is 60.
Texture Depth is 0.0359 inches
6.9. COMMENTS
The road surface texture is coarser/ open texture because texture depth value is 0.0359”,
which is greater than 0.02”. The skid-resistance value indicates that, the road surface where
we performed the test is very Good falls in A category (i.e above 65) fulfilling the skid-
resistance requirements even of fast traffic, and making it most unlikely that the road will be
the scene of repeated accidents.