This report contains guidelines and recommendations for managing and designing for friction on highway pavements. The contents of this report will be of interest to highway materials, construction, pavement management, safety, design, and research engineers, as well as others concerned with the friction and related surface characteristics of highway pavements.

The most important factor resulting from the investigation of the effects of road-surface texture characteristics on skid resistance is the technological consequences with a view to the composition of the wearing course. In the course of this work, qualitative data were obtained and evaluated, which shall later be supplemented by quantitative data, about the coefficient of friction measured with the locked wheel on the one hand and through tracings of the surfaces of cores and laboratory samples on the other hand. The tracings were carried out with a device that has a measuring accuracy of ±5 ?m and a step length of 12.5 ?m. To investigate the time-dependent changes of the road-surface texture under traffic, tests were carried out with a polishing simulator. Through the tracing of selected profiles and the statistical evaluation of the results before and after polishing, comparisons can be made with other existing systems for the measurement of the surface texture as well as prescriptions for new technological demands on materials for the construction of wearing courses. As a result of these investigations, the polishing test according to the British Standard Polished Stone Value (PSV) has been made obligatory for Austria.

The ability of a driver to stop on a wet pavement surface has been shown as a relationship between a tire and the pavement surface texture. For a number of years, the Ontario Ministry of Transportation and Communications has been classifying pavement surface textures and correlating these textures with the skid number of the surface, as measured by a brake-force trailer. The skid trailer number can be explained now in terms of the pavement surface texture. This paper contains a summary of the test procedure, a discussion of the texture classification system, and the relationship of the six texture parameters is discussed in terms of the equation used to generate a skid number at 100 km/h (62 mph). The advantages of using this system as a complement to present skid testing procedures are outlined, with particular attention to its use in those areas which cannot be tested by the brake-force trailer and in the area of mix design studies. The paper concludes with a discussion of some potential uses for the test method in future research work in Ontario, including the semiautomation of the interpretation procedure.

"This paper discusses the influence of roadway surface textures on the skid resistance, the speed-gradient, the wet-pavement accident rate, pavement wear, and the generation of tire-road interaction noise. The tendency of a vehicle to hydroplane is reduced by increasing the texture magnitude. Appropriate textures are developed by using open-graded asphalt friction surface courses and by grooving portland cement concrete with steel tines or a vibrating float while the concrete is plastic. Hardened pavements can be textured by grooving with a diamond saw or by resurfacing with an overlay. More development is needed in texture measurement techniques, especially in automating the stereo-photo interpretation method and the linear polarized laser technique"--Technical report documentation page

The study investigated the texture depth, skidding resistance and roughness index of various bituminous pavement surfaces in Johor, Malaysia. The texture depth is a measure of the macrotexture of the pavement surface, which is the coarse component of the surface aggregate and determine by sand patch test (SPT). While the microtexture, which is the measure of the aggregate interstices referred to as the resistance to polishing (PSV) of the aggregate, is determined by the British pendulum test (PTV). The surface roughness of the road surface is determined by using the Australian walking profilometer. The surface roughness of road constitutes the comfort and safety the pavement provides to the user.