Life Cycle Cost Analysis of High Friction Surface Treatment Applications

Life cycle cost analyses for high friction surface treatment (HFST) applications were executed relying on a Microsoft Excel program developed by the researchers. Calcined bauxite (CB), five CB alternatives, and epoxy binder were utilized in the HFST applications. The aggregates\u27 performances were evaluated through the aggregate image measurement system (AIMS) before and after Micro-Deval polishing. The performance of the HFST applications was evaluated by the dynamic friction tester (DFT) and British pendulum (BP). The major purpose of this program was to present a rational method for converting different input data (project and material specifics) to comparable output data (net present value [NPV]) that facilitated comparison between different alternatives. The project specifics included traffic data, highway classification, and geometric design data. The material specifics data were AIMS results, DFT results, BP results, and materials and shipping costs. Three prediction models were selected to relate the performance test results to skid number (SN). The rehabilitation matrix, proposed by the researchers, was used to make the decision to maintain the HFST. This was conducted by comparing the predicted terminal SN and the recommended terminal SN (controlled by the user). The program output showed that Meramec River Aggregate and Flint HFST applications had the lowest NPVs, followed by Steel Slag HFST application, and then Earthworks HFST application. Nevertheless, Rhyolite HFST application showed the highest NPVs followed by the CB HFST application. The cost of the resin was dominant over the total cost of the HFST application

Predicting the Friction Coefficient of High-Friction Surface Treatment Application Aggregates using the Aggregates\u27 Characteristics

Providing Sufficient Pavement Surface Friction (I.e., Skid Resistance) between Vehicle Tires and Pavement Surface throughout the Pavement Service Life is Considered to Be One of the Main Objectives of Highway Design. Moreover, Vehicle Safety, the Amount of Consumed Fuel, and the Wearing Rate of Vehicle Tires Generally Are Influenced by Pavement Surface Friction. in This Study, a Comprehensive Experimental Testing Program Was Conducted on Different Aggregate Sources, Including Calcined Bauxite and Five Alternative Local Sources, to Assess their Friction Characteristics. the Testing Program Included a British Pendulum Tester (BPT) and a Dynamic Friction Tester (DFT), Which Were Used to Evaluate the Friction Characteristics of the Proposed Aggregates, Along with Basic and Durability Properties Tests. the Aggregate Imaging Measurement System (AIMS) Technique Was Applied to Evaluate the Aggregate Characteristics Due to Micro-Deval Degradation. This Study Provides Two Empirical Models for the Friction Characteristics of High-Friction Surface Treatment (HFST)-Application Aggregates based on the Experimental Results. the First Model Correlates the Friction Coefficient at 20 Km/h (DFC20) with the British Pendulum Number (BPN). the Second Model Expresses DFC20 as a Function of Polishing Resistance of Aggregates, Which is Represented by the Initial and Terminal Aggregate Texture and Angularity Values Measured using the AIMS Device with an overall Coefficient of Determination (R2) of 0.949. the Aggregate Characteristics (I.e., Particle Angularity and Surface Texture) Align Well with the Microtexture Characteristics of the Investigated Sources

Life Cycle Cost Analysis of High Friction Surface Treatment Applications

Life cycle cost analyses for high friction surface treatment (HFST) applications were executed relying on a Microsoft Excel program developed by the researchers. Calcined bauxite (CB), five CB alternatives, and epoxy binder were utilized in the HFST applications. The aggregates\u27 performances were evaluated through the aggregate image measurement system (AIMS) before and after Micro-Deval polishing. The performance of the HFST applications was evaluated by the dynamic friction tester (DFT) and British pendulum (BP). The major purpose of this program was to present a rational method for converting different input data (project and material specifics) to comparable output data (net present value [NPV]) that facilitated comparison between different alternatives. The project specifics included traffic data, highway classification, and geometric design data. The material specifics data were AIMS results, DFT results, BP results, and materials and shipping costs. Three prediction models were selected to relate the performance test results to skid number (SN). The rehabilitation matrix, proposed by the researchers, was used to make the decision to maintain the HFST. This was conducted by comparing the predicted terminal SN and the recommended terminal SN (controlled by the user). The program output showed that Meramec River Aggregate and Flint HFST applications had the lowest NPVs, followed by Steel Slag HFST application, and then Earthworks HFST application. Nevertheless, Rhyolite HFST application showed the highest NPVs followed by the CB HFST application. The cost of the resin was dominant over the total cost of the HFST application