Published Project Report

PPR497

GripTester trial – October 2009

Including SCRIM comparison
A Dunford
Transport Research Laboratory

PUBLISHED PROJECT REPORT PPR497

GripTester trial - October 2009

Including SCRIM comparison

by A Dunford (TRL)

Prepared for: Project Record: GRIPTESTER CORRELATION TRIAL

Client: ADEPT, Devon County Council
Keith Grant

Copyright Transport Research Laboratory August 2010

This Published Report has been prepared for ADEPT. Published Project Reports are
written primarily for the Client rather than for a general audience and are published with
the Client‟s approval.
The views expressed are those of the author and not necessarily those of ADEPT.

Date
Name
Approved

Project A Dunford 09/08/2010

Manager

Technical H Viner 09/08/2010

Referee
When purchased in hard copy, this publication is printed on paper that is FSC (Forest
Stewardship Council) registered and TCF (Totally Chlorine Free) registered.
Published Project Report

Contents
Abstract i

Executive summary ii

1 Introduction 1

2 Correlation Trial format 2

2.1 Participants 2
2.2 Test sections 2
2.2.1 Track 3
2.2.2 Local roads 4
2.3 Operation 4

3 Preliminary analysis of data 6

3.1 Definition of sub-sections 6
3.2 Removal of outlying average values 7
3.3 Calculation of repeatability and reproducibility 7

4 Results 8
4.1 GripTester – GripTester comparison on track sections 8
4.1.1 Average GripNumbers on the track 8
4.1.2 GripTester precision on the track 9
4.2 GripTester – GripTester comparison on road test sections 10
4.2.1 Average GripNumbers on the road 10
4.2.2 GripTester precision on the road 11
4.3 GripTester - SCRIM comparison 12

5 Discussion 14

Acknowledgements 15

References 15

Appendix A Maps 16

Appendix B Measurements made on the track 18

Appendix C Measurements made on the road 23

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Abstract
A GripTester trial was carried out in Crowthorne on 13th October 2009. Members of the
GripTester for roads User Group were invited to attend and eleven GripTesters
participated. Skid resistance was measured by all machines, each having their own
dedicated tow vehicle and crew, on sections of the TRL test track and on sections of local
in-service roads. This report summarises the analysis of skid resistance results, and
details the comparisons made between GripTesters, as well as estimates for the
repeatability and reproducibility of the fleet.
In addition, two SCRIM (sideway force coefficient routine investigation machine) vehicles
were invited to attend, and skid resistance was measured using these devices on the
same surfaces. A correlation between mean SCRIM Coefficient and GripNumber has
been calculated and is presented in this report.
As part of an ongoing commitment to improving the standing of the GripTester leading
towards formal accreditation, recommendations for future trials are made.

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Executive summary
This report describes a comparative trial held for UK GripTester for roads fleet. It was
organised by TRL under contract from the County Surveyors‟ Society (now ADEPT, the
Association of Directors of Environment, Economy, Planning and Transport) with
assistance from the project team appointed by CSS. The purpose of the trial was
twofold: firstly to establish the current state of the precision of the GripTester fleet by
determining estimates for repeatability and reproducibility, and secondly to review the
SCRIM/GripTester comparison that was last calculated in April 2004.
Members of the GripTester for roads User Group were invited to attend the trial on 13 th
October 2009 at the TRL site in Crowthorne and eleven GripTesters participated.
Repeatability and reproducibility were calculated following guidelines set out in the
relevant Standards documents (British Standards, 1994). Two SCRIMs were hired for
the trial day to run in convoy with the fleet of GripTesters, and measurements from
these devices were used to derive a conversion between GripNumber and SCRIM
Coefficient.
This trial differed from previous correlation trials insofar as testing was carried out for
the whole system (including operating crew, tow vehicle, water delivery system, and the
device itself) as opposed to testing the GripTester trailer alone, by rotating GripTesters
but using the same tow vehicle etc. The value for repeatability calculated under
controlled conditions using test sections on the TRL track was 0.05 GN. The equivalent
value for reproducibility was 0.12 GN. The trial therefore demonstrated that GripTester
operators can have confidence in measurements made by their own GripTester systems
but should be mindful of possible variability when any of the influencing factors included
in the GripTester „system‟ are changed. However, it was noted that a proportion of the
variability found could be attributed to differing operating procedures and to
unfamiliarity with testing under trial conditions. Values calculated for repeatability and
reproducibility using measurements on sections of the local road network were 0.10 GN
and 0.17 GN respectively. These higher values are likely to be additionally influenced by
variability in the road surface.
The GripTester/SCRIM conversion derived is stated as SC = 0.89 * GN. It is
recommended that this conversion equation supersedes all previous versions. The
conversion should be used with caution and only in conjunction with a thorough review
of local skid resistance policies.
Recommendations are made for future trials designed to allow greater confidence in the
data collected by GripTesters. These include the consideration of annual accreditation,
development of standard operating procedures and formalisation of the trial format.

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1 Introduction
The comparative trial for the UK GripTester fleet described in this report was organised
by TRL under contract from the County Surveyors‟ Society (now ADEPT, the Association
of Directors of Environment, Economy, Planning and Transport), with assistance from the
project team appointed by CSS. The purpose of the trial was twofold: firstly to establish
the current state of the precision of the GripTester fleet by determining estimates for
repeatability and reproducibility, and secondly to review the SCRIM/GripTester
comparison that was last calculated in April 2004 (Frankland, Report on Correlation of
SCRIM with the Mark 2 GripTester Trial at TRL, Crowthorne 21 April 2004, 2004).
The format of the trial was derived from the methodologies used in previous trials. In
addition to the April 2004 trial, reference has been made to the trials held in 1992 (Roe,
1993) and 2003 (Frankland, Report on GripTester Precision Trial at TRL, Crowthorne,
November 2003, 2004).
Members of the GripTester for roads User Group were invited to attend the trial on 13 th
October 2009 at the TRL site in Crowthorne. Details of the GripTesters in attendance, as
supplied by the participants, can be found in Section 2.1. One GripTester did not start
due to a technical fault, so eleven GripTesters took part in the trial. In order to
determine repeatability and reproducibility estimates, a Statistician was appointed, and
consulted before and after the trial. Wherever practicable the principles defined in the
relevant Standards documents and guidance for determination of repeatability and
reproducibility were followed (British Standards, 1994). It should be noted however,
that due to time and budget constraints, some concessions were made.
Two SCRIMs were hired for the trial day to run in convoy with the fleet of GripTesters,
measuring skid resistance along the same test line.

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2 Correlation Trial format

2.1 Participants
Table 2.1 Attendees at the GripTester trial

Date of last
GT ID Organisation GT details service Tow vehicle

GT179 Highway Testing Laboratory Mk1 C-type Nov-08 VW Transporter

O7 G 7465

GT332 Gwynedd Consultancy Mk2 D-type Jan-09 Ford Transit

CY56 CFU

GT334 University of Ulster Mk2 D-type u/k-09 VW Crafter

YEZ 8266

GT347 TRL for Highways Agency Mk2 D-type Mar-09 Ford Transit
DA54 HFF

GT351 Derbyshire County Council Mk2 D-type Jan-09 Ford Transit

FD56 WKL

GT353 Devon County Council Mk2 D-type Jun-09 Mercedes Sprinter

WP54 FKT

GT363 Findlay Irvine Mk2 D-type Sep-09 Nissan Primastar

SL09 AYA

GT370 Hampshire County Council Mk2 D-type Mar-09 Ford Transit

GL58 AXG

GT386 Atkins Mk2 D-type Mar-09 Ford Transit

EA07 ECJ

GT410 Jacobs Laboratories Mk2 D-type Apr-09 Ford Transit

SJ08 UJR

GT413 Middlesbrough Council Mk2 D-type Mar-09 Ford Transit

NU05 UJW

GT427 Staffordshire County Mk2 D-type Apr-09 Ford Transit

Council DY58 GVO

Table 2.1 shows the list of GripTesters that attended the trial at TRL in Crowthorne on
13th October. GT334 (highlighted) did not take part in the running trials due to a
technical failure.
For the remainder of this report, for purposes of anonymity, where it is necessary to
refer to an individual GripTester, a letter has been randomly assigned to each.

2.2 Test sections

Skid resistance was measured by all participants on test sections defined on the TRL
track and on a route comprising in-service local roads.
Test sections on the track (described in Section 2.2.1) were included so that
comparisons could be made over the full working range of the devices, under controlled
conditions. The transverse variability of sections of the track is expected to be lower
than on the road because of the relative lack of trafficking experienced by the surfaces.

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This should reduce the variability in results that can be attributed to the road to give a
more accurate indication of the variability due to the devices.
Test sections on the local roads (described in Section 2.2.2) were included so that
comparisons could be made using the surfacing types that are measured by the devices
in routine use.

2.2.1 Track
Two separate routes around the TRL track were followed, labelled as circuit A and circuit
B. Circuit A included two test sections, “1” and “2”, and circuit B included a further two
test sections, “3” and “4”. A plan of the track is shown Figure A.1 in Appendix A, on
which the locations of the four test sections are highlighted. Table 2.2 gives a
description of each test section, and the approximate length of each section that has
been used for analysis. Note that three of the four sections are split into two sub-
sections.
Test lines were defined explicitly rather than simply requiring crews to follow the normal
wheel path of a road lane. Marker studs were placed at intervals along the test sections
to act as a guide for the drivers. The two lines of studs were placed 1 m apart, the
narrowest practical gap that would allow for the passage of the GripTester. Section 2 is
a narrow strip of less than half a lane width and the test line followed the centre of this
strip; marker studs were not used on the test surfaces of these two sub-sections.
Participants were asked to input a location marker at the start of each of the main
sections. Sub-sections were defined during post-processing using their lengths, as
measured previously using a calibrated measuring wheel.

Table 2.2 Description of test sections on the TRL track

Route Section Approx. Surface Description

length (m)

1a 130 Brushed Concrete surface that was smoothed and then finished by
concrete brushing on construction to give random transverse
texture.

1b 180 Grooved Concrete with random post-hardened sawn grooving.

concrete
A
2a 85 “Pea gravel” An experimental surface dressing 1m wide of 3mm
dressing nominal size smooth gravel on epoxy resin binder.

2b 90 Epoxy resin An experimental section intended to give extremely low

skid resistance, comprising a smooth layer of un-chipped
epoxy resin 1.5m wide.

3a 180 Hot-rolled Hot-rolled asphalt with 20mm pre-coated chippings,

asphalt (HRA) typical of that used on motorways since the 1980s.

3b 110 Stone mastic Stone mastic asphalt laid in 2001 for braking tests as part
B asphalt (SMA) of the NCAP test programme. Similar to many proprietary
surfacings currently being laid on the trunk road network.

4 195 Hot-rolled Another length of hot rolled asphalt similar to Section 3a

asphalt but laid some years afterwards.

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2.2.2 Local roads

The route map shown in Figure A.2 in Appendix A shows the start positions of ten
sections (highlighted alternately blue and red), and participants were asked to mark the
start of each section at the exit of each preceding roundabout. Note that there are two
markers on each of Section 3 and Section 4, which is to avoid ambiguity because those
sections are interrupted by a small roundabout. The marker was repeated to avoid
introducing two additional short sections and increasing the number of location markers
to more than ten.
The exact location and length of each section to be used for analysis was determined
during post-processing, depending on the longitudinal homogeneity of the road surface.
The road route included surfaces with surface dressing, thin surfacing, hot rolled asphalt
and high friction surfacing (calcined bauxite) providing a range of skid resistance. Table
2.3 lists the test sections used for analysis, and their surface types.

Table 2.3 Description of test sections on the local road route

Section Approx. Surface

length (m)

1 250 Surface dressing

2a 700 Surface dressing

2b 80 High friction surfacing

3 750 Thin surfacing

4 500 Thin surfacing

5a 80 High friction surfacing

5b 700 Surface dressing

6 190 Surface dressing

7a 2000 Hot rolled asphalt

7b 350 Thin surfacing

8 2000 Hot rolled asphalt

2.3 Operation
GripTester operators were asked to arrive ready to begin testing using the operating
procedures advised in the manufacturer‟s instructions and according to the British
Standard (British Standards, 2000). Calibration of the GripTester before arrival was also
requested and the time available for last minute preparation prior to testing was limited.
GripTesters were set to report average skid resistance values at 5 m intervals.
The target speed for all testing was 50 km/h. Values recorded by a GripTester at a
recorded speed outside 10% of this target speed were discarded during post-processing.
The target water depth was 0.25 mm. According to the manufacturer and the Standard,
a water flow rate of 10.4 litres/minute will achieve this water depth at 50 km/h. Some
GripTesters do record flow rate, and it would therefore be possible to discard
measurements relating to flow rates deviating from the target for these devices.
However, some GripTesters attending did not report flow rate. Experience with annual
SCRIM correlation trials has suggested that the volume of water on the track throughout

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the running trials renders the effect of slight changes in individual machines‟ water depth
settings negligible. For these reasons, no attempt was made to account for water depth
deviations during data processing.
After a safety briefing, all participants made one familiarisation lap around each of the
two routes (described in Section 2.2.1). All participants - eleven GripTesters and two
SCRIMs - ran in convoy, allowing a minimum distance of 100 m between vehicles.
Participants then completed three „test sets‟ each consisting of three laps of each of the
two routes. The running order for the familiarisation lap and for the first test set was
such that the participants ran in the alphabetical order of their organisations (i.e. Atkins,
followed by Derbyshire, followed by Devon etc.). For the second test set, the running
order was reversed, and for the third an arbitrary running order was used, depending
only on the order in which the vehicles returned from refilling with water. Exceptions to
these orders were for the TRL vehicle which always led the convoy, and the two SCRIMs
which always followed behind the GripTesters.
After each test set, the survey files were collected from each GripTester and participants
were asked to confirm that they had sufficient water on board to complete the next test
set (three laps of each route is approximately 15 km). Participants requiring more water
used the water fill points available at the track side. As a further safety precaution,
vehicles travelled in a clockwise direction around the track circuit at all times.
On completion of three test sets on the track, the participants were issued with a map of
the pre-defined route on the local road network (described in Section 2.2.2).
Participants were dispatched at two minute intervals, and requested to complete two
laps of the route, marking the locations specified on their maps. After collection of test
data, the participants were free to leave. There was no defined running order, but one
of the SCRIMs tested the road route once before any of the GripTesters, and once after
all GripTesters had returned.

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3 Preliminary analysis of data

The large volume of skid resistance data was first analysed so that average values from
each GripTester on each section could be used for comparisons. Tables of the measured
GripNumbers can be found in the Appendices, and the following paragraphs briefly
describe the analyses that were applied to the GripTester data. Similar analyses were
made on the SCRIM data.

3.1 Definition of sub-sections

After removal of data outside the target speed range, measurements from each
individual GripTester were collated. Using the location reference markers input by the
operators, individual laps and then individual sections were segregated. Measurements
were plotted, and using the known lengths of the sections, contiguous measurements
were selected from which average values for each section or sub-section were
calculated. The graph in Figure 3.1 shows the measurements made by GripTester A on
Section 2 of the track for lap 2 of test set 1. The graph in Figure 3.2 shows the sub set
of these measurements that were finally used to obtain average values of skid resistance
for the two sub-sections, for that lap.
This process was followed for each lap, for each section and for each GripTester in turn.

0.9

0.8

0.7

0.6
GripNumber

0.5

0.4

0.3

0.2

0.1

0
0 50 100 150 200 250 300

Distance from Section location marker / m

Figure 3.1 Graph showing measurements made by GripTester A before sub-

sections have been defined

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0.9

0.8

0.7

0.6
GripNumber

Section 2 a
0.5

0.4

0.3

0.2

Section 2 b
0.1

0
0 50 100 150 200 250 300

Distance from Section location marker / m

Figure 3.2 Graph showing measurements made by GripTester A after sub-

sections have been defined

3.2 Removal of outlying average values

The tables in Appendix B show the average GripNumbers recorded by the GripTesters
during the nine test laps for each of the seven sections on the track. Cochrane‟s test
and Dixon‟s test (British Standards, 1994) were used to determine whether any of the
nine average values recorded for each sub-section should be discarded as an outlier for
each GripTester. If an individual average recorded for the section caused one of the test
statistics to be greater than the relevant 1 % critical value then that average value was
discarded. The values that have been discarded in all further processing are included in
the tables, but highlighted.
The tables in Appendix C show the average GripNumbers recorded by GripTesters on the
road route. There are only two repeat runs, and it has therefore not been possible to
determine if one or other of these measurements should be considered as an outlier.

3.3 Calculation of repeatability and reproducibility

Repeatability and reproducibility are the expected differences (with a probability of 95%)
between two measurements made under the same conditions, within a short space of
time, made by the same machine, and made by different machines, respectively.
The tables in Appendix B give values for between run standard deviation (sr) and
between machine standard deviation (sL) for the track sections. The subscript „L‟ stands
for „laboratory‟, used during inter-laboratory testing; in this case it refers to each
GripTester system, including tow vehicle and crew. These have been calculated using
the formulas given in the British Standard (British Standards, 1994), by pooling
between-run standard deviations for each machine and taking into account the number
of laps actually completed. The calculations do not use discarded values. Repeatability
and reproducibility, calculated using these standard deviations, are also shown.
Similarly, the tables in Appendix C give values for the pooled between run standard
deviation, between machine standard deviation and repeatability and reproducibility for
each section on the road. Note, however, that the values are calculated using the range
between the two repeat runs made by each GripTester, where necessary.

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4 Results
Average skid resistance measurements from each GripTester or SCRIM have been used
to make the following comparisons:
1. GripTester – GripTester comparison on track sections, including a calculation of
repeatability and reproducibility.
2. GripTester – GripTester comparison on road sections.
3. GripTester – SCRIM comparison using average measurements from all test
sections.

4.1 GripTester – GripTester comparison on track sections

4.1.1 Average GripNumbers on the track

Table 4.1 shows the average GripNumbers measured by each GripTester (averaged over
all valid repeat laps). The values highlighted in bold and italics are those measurements
which fall more than two standard deviations from the mean. There are no
measurements which fall more than three standard deviations from the mean. These
two thresholds are used to demonstrate the extent of the distribution for approximately
95% and 99% of the measurements respectively. Under normal measuring conditions, it
should be expected that 5% of measurements fall outside two standard deviations from
the mean without any indication of outlying behaviour. In this case, only 3 of the 77
values fall outside this threshold (equivalent to only 3.9% of the data).
Table 4.1 Average GripNumber measured on all track sections

Section GripTester

A B C D E F G H J K L

1a 0.56 0.67 0.53 0.59 0.55 0.55 0.62 0.63 0.57 0.73 0.64

1b 0.57 0.68 0.58 0.67 0.58 0.55 0.62 0.61 0.59 0.72 0.65

2a 0.44 0.46 0.47 0.48 0.46 0.46 0.51 0.54 0.48 0.54 0.52

2b 0.04 0.13 0.07 0.09 0.07 0.09 0.11 0.10 0.06 0.15 0.13

3a 0.68 0.69 0.68 0.71 0.71 0.62 0.70 0.74 0.71 0.77 0.74

3b 0.49 0.48 0.50 0.58 0.55 0.53 0.53 0.53 0.50 0.62 0.58

4 0.70 0.75 0.70 0.74 0.73 0.64 0.72 0.78 0.76 0.80 0.77

However, the 95% and 99% thresholds apply to normally distributed data and any
values falling at the tails of the distribution (whether outside these limits or not) should
do so randomly. The cells in Table 4.1 have been coloured to distinguish between the
GripTesters and Table 4.2 shows the values ordered by GripNumber magnitude, from left
to right. It is clear that GripTester K systematically measures skid resistance
considerably higher than the remainder of the fleet on all sections. The most likely
cause of this systematic difference is that GripTester K followed a slightly different test
line on the track. The same observation cannot be made on the road test sections (see
Section 4.2). When calculating the precision of the whole fleet on the track, therefore,
some consideration should be given to excluding the measurements made by GripTester
K. Table B.8 in Appendix B shows the distribution of these results graphically.

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Table 4.2 Average GripNumber measured on all track sections

ascending order of magnitude left to right, colour-coded for GripTesters

Section

1a 0.53 0.55 0.55 0.56 0.57 0.59 0.62 0.63 0.64 0.67 0.73

1b 0.55 0.57 0.58 0.58 0.59 0.61 0.62 0.65 0.67 0.68 0.72

2a 0.44 0.46 0.46 0.46 0.47 0.48 0.48 0.51 0.52 0.54 0.54

2b 0.04 0.06 0.07 0.07 0.09 0.09 0.10 0.11 0.13 0.13 0.15

3a 0.62 0.68 0.68 0.69 0.70 0.71 0.71 0.71 0.74 0.74 0.77

3b 0.48 0.49 0.50 0.50 0.53 0.53 0.53 0.55 0.58 0.58 0.62

4 0.64 0.70 0.70 0.72 0.73 0.74 0.75 0.76 0.77 0.78 0.80

4.1.2 GripTester precision on the track

Table 4.3 shows the average skid resistance measured by all GripTesters on the track
sections, pooled between run standard deviation (sr), repeatability, pooled between
machine standard deviation (sL) and reproducibility. Between machine standard
deviation (sL) and reproducibility are also shown for the fleet without GripTester K.
Values for sr and repeatability have only been calculated including GripTester K because
although its measurements are higher than the rest of the fleet, the variability within its
own measurements was consistent with the remaining GripTesters.
Repeatability and reproducibility values, calculated for each test section on the track are
independent of the level of skid resistance (plotting r or R against mean GN shows no
strong correlation), and therefore an average value of repeatability and reproducibility
can be calculated. In doing so, section 3b has been excluded because of the physical
variability of the surface caused by repeated braking on this surface. This is in line with
the practice in the annual SCRIM correlation trial when it is not used as one of the
reference surfaces.
Table 4.3 Precision of GripTesters on track sections

Section Mean sr r sL R Mean sL R

with GT K without GT K

1a 0.61 0.03 0.08 0.06 0.18 0.59 0.05 0.14

1b 0.62 0.02 0.06 0.05 0.16 0.61 0.04 0.13

Track sections

2a 0.49 0.02 0.05 0.04 0.11 0.48 0.03 0.10

2b 0.10 0.01 0.03 0.03 0.10 0.09 0.03 0.09

3a 0.70 0.02 0.05 0.04 0.11 0.70 0.03 0.11

3b 0.53 0.04 0.12 0.04 0.17 0.53 0.03 0.16

4 0.73 0.01 0.04 0.05 0.13 0.73 0.04 0.12

Average repeatability for the GripTester fleet, on the track is 0.05 GN.
Average reproducibility for the GripTester fleet, on the track, is 0.13 GN.
Average reproducibility for the GripTester fleet without GripTester K, on the track, is
0.12 GN.

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4.2 GripTester – GripTester comparison on road test sections

4.2.1 Average GripNumbers on the road

Table 4.4 shows the average GripNumber measured by each GripTester. As with
measurements on the track sections, values highlighted in bold and italics are those
measurements which fall more than two standard deviations from the mean. There are
more measurements falling outside two standard deviations from the mean – 8% of the
total number of average values. There are no measurements falling more than three
standard deviations from the mean. A slight increase in variability would be expected on
the road sections because the road carries considerably more traffic than the TRL track;
consequently the effect of varying test lines between GripTesters will be greater.
Table 4.4 Average GripNumber measured on all road sections

Section GripTester

A B C D E F G H J K L

1 0.46 0.47 0.49 0.57 0.50 0.47 0.47 0.63 0.54 0.55 0.55

2a 0.38 0.41 0.43 0.46 0.46 0.44 0.41 0.57 0.46 0.50 0.45

2b 0.76 0.79 0.79 0.81 0.90 0.75 0.79 1.02 0.87 0.91 0.83

3 0.60 0.61 0.60 0.65 0.62 0.53 0.59 0.66 0.67 0.67 0.68

4 0.62 0.62 0.61 0.65 0.64 0.55 0.61 0.70 0.68 0.70 0.67

5a 0.74 0.74 0.72 0.76 0.81 0.66 0.74 0.81 0.83 0.79 0.81

5b 0.42 0.44 0.45 0.48 0.49 0.45 0.43 0.60 0.46 0.50 0.48

6 0.45 0.46 0.48 0.48 0.46 0.39 0.46 0.50 0.49 0.53 0.51

7a 0.48 0.50 0.51 0.52 0.51 0.42 0.51 0.52 0.58 0.54 0.54

7b 0.62 0.68 0.63 0.66 0.63 0.54 0.65 0.66 0.70 0.71 0.71

8 0.45 0.48 0.49 0.48 0.49 0.41 0.46 0.50 0.54 0.53 0.52

Table 4.5 shows the same values, ordered by magnitude from left to right. When the
average GripNumbers are arranged in order, it is clear that the GripTester K is no longer
consistently measuring the highest skid resistance in comparison with the rest of the
GripTester fleet, although it is generally above average. Testing on the road network
represents normal operation for the crews. Differences between test line on the track
due to the mounting point of the tow-hitch relative to the vehicle wheel path, for
example, may not be reflected on the road because of each crew‟s experience with their
own GripTester during normal operation. Table C.12 in Appendix C shows the
distribution of these results graphically. It may be possible to observe patterns in the
distribution of the data – for example some GTs systematically reading higher on certain
surfacings, and lower on others. Investigation of these patterns is beyond the scope of
this project, but this is a subject that may merit further work.

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Table 4.5 Average GripNumber measured on all road sections

ascending order of magnitude left to right, colour-coded for GripTesters as
above

Section

1 0.46 0.47 0.47 0.47 0.49 0.50 0.54 0.55 0.55 0.57 0.63

2a 0.38 0.41 0.41 0.43 0.44 0.45 0.46 0.46 0.46 0.50 0.57

2b 0.75 0.76 0.79 0.79 0.79 0.81 0.83 0.87 0.90 0.91 1.02

3 0.53 0.59 0.60 0.60 0.61 0.62 0.65 0.66 0.67 0.67 0.68

4 0.55 0.61 0.61 0.62 0.62 0.64 0.65 0.67 0.68 0.70 0.70

5a 0.66 0.72 0.74 0.74 0.74 0.76 0.79 0.81 0.81 0.81 0.83

5b 0.42 0.43 0.44 0.45 0.45 0.46 0.48 0.48 0.49 0.50 0.60

6 0.39 0.45 0.46 0.46 0.46 0.48 0.48 0.49 0.50 0.51 0.53

7a 0.42 0.48 0.50 0.51 0.51 0.51 0.52 0.52 0.54 0.54 0.58

7b 0.54 0.62 0.63 0.63 0.65 0.66 0.66 0.68 0.70 0.71 0.71

8 0.41 0.45 0.46 0.48 0.48 0.49 0.49 0.50 0.52 0.53 0.54

4.2.2 GripTester precision on the road

Table 4.6 shows the average skid resistance measured by all GripTesters on the road
sections, pooled between run standard deviation (sr), repeatability, pooled between
machine standard deviation (sL) and reproducibility.
Table 4.6 Precision of GripTester on road test sections

Section Mean sr r sL R

1 0.52 0.05 0.14 0.05 0.21

2a 0.45 0.04 0.11 0.05 0.18

2b 0.84 0.05 0.14 0.08 0.26

3 0.63 0.05 0.13 0.05 0.18

Road sections

4 0.64 0.04 0.11 0.05 0.17

5a 0.76 0.05 0.14 0.05 0.20

5b 0.47 0.03 0.08 0.05 0.16

6 0.47 0.02 0.06 0.04 0.12

7a 0.51 0.03 0.09 0.04 0.14

7b 0.65 0.03 0.08 0.05 0.16

8 0.49 0.03 0.08 0.04 0.13

Average repeatability for the GripTester fleet, on the road is 0.10 GN.
Average reproducibility for the whole GripTester fleet, on the road, is 0.17 GN.

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4.3 GripTester - SCRIM comparison

The SCRIM measurements were treated in a similar way to the GripTester
measurements, except that the averaging length for each point is 10m and the standard
speed correction to 50 km/h was applied. None of the measurements from individual
runs were discarded as outliers using Dixon‟s or Cochrane‟s tests. Table 4.7 shows
SCRIM coefficients from each individual SCRIM for each section along with the average
SCRIM coefficient and the average GripNumber (not including GripTester K for the track
sections).
Using pooled between run standard deviations for individual SCRIM measurements on
each section on the track, the repeatability for SCRIM can be calculated as 0.03 SC. This
is identical to the value for repeatability stated in the British Standard (British Standards,
2006). The average difference between measurements made by the two SCRIMs on the
track is also 0.03 SC, and this is well within the stated reproducibility for the device.
Although it was not an intended goal for the trial, these measurements of precision for
the SCRIM confirm that the machines were operating normally during this running trial.
Table 4.7 Average SCRIM Coefficients and GripNumbers for all sections

Section SCRIM Mean Mean

SC GN
X Y

1a 0.49 0.50 0.49 0.59

1b 0.50 0.52 0.51 0.61

Track sections

2a 0.41 0.45 0.43 0.48

2b 0.14 0.16 0.15 0.09

3a 0.64 0.70 0.67 0.70

3b 0.56 0.62 0.59 0.53

4 0.66 0.69 0.68 0.73

1 0.48 0.51 0.49 0.52

2a 0.45 0.44 0.44 0.45

2b 0.67 0.71 0.69 0.84

3 0.55 0.54 0.55 0.63

Road sections

4 0.53 0.54 0.53 0.64

5a 0.70 0.66 0.68 0.76

5b 0.43 0.44 0.43 0.47

6 0.45 0.43 0.44 0.47

7a 0.47 0.47 0.47 0.51

7b 0.58 0.53 0.55 0.65

8 0.46 0.44 0.45 0.49

The graph in Figure 4.1 shows SCRIM coefficient against GripNumber for test sections on
the track (open symbols) and on the road (filled symbols). Section 3b on the track and
all measurements from Griptester K on the track have been excluded. Two linear trend

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lines have been drawn on the graph. The solid line has been forced to pass through the
origin and the broken line has not.
It is possible that the devices would not give the same reading on a theoretical zero-
friction surface, and the SCRIM-GripTester relationship below the lowest mutually
recorded skid resistance may not be linear. The measurements do suggest that a
relationship not passing through the origin is valid. However, a conversion based on the
zero-intercept correlation is simpler, and more similar to the most recent previous
correlation: SC = 0.85*GN (Frankland, 2004). It also represents the fail-safe position -
if this format is used for comparison against skidding standards then the risk of
overestimating a surface‟s skid resistance is reduced. This is demonstrated by the
construction lines drawn on the graph for conversion of the investigatory level SC=0.35.

1.0

0.9

0.8

0.7
SCRIM Coefficient

0.6

0.5

0.4

0.3

0.2

0.1

0.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

GripNumber

Figure 4.1 SCRIM coefficient vs GripNumber

It is recommended that the conversion formula for GripTester to SCRIM be updated to
reflect these findings:
SC = 0.89 * GN
This conversion should be used with caution and only in conjunction with a thorough
review of local skid resistance policies.

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5 Discussion
This trial tested the performance of the GripTester as a whole system, including
operating crew, tow vehicle, water delivery system, and the device itself. This differs
from the most recent trial (Frankland, 2004) which compared a relatively small number
of GripTesters, and used a rotating running order to minimise the number of different
tow vehicles involved.
Values for repeatability and reproducibility were calculated separately for the track and
for the road test sections. The values derived from measurements on the track are likely
to be closer to the variability of the GripTester system alone, with less influence from the
measured surface. Repeatability, calculated on the track, is 0.05 GN. In order to
compare this directly with repeatability for SCRIM, the conversion calculated in Section
4.3 should be applied, and this yields a repeatability of 0.04 SC. The reproducibility,
calculated on the track, is 0.12 GN, or 0.10 SC.
In the case of SCRIM, annual correlation trials are carried out in order to ensure that
variability within and between machines falls within defined boundaries. This is
significant when comparing skid resistance measurements against investigatory levels
set out in policy (Design Manual for Roads and Bridges, 2004), and the purpose is to
control the risk of overestimating the skid resistance on a road surface. Since
investigatory level boundaries are set at 0.05 SC intervals, it is desirable to target
variability within this range.
Any variability observed will necessarily be influenced by the GripTester trailer, the tow
vehicle (including the towing arrangement), the operator, the driver, the water flow
system and natural variation on the surface. The trials have shown that operators can
have confidence in measurements made by their own GripTester systems and repeat
measurements should be easily comparable. However, care should be taken when any
of the influencing factors listed are changed, and measurements made by different
GripTester systems may not be so consistent.
A significant factor in the variability is likely to be as a result of differing operating
practices, including the exact test line followed. It should be noted that an observation
made during the running trial was that the SCRIM crews, who had both previously
attended SCRIM correlation trials, were more experienced at the operation of their
vehicles in this situation, and were more familiar with the test sections, and the test
lines to be followed. Similar observations have been made in previous GripTester trials
(Roe, 1993), and this will only be mitigated through regular attendance at future trials.
The two SCRIMs measured skid resistance on the same sections following the same
prescribed test line. An updated conversion equation was calculated: SC = 0.89 * GN.
It is recommended that this conversion equation supersedes all previous versions and
that it is used with caution, in conjunction with a thorough review of local skid resistance
policies.

It is further recommended that:

A trial of this type should be held annually. It is likely that reproducibility (at
least from measurements made on a test track) will naturally decrease as
GripTester operators become familiar with the trial format
The GripTester for roads User Group establishes a standard operating procedure
for use during all survey work and during future trials
Future trials should include both road and track test sections, but more repeat
runs should be carried out on the road test sections so that repeatability can be
calculated more accurately on these sections

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Objective measurements to identify outlying GripTesters should be developed for

use in future trials. The data collected during this trial is a valuable resource and
could be used for development and validation of trial methodologies
GripTester users should be encouraged to attend future trials and voluntary,
independent, device accreditation should be considered.

Acknowledgements
The work described in this report was carried out in the Infrastructure Division of the
Transport Research Laboratory. The author is grateful to H Viner, P Roe, and D
Frankland who reviewed this report, to the ADEPT project team for advice and input, to
Findlay Irvine for technical support and to all the trial attendees.

References
British Standards. (2006). BS 7941-1. Methods for measuring the skid resistance of
pavement surfaces - Sideway-force coefficient routine investigation machine. London:
BSi.
British Standards. (2000). BS 7941-2. Surface friction of pavements - Test method for
measurment of surface skid resistance using the GripTester braked wheel fixed slip
device. London: BSi.
British Standards. (1994). BS ISO 5725. Accuracy (trueness and precision) of
measurement methods and results. London: BSi.
Design Manual for Roads and Bridges. (2004, August). Volume 7 Section 3, HD28/04,
Skid resistance . London: The Stationery Office.
Frankland, D. (2004). Report on Correlation of SCRIM with the Mark 2 GripTester Trial at
TRL, Crowthorne 21 April 2004. Glasgow: Jacobs Babtie.
Frankland, D. (2004). Report on GripTester Precision Trial at TRL, Crowthorne,
November 2003. Glasgow: Babtie Group.
Roe, P. G. (1993). A comparison of SCRIM and GripTester - report on collaborative trials
in May 1992. Crowthorne: TRL.

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Appendix A Maps

Figure A.1 Schematic plan of TRL track and location of test sections

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Figure A.2 Schematic map of local road route

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Appendix B Measurements made on the track

The following tables show average skid resistance values measured by all GripTesters for
each sub-section on the TRL track. Cells are blank where the GripTester failed to
complete a test set. Cells are highlighted in blue to show which values are judged to be
outliers at the 1 % level by Cochrane‟s and/or Dixon‟s tests. Values of standard
deviation, repeatability and reproducibility are calculated without including these
outliers.
Table B.1 Average GripNumbers measured on Section 1 a

Lap GripTester

A B C D E F G H J K L

1 0.61 0.31 0.58 0.63 0.56 0.58 0.64 0.65 0.58 0.71 0.67

2 0.56 0.66 0.55 0.60 0.56 0.58 0.65 0.65 0.57 0.76 0.65

3 0.57 0.71 0.62 0.54 0.58 0.61 0.63 0.57 0.76 0.63

4 0.61 0.69 0.55 0.59 0.57 0.51 0.62 0.63 0.60 0.79 0.64

5 0.54 0.65 0.53 0.56 0.54 0.55 0.62 0.59 0.57 0.67

6 0.52 0.66 0.51 0.59 0.56 0.57 0.58 0.60 0.59 0.58

7 0.57 0.73 0.54 0.61 0.55 0.54 0.61 0.64 0.57 0.74 0.63

8 0.52 0.62 0.51 0.62 0.54 0.51 0.64 0.66 0.55 0.70 0.65

9 0.52 0.67 0.50 0.54 0.54 0.54 0.64 0.62 0.56 0.66 0.64

sr sL r R

0.03 0.06 0.08 0.18

Table B.2 Average GripNumbers measured on Section 1 b

Lap GripTester

A B C D E F G H J K L

1 0.62 0.54 0.61 0.67 0.61 0.53 0.62 0.64 0.60 0.76 0.67

2 0.58 0.74 0.59 0.66 0.58 0.59 0.61 0.61 0.60 0.70 0.65

3 0.55 0.69 0.65 0.56 0.57 0.65 0.61 0.60 0.70 0.68

4 0.56 0.67 0.58 0.70 0.59 0.53 0.61 0.59 0.61 0.71 0.66

5 0.57 0.68 0.59 0.69 0.58 0.55 0.62 0.61 0.60 0.65

6 0.58 0.67 0.57 0.67 0.56 0.54 0.62 0.59 0.60 0.65

7 0.55 0.68 0.58 0.63 0.58 0.55 0.62 0.60 0.57 0.73 0.61

8 0.55 0.64 0.57 0.71 0.57 0.54 0.60 0.62 0.59 0.72 0.64

9 0.53 0.66 0.56 0.61 0.56 0.53 0.63 0.62 0.59 0.72 0.62

sr sL r R

0.02 0.05 0.06 0.16

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Table B.3 Average GripNumbers measured on Section 2 a

Lap GripTester

A B C D E F G H J K L

1 0.46 0.32 0.49 0.48 0.48 0.46 0.52 0.55 0.49 0.53 0.54

2 0.45 0.48 0.51 0.50 0.49 0.58 0.54 0.50 0.54 0.54

3 0.46 0.46 0.51 0.47 0.46 0.45 0.55 0.49 0.56 0.52

4 0.43 0.46 0.46 0.49 0.46 0.48 0.55 0.54 0.48 0.55 0.53

5 0.44 0.47 0.47 0.49 0.47 0.43 0.53 0.53 0.48 0.54

6 0.44 0.46 0.47 0.48 0.46 0.43 0.50 0.55 0.49 0.53

7 0.43 0.45 0.47 0.45 0.45 0.48 0.49 0.52 0.46 0.53 0.52

8 0.41 0.47 0.46 0.46 0.45 0.43 0.47 0.52 0.47 0.53 0.49

9 0.41 0.45 0.46 0.46 0.44 0.46 0.48 0.55 0.47 0.58 0.52

sr sL r R

0.02 0.04 0.05 0.11

Table B.4 Average GripNumbers measured on Section 2 b

Lap GripTester

A B C D E F G H J K L

1 0.05 0.01 0.07 0.10 0.07 0.11 0.08 0.10 0.06 0.14 0.13

2 0.04 0.12 0.09 0.07 0.08 0.07 0.08 0.06 0.16 0.15

3 0.05 0.10 0.11 0.08 0.09 0.11 0.08 0.06 0.16 0.14

4 0.04 0.14 0.08 0.10 0.08 0.10 0.13 0.09 0.06 0.16 0.13

5 0.04 0.11 0.06 0.12 0.07 0.10 0.11 0.09 0.06 0.13

6 0.04 0.12 0.08 0.09 0.08 0.09 0.13 0.11 0.07 0.14

7 0.05 0.14 0.07 0.09 0.07 0.10 0.12 0.10 0.06 0.13 0.13

8 0.03 0.15 0.06 0.08 0.06 0.06 0.12 0.10 0.06 0.14 0.12

9 0.03 0.12 0.07 0.08 0.07 0.09 0.10 0.10 0.07 0.16 0.15

sr sL r R

0.01 0.03 0.03 0.10

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Table B.5 Average GripNumbers measured on Section 3 a

Lap GripTester

A B C D E F G H J K L

1 0.69 0.71 0.74 0.73 0.61 0.71 0.74 0.72 0.78 0.76

2 0.69 0.69 0.74 0.71 0.62 0.74 0.75 0.72 0.91 0.77

3 0.69 0.69 0.74 0.74 0.64 0.71 0.75 0.74 0.80 0.75

4 0.66 0.68 0.67 0.73 0.71 0.62 0.69 0.73 0.71 0.77 0.73

5 0.68 0.70 0.69 0.72 0.69 0.63 0.69 0.74 0.71 0.89 0.75

6 0.68 0.70 0.69 0.71 0.69 0.63 0.71 0.74 0.72 0.75

7 0.67 0.68 0.68 0.68 0.69 0.62 0.69 0.74 0.70 0.75 0.72

8 0.65 0.67 0.68 0.68 0.70 0.61 0.67 0.73 0.71 0.75 0.71

9 0.68 0.68 0.68 0.68 0.69 0.62 0.68 0.74 0.71 0.74 0.73

sr sL r R

0.02 0.04 0.05 0.11

Table B.6 Average GripNumbers measured on Section 3 b

Lap GripTester

A B C D E F G H J K L

1 0.52 0.58 0.62 0.65 0.62 0.58 0.58 0.54 0.61 0.67

2 0.49 0.49 0.64 0.57 0.59 0.53 0.57 0.53 0.66 0.64

3 0.49 0.48 0.60 0.63 0.58 0.53 0.54 0.51 0.61 0.59

4 0.45 0.47 0.48 0.63 0.49 0.52 0.55 0.52 0.49 0.64 0.59

5 0.47 0.46 0.52 0.65 0.53 0.57 0.51 0.55 0.51 0.65 0.57

6 0.52 0.47 0.51 0.58 0.51 0.54 0.52 0.54 0.49 0.58

7 0.55 0.48 0.51 0.52 0.56 0.45 0.49 0.50 0.46 0.64 0.53

8 0.43 0.50 0.47 0.53 0.50 0.44 0.52 0.51 0.47 0.58 0.53

9 0.49 0.47 0.49 0.49 0.48 0.43 0.50 0.50 0.48 0.60 0.56

sr sL r R

0.04 0.04 0.12 0.17

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Table B.7 Average GripNumbers measured on Section 4

Lap GripTester

A B C D E F G H J K L

1 0.72 0.75 0.75 0.74 0.64 0.73 0.79 0.76 0.83 0.78

2 0.72 0.76 0.75 0.74 0.65 0.73 0.79 0.77 0.82 0.79

3 0.72 0.76 0.74 0.74 0.65 0.73 0.79 0.76 0.82 0.78

4 0.71 0.73 0.70 0.73 0.73 0.64 0.72 0.78 0.75 0.80 0.76

5 0.70 0.77 0.71 0.73 0.73 0.64 0.72 0.78 0.74 0.81 0.78

6 0.70 0.76 0.71 0.73 0.72 0.65 0.72 0.78 0.77 0.80 0.78

7 0.67 0.72 0.69 0.72 0.71 0.63 0.70 0.77 0.75 0.79 0.76

8 0.68 0.73 0.69 0.72 0.72 0.63 0.71 0.77 0.77 0.77 0.76

9 0.68 0.73 0.69 0.74 0.72 0.63 0.70 0.77 0.77 0.79 0.77

sr sL r R

0.01 0.05 0.04 0.13

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Table B.8 Table showing distribution of average GripNumbers for each

GripTester on all track sections
Track section
GN 1a 1b 2a 2b 3a 3b 4
0.01
0.02
0.03
0.04 A
0.05
0.06 J
0.07 E C
0.08
0.09 F D
0.1 H
0.11 G
0.12
0.13 B L
0.14
0.15 K

0.44 A
0.45
0.46 F B E
0.47 C
0.48 J D B
0.49 A
0.5 C J
0.51 G
0.52 L
0.53 C G F H
0.54 H K
0.55 F E F E
0.56 A
0.57 J A
0.58 E C L D
0.59 D J
0.6
0.61 H
0.62 G G F K
0.63 H
0.64 L F
0.65 L
0.66
0.67 B D
0.68 B A C
0.69 B
0.7 G C A
0.71 E D J
0.72 K G
0.73 K E
0.74 H L D
0.75 B
0.76 J
0.77 K L
0.78 H
0.79
0.8 K
0.81
0.82
0.83
0.84
0.85

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Appendix C Measurements made on the road

The following tables show average skid resistance values measured by all GripTesters for
each sub-section on the local road route.
Table C.1 Average GripNumbers measured on Section 1

Lap GripTester

A B C D E F G H J K L

1 0.43 0.45 0.46 0.54 0.50 0.46 0.46 0.59 0.49 0.55 0.53

2 0.49 0.48 0.51 0.59 0.49 0.48 0.48 0.66 0.59 0.56 0.56

sr sL r R

0.05 0.05 0.14 0.21

Table C.2 Average GripNumbers measured on Section 2 a

Lap GripTester

A B C D E F G H J K L

1 0.36 0.40 0.43 0.46 0.49 0.41 0.40 0.53 0.45 0.52 0.43

2 0.40 0.43 0.44 0.46 0.43 0.47 0.42 0.61 0.47 0.48 0.48

sr sL r R

0.04 0.05 0.11 0.18

Table C.3 Average GripNumbers measured on Section 2 b

Lap GripTester

A B C D E F G H J K L

1 0.73 0.75 0.78 0.81 0.91 0.78 0.77 1.00 0.87 0.91 0.78

2 0.79 0.82 0.80 0.80 0.89 0.72 0.81 1.03 0.87 0.91 0.88

sr sL r R

0.05 0.08 0.14 0.26

Table C.4 Average GripNumbers measured on Section 3

Lap GripTester

A B C D E F G H J K L

1 0.56 0.59 0.58 0.65 0.61 0.51 0.58 0.65 0.63 0.65 0.64

2 0.63 0.63 0.63 0.66 0.63 0.55 0.60 0.68 0.70 0.69 0.72

sr sL r R

0.05 0.05 0.13 0.18

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Table C.5 Average GripNumbers measured on Section 4

Lap GripTester

A B C D E F G H J K L

1 0.58 0.61 0.59 0.64 0.64 0.54 0.60 0.69 0.65 0.70 0.63

2 0.65 0.63 0.63 0.66 0.64 0.57 0.61 0.72 0.71 0.71 0.71

sr sL r R

0.04 0.05 0.11 0.17

Table C.6 Average GripNumbers measured on Section 5 a

Lap GripTester

A B C D E F G H J K L

1 0.71 0.73 0.70 0.73 0.80 0.68 0.73 0.78 0.81 0.77 0.77

2 0.78 0.75 0.74 0.79 0.81 0.64 0.76 0.84 0.85 0.81 0.85

sr sL r R

0.05 0.05 0.14 0.20

Table C.7 Average GripNumbers measured on Section 5 b

Lap GripTester

A B C D E F G H J K L

1 0.39 0.43 0.43 0.48 0.48 0.45 0.43 0.60 0.45 0.50 0.46

2 0.45 0.46 0.46 0.47 0.50 0.45 0.43 0.61 0.48 0.50 0.51

sr sL r R

0.03 0.05 0.08 0.16

Table C.8 Average GripNumbers measured on Section 6

Lap GripTester

A B C D E F G H J K L

1 0.43 0.46 0.49 0.48 0.46 0.38 0.45 0.50 0.49 0.54 0.49

2 0.47 0.46 0.47 0.48 0.45 0.40 0.47 0.50 0.50 0.52 0.53

sr sL r R

0.02 0.04 0.06 0.12

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Table C.9 Average GripNumbers measured on Section 7 a

Lap GripTester

A B C D E F G H J K L

1 0.47 0.49 0.49 0.52 0.50 0.42 0.50 0.53 0.56 0.54 0.51

2 0.50 0.51 0.53 0.52 0.52 0.42 0.52 0.52 0.60 0.55 0.58

sr sL r R

0.03 0.04 0.09 0.14

Table C.10 Average GripNumbers measured on Section 7 b

Lap GripTester

A B C D E F G H J K L

1 0.61 0.67 0.62 0.65 0.62 0.53 0.64 0.66 0.69 0.70 0.68

2 0.64 0.69 0.65 0.67 0.63 0.55 0.66 0.67 0.72 0.72 0.73

sr sL r R

0.03 0.05 0.08 0.16

Table C.11 Average GripNumbers measured on Section 8

Lap GripTester

A B C D E F G H J K L

1 0.44 0.46 0.49 0.49 0.47 0.41 0.46 0.50 0.53 0.53 0.49

2 0.46 0.49 0.50 0.48 0.50 0.41 0.46 0.50 0.55 0.54 0.56

sr sL r R

0.03 0.04 0.08 0.13

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Table C.12 Table showing distribution of average GripNumbers for each

GripTester on all road sections
Road section
GN 1a 2a 2b 3a 4a 5a 5b 6a 7a 7b 8a
0.35
0.36
0.37
0.38 A
0.39 F
0.4
0.41 G B F
0.42 A F
0.43 C G
0.44 F B
0.45 L C F A A
0.46 A D J E J B E G G
0.47 B G F
0.48 D L D C A B D
0.49 C E J E C
0.5 E K K H B H
0.51 L E C G
0.52 H D L
0.53 F K K
0.54 J L K F J
0.55 L K F
0.56
0.57 D H
0.58 J
0.59 G
0.6 A C H
0.61 B G C
0.62 E A B A
0.63 H E C
0.64 E
0.65 D D G
0.66 H F D H
0.67 J K L
0.68 L J B
0.69
0.7 H K J
0.71 L K
0.72 C
0.73
0.74 B G A
0.75 F
0.76 A D
0.77
0.78
0.79 B C G K
0.8
0.81 D H E L
0.82
0.83 L J
0.84
0.85
0.86
0.87 J
0.88
0.89
0.9 E
0.91 K
0.92
0.93
0.94
0.95
0.96
0.97
0.98
0.99
1
1.01
1.02 H
1.03
1.04
1.05

TRL 26 PPR497
GripTester trial – October 2009

A GripTester trial was carried out in Crowthorne on 13th October 2009. Members of the GripTester
for roads User Group were invited to attend and eleven GripTesters participated. Skid resistance was
measured by all machines, each having their own dedicated tow vehicle and crew, on sections of
the TRL test track and on sections of local in-service roads. This report summarises the analysis of
skid resistance results, and details the comparisons made between GripTesters, as well as estimates
for the repeatability and reproducibility of the fleet.
In addition, two SCRIM (sideway force coefficient routine investigation machine) vehicles were
invited to attend, and skid resistance was measured using these devices on the same surfaces. A
correlation between mean SCRIM Coefficient and GripNumber has been calculated and is presented
in this report.
As part of an ongoing commitment to improving the standing of the GripTester leading towards
formal accreditation, recommendations for future trials are made.

Other titles from this subject area

PPR388 SCANNER accredited surveys on local roads in England – accreditation, QA and audit testing – annual
report 2007–08. P Werro, I Robinson, A Wright. 2009

RN39 Design guide for road surface dressing, 6th edition. C Roberts and J C Nicholls. 2008

PPR315 Measuring skid resistance without contact. A Dunford. 2008

PPR304 Recycled asphalt in surfacing materials: a case study of carbon dioxide emission savings. I Schiavi,
I Carswell and M Wayman. 2008

PPR299 Automated detection of fretting on HRA surfaces. S McRobbie and G Furness. 2008

PPR253 Investigation of the effects of pavement stiffness on fuel consumption. E Benbow, J Iaquinta, R Lodge and
A Wright. 2008

PPR205 Early life skid resistance – an assessment of accident risk. M J Greene and L Crinson. 2008

TRL660 Durability of thin asphalt surfacing systems. Part 3: Findings after six years’ monitoring. J C Nicholls,
I Carswell, C Thomas and L K Walter. 2007

Price code: 2X
ISSN 0968-4093
TRL Published by IHS
Crowthorne House, Nine Mile Ride Willoughby Road, Bracknell
Wokingham, Berkshire RG40 3GA Berkshire RG12 8FB
PPR497

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