1.1 本试验方法包括使用平均型点测量减速计测量冬季污染路面表面的摩擦特性。如果使用数据电话，则应满足本标准中使用减速计一词的所有要求。该方法产生的读数与装有充气橡胶轮胎的测试车辆在所有车轮锁定的情况下制动所承受的减速度成比例。冬季污染路面区段的摩擦指数由在冬季污染路面区段上记录的几个减速测量值的平均值确定。 1.2 本试验方法适用于平均型点测减速计。 1.3 本试验方法适用于下列冬季污染路面表面条件:1.3.1 冰； 1.3.2 湿冰（覆盖有深度不足以引起打滑的水分薄膜的冰）； 1.3.3 压实的雪，任何深度； 1.3.4 冰上的雪泥，雪泥深度不超过3毫米（0.1英寸）； 1.3.5 松散的干雪，深度不超过25毫米（1英寸）； 1.3.6 冰上控冰化学溶液；和 1.3.7 冰上的沙子。 1.4 当存在以下冬季污染路面状况时，不得使用本试验方法: 1.4.1 裸露路面上的水； 1.4.2 雪泥；和 1.4.3 超过25毫米（1英寸）的松散积雪。）深度。 1.5 以SI单位表示的值应被视为标准。括号中的值以英寸-磅为单位，并不完全等价；因此，每个系统必须独立使用，不能以任何方式组合值。1.6 本标准并不旨在解决与其使用相关的所有安全性问题（如果有）。本标准的使用者有责任在使用前建立适当的安全、健康和环境实践并确定法规限制的适用性。 1.7 本国际标准是根据世界贸易组织技术性贸易壁垒委员会发布的《关于制定国际标准、指南和建议的原则的决定》中确立的国际公认的标准化原则制定的。 ======意义和用途====== 5.1 了解冬季污染路面的摩擦特性对于评估在路面上运行的地面车辆或飞机的制动力至关重要。路面表面上污染物的存在将以难以仅通过目视观察评估的方式影响表面的摩擦特性。冬季污染的路面表面的摩擦特性可以使用点测量减速计来表征，该点测量减速计提供表面摩擦的测量并帮助评估路面冬季维护要求。 5.2 该试验方法产生的测量值不应作为确定路面冬季养护要求的唯一标准。测量通常与视觉和其他观察相结合，以提供对路面状况的更完整的分析。操作者需要一定的判断力，因为该测试方法仅提供表面状况的“现场”测量。操作者的目标是识别可能具有较低摩擦的冬季污染路面表面的区域，然后获得这些区域中的摩擦测量值。与实际摩擦电位相比，这使得测试方法本质上有些保守。 5.3 该测试方法产生的测量结果取决于测试车辆参数和车辆操作者的制动技术。

1.1 This test method covers the measurement of the frictional properties of winter-contaminated pavement surfaces using an averaging-type spot measuring decelerometer. If a data phone is used, it should meet all the requirements where the word decelerometer is used in this standard. The method produces a reading that is proportional to the deceleration sustained by a test vehicle fitted with pneumatic rubber tires braking with all wheels locked. A friction index for a section of winter-contaminated pavement is determined from the average of several deceleration measurements recorded over the section of winter-contaminated pavement. 1.2 This test method is applicable to averaging-type spot measuring decelerometers. 1.3 This test method is applicable to the following winter-contaminated pavement surface conditions: 1.3.1 Ice; 1.3.2 Wet ice (ice covered with a thin film of moisture of a depth insufficient to cause hydroplaning); 1.3.3 Compacted snow, any depth; 1.3.4 Slush on ice, slush not exceeding 3 mm (0.1 in.) in depth; 1.3.5 Loose, dry snow, not exceeding 25 mm (1 in.) in depth; 1.3.6 Ice control chemical solution on ice; and 1.3.7 Sand on ice. 1.4 This test method shall not be used when the following winter-contaminated pavement surface conditions are present: 1.4.1 Water on a bare pavement surface; 1.4.2 Slush; and 1.4.3 Loose snow exceeding 25 mm (1 in.) in depth. 1.5 The values stated in SI units are to be regarded as the standard. The values in parentheses are in inch-pound units and are not exact equivalents; therefore, each system must be used independent of the other, without combining values in any way. 1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. 1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ====== 5.1 Knowledge of the frictional properties of a winter-contaminated pavement surface is essential to evaluate the braking effort of ground vehicles or aircraft operating on a pavement surface. The presence of contaminants on a pavement surface will affect the frictional properties of the surface in a manner which is difficult to evaluate by visual observation alone. The frictional properties of a winter-contaminated pavement surface can be characterized using a spot measuring decelerometer which provides a measurement of the surface friction and assists with the evaluation of pavement winter maintenance requirements. 5.2 The measurements produced by this test method should not be used as the sole criteria to determine pavement winter maintenance requirements. The measurements would normally be combined with visual and other observations to provide a more complete analysis of the pavement surface conditions. A certain amount of discretion is required on the part of the operator, as this test method provides only a “spot” measurement of the surface condition. The objective of the operator is to identify areas of the winter-contaminated pavement surface which may have lower friction and then obtain friction measurements in those areas. This makes the test method somewhat conservative by nature in comparison to the actual friction potential. 5.3 The measurements produced by this test method are dependent on the test vehicle parameters and on the braking technique of the vehicle operator.