## 1 Introduction  
Although a number of elements frequently contribute to traffic accidents, the interaction between tires and asphalt surfaces is a critical safety criterion. Surface texture, which influences surface drainage and skid resistance, is intimately related to this interaction. Maintaining adequate friction between a vehicle's tires and the road depends on skid resistance, which is the force created when a tire stops spinning and slides down the pavement surface. A key component of road safety is skid resistance, particularly in regions where cars require more friction, including intersections, horizontal curves, and other crucial spots, or when the road surface is wet. According to studies, surface treatments can be a useful way to improve skid resistance in areas that need more friction. A spot pavement surfacing treatment called High Friction Surface Treatment (HFST) is used in places where there is a high need for friction, including curves and other crash-prone regions. It has been shown that this technique greatly improves skid resistance and lowers collision rates [1; 2; 3]. The everyday counts program of the Federal Highway Administration (FHWA) states that HFST entails applying premium aggregates to high-crash zones that are currently or may become such in the future. The goal of this application is to quickly and dramatically lower certain collision types, as well as the associated injuries and fatalities. In order to help drivers maintain more control in both dry and wet driving situations, HFST helps restore or sustain pavement friction [4]. Several techniques for determining skid resistance have been tested and proven in earlier research. Skid resistance measurement techniques can be classified as direct or indirect depending on the testing objectives. The assessment of pavement textures, including macro and micro textures, is the main objective of indirect measurement techniques. Direct measurement techniques, on the other hand, assess skid resistance by measuring frictional characteristics like the tested vehicles' deceleration, braking distance, and coefficient of friction between the tires and pavement. Aside from that, skid resistance is measured using both lab and field tests. Different sliding pavement friction measurement techniques are used in lab settings. Because of its affordability, portability, and simplicity of use, the British Pendulum Tester (BPT) is utilized extensively. Nevertheless, there are some significant shortcomings with the BPT: (1) Data fluctuation is frequent, especially when testing coarse pavements; (2) the testing mechanism is very different from actual tire-pavement contact conditions, so the results are not sufficient to describe the true frictional behaviors of pavements [5; 6; 7; 8; 9; 10]. Data collection on the frictional behaviors of tires and pavement is made simpler by the Dynamic Friction Tester (DFT), which can assess the frictional characteristics of pavement at various speeds, including high speeds, unlike the low-speed sliding contact measured by the BPT. The DFT may be used to perform pavement friction studies in a lab setting or in the field. Additionally, the DFT is commonly used in combination with other laser-based testing methods or pavement texture measurement instruments such as the Circular Track Meter (CTM) to evaluate pavement skid resistance. Nonetheless, the DFT's accuracy in estimating the in situ frictional coefficient may be lowered due to notable discrepancies between the DFT and real tire-pavement frictional behaviors. The tire's impact on the pavement is largely disregarded because it is reduced to a rubber pad. For example, while slip ratio greatly affects tire-pavement friction during tire braking, the DFT is unable to fully assess its impact on pavement. Furthermore, in real-world scenarios, the pavement's changing response under various slip ratios is not captured [11; 12; 13; 14; 15].