Contrary to conventional wisdom favouring smooth surfaces for drag reduction, the last decades have brought forth different textured surfaces showing drag reduction in turbulent boundary layers, of which riblets are the most studied. Sirovich and Karlson (1997) introduced a different textured surface named chevron-shaped protrusions, indicating a drag reduction of 10% in turbulent channel flows. Later studies questioned their efficacy as no credible reproduction of the results was obtained throughout the years. The last credible reproduction study by Carrasco Grau et al. (2023) suggested that the reasons for this discrepancy could reside in the difference in model and test section size. All reproduction studies were performed in facilities with external boundary layers instead of internal and with a covered area no longer than 0.8 meters, instead of the 8-meter-long channel flow which was fully covered in these chevrons from the original study. This work will investigate just that, using a channel flow facility with dimensions more akin to that used by Sirovich and a model size of 2.4 meters. The study assembles and characterises an improved channel flow facility with dimensions identical to those used by tay et al. (2011) at the National University of Singapore (NUS), measuring a total length of eight meters and a test section of 2.4 meters. This facility used an array of 29 static pressure taps to determine the skin friction via the mean pressure gradient method, and utilised hot wire measurements in the midpoint of the test section for investigation of the flow mechanics of the chevrons. The measurements performed on a flat plate were compared to the results obtained at the NUS to characterise the facility and validate its suitability for single-point drag measurements in the order of 5-10% increase or decrease. Once this was confirmed the different configurations of chevron-shaped protrusions were investigated. The key findings of this study are twofold. Firstly, the developed channel flow facility at DUT proves proficient in generating canonical boundary layer profiles, enabling accurate skin friction measurements of textured surfaces. The facility provides good hot-wire measurements without sensor vibrations capable of investigating the boundary layer characteristics in this facility. Secondly, the study establishes that chevron-shaped protrusions are likely unsuited for reducing turbulent skin friction in turbulent channel flows. Despite an inability to definitively disprove the working hypothesis, the observed increase in drag suggests that the technique's efficacy is not determined by the facility type and model size. It is not considered worthwhile to conduct additional research into chevron-shaped protrusions as a potential technique for reducing drag in turbulent boundary layers. However, the minimal drag penalty associated with this technique opens new possibilities for the application of this technique in the aviation sector, mainly in aiding with separation control and heat transfer.