As the commitment to improve highway safety emerged in the late 1960s and the philosophy of safer roadsides and clear zones took hold nationally there were maintenance issues that challenged the highway engineer to find a practical solution. Prominent among these issues were (a) tire–pavement available friction, (b) influence of potholes and road surface roughness, (c) water accumulations, and (d) influence of pavement edge drop-offs. These issues were important because these conditions can never be completely eliminated in all roadways all the time. Thus it was important to be able to prioritize treatment of these conditions so that with limited funds the highest influence on safety could be achieved. This need was addressed by the Transportation Research Board (TRB) Surface Properties–Vehicle Interaction (AFD90) Committee. This committee set up a task group on Roadway Surface Discontinuities and Safety. That group was active from 1980 until the publication of TRB’s first state of the art report in 1983. That report, “The Influence of Roadway Surface Discontinuities on Safety,” was the culmination of the task group’s work. In subsequent years many of the members of the original task group remained active in the various areas of relevant study. In so doing, they were acutely aware that by 2003 TRB’s first state of the art report no longer reflected the state of the art and that revision was needed in areas where new information obtained through both research and experience had become available. The TRB Surface Properties–Vehicle Interaction (AFD90) Committee set up a new task group to update the 1983 State of the Art Report 1 (SOAR 1) in 2003. That new group is composed of members of the original task group plus others enlisted to provide expertise in various areas. Members of the new task group have rewritten sections of SOAR 1 (1983), retaining that information still viable and changing and adding new information. The result is this report. The most important changes since SOAR 1 was published are 1. Hydroplaning. It was found, contrary to common engineering understanding in 1983, that large tractor/trailer rigs (18 wheelers) were also subject to hydroplaning at usual highway speeds when in an unloaded condition. Further advances were made in predicting hydroplaning critical speeds. 2. Holes and Bumps. Research was completed in defining road roughness frequencies that are most influential in affecting tire–pavement friction. Due to the style changes initiated by automobile manufacturers that make 17 to 20 inch rims available, these modern rims are more susceptible to damage and thus to air-outs due to interaction with holes, bumps, and edges. 3. Edge Conditions. In 1983 few tests of edge conditions above 55 mph had been conducted. Speed limits of 70 mph are now common. Recent research has shown some pavement edges to be of more concern at elevated speeds resulting in changes in some maintenance and construction recommendations. Research on certain edge shapes has shown safety improvements that can be made during construction and maintenance. These improved methods are gaining acceptance through a combination of research and positive experience. 4. Positive Effects of Road Surface Discontinuities has been added. It deals with positive influences of discontinuities such as rumble lines, rumble strips, rumble zones, and speed bumps. These innovations, powerfully cost effective, are expected to become widespread in use. The current objectives of TRB Committee AFD90 in preparing this report are consistent with those originally stated in 1983. The writers trust that this document will be useful to practicing highway engineers in making evaluations of maintenance guidelines and priorities.

Influence of Roadway Surface Discontinuities on Safety / D.L. Ivey; F. La Torre; F.M. Council; Lindsay I. Griffin III; S.L. Hallmark; J. Humpreys; J.C. Wambold; R.A. Zimmer; D.L. Sicking; F. Julian; W.A. Johnson; E.F. Nordlin; J.C. Burns; W.E. Meyer; G.F. Hayoe; J.J. Henry; T. Yager; B. Gallaway; M. Mounce; T.D. Gillespie. - ELETTRONICO. - E-C134:(2009), pp. 1-80.

Influence of Roadway Surface Discontinuities on Safety

LA TORRE, FRANCESCA;
2009

Abstract

As the commitment to improve highway safety emerged in the late 1960s and the philosophy of safer roadsides and clear zones took hold nationally there were maintenance issues that challenged the highway engineer to find a practical solution. Prominent among these issues were (a) tire–pavement available friction, (b) influence of potholes and road surface roughness, (c) water accumulations, and (d) influence of pavement edge drop-offs. These issues were important because these conditions can never be completely eliminated in all roadways all the time. Thus it was important to be able to prioritize treatment of these conditions so that with limited funds the highest influence on safety could be achieved. This need was addressed by the Transportation Research Board (TRB) Surface Properties–Vehicle Interaction (AFD90) Committee. This committee set up a task group on Roadway Surface Discontinuities and Safety. That group was active from 1980 until the publication of TRB’s first state of the art report in 1983. That report, “The Influence of Roadway Surface Discontinuities on Safety,” was the culmination of the task group’s work. In subsequent years many of the members of the original task group remained active in the various areas of relevant study. In so doing, they were acutely aware that by 2003 TRB’s first state of the art report no longer reflected the state of the art and that revision was needed in areas where new information obtained through both research and experience had become available. The TRB Surface Properties–Vehicle Interaction (AFD90) Committee set up a new task group to update the 1983 State of the Art Report 1 (SOAR 1) in 2003. That new group is composed of members of the original task group plus others enlisted to provide expertise in various areas. Members of the new task group have rewritten sections of SOAR 1 (1983), retaining that information still viable and changing and adding new information. The result is this report. The most important changes since SOAR 1 was published are 1. Hydroplaning. It was found, contrary to common engineering understanding in 1983, that large tractor/trailer rigs (18 wheelers) were also subject to hydroplaning at usual highway speeds when in an unloaded condition. Further advances were made in predicting hydroplaning critical speeds. 2. Holes and Bumps. Research was completed in defining road roughness frequencies that are most influential in affecting tire–pavement friction. Due to the style changes initiated by automobile manufacturers that make 17 to 20 inch rims available, these modern rims are more susceptible to damage and thus to air-outs due to interaction with holes, bumps, and edges. 3. Edge Conditions. In 1983 few tests of edge conditions above 55 mph had been conducted. Speed limits of 70 mph are now common. Recent research has shown some pavement edges to be of more concern at elevated speeds resulting in changes in some maintenance and construction recommendations. Research on certain edge shapes has shown safety improvements that can be made during construction and maintenance. These improved methods are gaining acceptance through a combination of research and positive experience. 4. Positive Effects of Road Surface Discontinuities has been added. It deals with positive influences of discontinuities such as rumble lines, rumble strips, rumble zones, and speed bumps. These innovations, powerfully cost effective, are expected to become widespread in use. The current objectives of TRB Committee AFD90 in preparing this report are consistent with those originally stated in 1983. The writers trust that this document will be useful to practicing highway engineers in making evaluations of maintenance guidelines and priorities.
2009
E-C134
1
80
D.L. Ivey; F. La Torre; F.M. Council; Lindsay I. Griffin III; S.L. Hallmark; J. Humpreys; J.C. Wambold; R.A. Zimmer; D.L. Sicking; F. Julian; W.A. Johnson; E.F. Nordlin; J.C. Burns; W.E. Meyer; G.F. Hayoe; J.J. Henry; T. Yager; B. Gallaway; M. Mounce; T.D. Gillespie
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Utilizza questo identificatore per citare o creare un link a questa risorsa: https://hdl.handle.net/2158/606983
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