Calibration of inertial consistency models on North Carolina two-lane rural roads

Llopis-Castelló, David; Findley, Daniel J.; Torregrosa, Francisco Javier Camacho; García, Alfredo

doi:10.1016/j.aap.2019.03.013

Cited by 14 publications

(6 citation statements)

References 29 publications

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“…The forecast results of the traffic volume, with an 8% of design traffic growth rate, are presented in Table 3. Assuming that the pavement does not undergo maintenance treatment, the supply of the lateral friction factor for vehicles at different speeds during the operation was obtained on the basis of Equations ( 7) and ( 9)- (11), with the results shown in Figure 3. Taking the operation to the end of first year as an example, it can be obtained the f 60 is 0.43 based on Equations ( 9) and ( 10) with the traffic volume in Table 3 as the parameters.…”

Section: Supply Of Friction Factor and Superelevation Variation Predi...mentioning

confidence: 99%

“…Taking the operation to the end of first year as an example, it can be obtained the f 60 is 0.43 based on Equations ( 9) and ( 10) with the traffic volume in Table 3 as the parameters. Subsequently, the f V at different speed V km/h can be calculated according to Equation (11), which serve as the f x in Equation (7). Finally, the f s at different speed can be obtained from Equation (7).…”

Section: Supply Of Friction Factor and Superelevation Variation Predi...mentioning

confidence: 99%

“…According to Lamm [9], evaluating road traffic safety should encompass inspections across three critical domains: design consistency, operating speed consistency, and driving dynamic consistency. In addition, several studies have proposed an array of assessment indicators and criteria, including speed profile [10] and driver expectancy [11].…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Limited Response of Curve Safety Level to Friction Factor and Superelevation Variation under Repeated Traffic Loads

Xu,

Jia,

Gao

et al. 2023

Sustainability

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Although road horizontal curves are high-risk sections for accidents, current road safety assessments often neglect the dynamic evolution of superelevation and the friction factor. The connotation for road safety level was clarified by examining the significance of road factors in traffic safety through the systemic characteristics of roads. Among these characteristics, curve safety level is determined by the ratio of the supply and demand of the lateral friction factor. On the basis of international standards and specifications, this study clarified the design supply and demand of friction factors for curve by considering the distribution of tangential and lateral friction factors. Expanding on the steady-state bicycle model while accounting for road geometric parameters and vehicle operation characteristics, the lateral friction factor demanded for vehicles was quantified. Meanwhile, the characteristics of the friction factor supplied and the superelevation variation were analyzed by using the road service life as a variable, along with their influence on the actual supply of the friction factor and the curve safety level. The results of the analysis indicate a rapid decrease in curve safety level during the first two years of road utilization, followed by a slower declining trend, with a significant 27% reduction in curve safety level by the end of the second year. Furthermore, the decline in the curve safety level is mainly attributed to variations in the road surface friction factor, whereas the influence of superelevation variation on the curve safety level is restricted. In the absence of maintenance interventions, the curve safety level will decrease by over 30% after three years of operation. Controlling operational speed is one of the effective measures for ensuring traffic safety. Meanwhile, the impact of the friction factor and the superelevation variation on the curve safety level accumulates over time, thus causing drivers to have difficulty perceiving these alterations. Therefore, dynamic safety evaluations that account for the fluctuation in the friction factor and superelevation induced by repetitive vehicle loading must be undertaken.

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Section: Supply Of Friction Factor and Superelevation Variation Predi...mentioning

confidence: 99%

Section: Supply Of Friction Factor and Superelevation Variation Predi...mentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Limited Response of Curve Safety Level to Friction Factor and Superelevation Variation under Repeated Traffic Loads

Xu,

Jia,

Gao

et al. 2023

Sustainability

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“…Además, puede inferirse que un gran número de accidentes está relacionado con las interrelaciones de las condiciones geométricas del trazado con el factor humano, lo que por sí solo justifica la importancia del estudio. Varios investigadores coinciden en que la velocidad de operación se define como el percentil 85 de la distribución de velocidades a la que operan los vehículos ligeros en condiciones de flujo libre (Choudhari & Maji, 2019;García-Ramírez & Damián Alverca, 2019;Llopis-Castelló et al, 2019;Malaghan et al, 2020;Saleem & Persaud, 2017;Sil et al, 2018). El percentil 85 es el más empleado porque representa aproximadamente la velocidad a la que operan los conductores y que se considera segura.…”

Section: Introductionunclassified

Modelos de velocidad de operación de carreteras rurales en terreno llano en Costa Rica

et al. 2021

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Por varias décadas, en la práctica ingenieril se ha evaluado la influencia del trazado de la carretera en la seguridad vial mediante el análisis de la consistencia; para ello es necesario contar con los perfiles de velocidad de operación del proyecto nuevo o de la carretera existente. Con este fin, generalmente, se emplean modelos de velocidad de operación existentes que fueron desarrollados para otras condiciones, regiones o países. En los análisis de consistencia del trazado es imprescindible contar con la información de la planta, el perfil del proyecto y la velocidad de operación de los vehículos. Una de las principales dificultades y fuentes de error en estos análisis radica en determinar la velocidad de operación. El objetivo del trabajo es desarrollar modelos de predicción de velocidad de operación para Costa Rica que consideren las características del trazado y las condiciones del parque vehicular. El procedimiento seguido incluye una serie de etapas, desde el análisis de las carreteras del territorio hasta el desarrollo de los modelos de predicción del perfil de velocidad y su validación. Como resultado de la investigación se proponen, por primera vez en Costa Rica, modelos de predicción de las velocidades de operación de las rutas nacionales con características rurales en terreno llano. Se demuestra que las ecuaciones propuestas presentan menores errores de estimación si se comparan con algunos de los modelos más usados internacionalmente.

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“…Given the rise in design inconsistency, the chances of fatal and injury crashes increase. Llopis-Castelló et al ( 25 ) found that the chances of crashes are reduced at the particular horizontal curves as the GDC increases. Gemechu and Tulu ( 26 ) revealed that the crash frequency is inversely related to design consistency.…”

mentioning

confidence: 99%

Modified Geometric Design Consistency Criteria for Two-Lane Rural Highways Based On Crash Severity

Goyani

Arkatkar

Joshi

et al. 2023

Transportation Research Record: Journal of the Transportation R

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The present study focuses on analyzing geometric design consistency (GDC) and modifying GDC criteria and correlating them to the field-reported crash severity, specifically for heterogeneous traffic conditions on two-lane rural highways. Two National Highway (NH) sites—NH-953 (S-1, hilly terrain) and NH-56 (S-2, rolling terrain) with varying roadway conditions—were selected to achieve the study objectives. The vehicle speed data for cars and heavy commercial vehicles (HCVs) were collected using the performance box (P-Box) for the 57 curves. For the selected study curves, firstly, the GDC was analyzed using the available design consistency criteria as the difference between operating and design speed. The results indicate that the proportion of good, fair, and poor GDC for the S-1 study section are 45%, 35%, and 20% and for the S-2 study section, they are 80%, 20%, and 0%, respectively. In addition, in the S-1 study section, the vehicles (64% of cars and 40% of HCVs) and the S-2 study section (65% of cars and 0% of HCVs) moved higher than the design speed. Afterward, some modifications are made to the available design consistency criteria to establish an accurate relationship between GDC results and crash severity. The modified results revealed that fatal, grievous, and minor-injury crashes correlate well with poor, fair, and good design consistency criteria. The study results would be helpful for highway authorities to evaluate a highway’s alignment consistency for its operational and safety aspects, thereby aiding some surrogate safety measures to reduce the crash probability.

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Calibration of inertial consistency models on North Carolina two-lane rural roads

Cited by 14 publications

References 29 publications

Limited Response of Curve Safety Level to Friction Factor and Superelevation Variation under Repeated Traffic Loads

Limited Response of Curve Safety Level to Friction Factor and Superelevation Variation under Repeated Traffic Loads

Modelos de velocidad de operación de carreteras rurales en terreno llano en Costa Rica

Modified Geometric Design Consistency Criteria for Two-Lane Rural Highways Based On Crash Severity

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