In Illinois a disproportionate number of wet-weather accidents are associated mostly with intersections, curves, hills, railroad crossings, and interchange areas where a driver's maneuver demand exceeds the available pavement friction. Review of 226 such sites indicated that friction numbers (FN) ranged from 18 to 53. Of the total number of sites, 59 percent had an FN below 30, and 34 percent ranged between 30-36 while only 7 percent exceeded an FN of 36. An equally important finding was that one-third of the high-accident sites not having a disproportionate number of wet-pavement accidents also had friction numbers below 30. A long-term strategy for reducing wet-weather accidents involves upgrading and prolonging friction characteristics in new as well as in existing pavements. Recent specification changes limit the use of crushed stone and require either slag or a 50-50 blend of slag and crushed dolomite or slag and crushed gravel in bituminous surface courses depending on highway class and traffic volume. A portland cement concrete special provision requires that the final finish be obtained by use of an artificial turf drag immediately followed by a mechanically operated metal-comb transverse grooving device. In existing surfaces, friction can be improved by bituminous resurfacings containing coarse aggregates with high friction characteristics or by grooving, planing, milling, profiling, repaving, and acid etching. Sometimes, wet-pavement accidents can be reduced by lowering driver demand instead of improving friction characteristics.
A Strategy for Reducing Wet-Pavement Accidents in Illinois
1977
42 pages
Report
Keine Angabe
Englisch
Airfield Pavement Evaluation, Usnas Glenview, Illinois
NTIS | 1970
|Effect of pavement widths upon accidents
Engineering Index Backfile | 1935
|Engineering Index Backfile | 1934
|Engineering Index Backfile | 1948
|PART 1 - PAVEMENT REHABILITATION - Probabilistic Analysis of Highway Pavement Life for Illinois
Online Contents | 2003
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