Screening Hydroplaning Risk Area By Hsd Data
According to road safety reports from various RCAs, about 30%-40% of road crashes occurred in wet conditions and among these wet road crashes, at least 50% of the drivers experienced loss-of-control of the vehicle in a partial or full degree, an indication of hydroplaning, which often resulted in serious injury or even fatal accidents. Unfortunately, risk of hydroplaning is often only considered in the design stage of roads and highways by providing sufficient drainage and proper selection of surface materials. During the operation and maintenance of roads and highways, there is still no direct and practical method to quantify hydroplaning risk for existing roads and highways. Although several vehicle, roadway, and environmental factors affect the probability of hydroplaning, a general rule of thumb for highways is that hydroplaning can be expected for speeds above 70kph where water ponds to a depth of 2.5mm or greater over a distance of 10m or greater. In other words, for any set of driver inputs, tyre conditions and surfacing material, hydroplaning is only a function of water depth and vehicle speed. In this paper, a methodology for identifying and screening of hydroplaning risk area through analyzing the pavement transverse and longitudinal profile measurement from HSD survey will be introduced. Examples will be given to demonstrate that it will be a useful tool for road controlling agencies to evaluate the risk of hydroplaning for their road networks and to plan and carry out necessary maintenance actions to provide a safer road network for the public.
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Screening Hydroplaning Risk Area By Hsd Data
- 1. Screening Hydroplaning Risk Area by HSD Data Dr Wei Liu Senior Engineer Fugro PMS Ltd
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Notas del editor
- Thank you, Mr. Chairman, for your kind introduction. Good morning, ladies and gentlemen! Today, the topic of my presentation is Screening Hydroplaning Risk Area by HSD Data. Without further ado, let’s let at the introduction.
- According to road safety reports from various road controlling authorities in New Zealand, about 30%-40% of road crashes occurred in wet conditions. To reduce the number of crashes in wet weather, a lot of effort in the last 20 years has been put into studying and improving the skid resistance performance of the road pavement surfacing by the selection of polish resistant surfacing aggregates and the appropriate maintenance methods.
- However, as another type of wet weather risk, hydroplaning, is often only considered and handled in the design phase of road and highway engineering by providing sufficient drainage and proper selection of surface materials. During the operation and maintenance of roads and highways, there is still no direct and practical method to quantify hydroplaning risk on existing roads and highways. Usually, hydroplaning risk is considered as part of the skid resistance problem. However, hydroplaning is totally different from skidding in its mechanism and pavement with good skid resistance performance does not guarantee that it prevents hydroplaning risk.
- To understand the mechanism and risk of hydroplaning, let’s look at a short movie first. From this movie, we get that for any set of driver inputs, tyre conditions and surfacing material, hydroplaning is only a function of water depth and vehicle speed. A general rule of thumb for highways is that hydroplaning can be expected for speeds above 70kph where water ponds to a depth of 2.5mm or greater over a distance of 10m or greater.
- Pavement transverse profile is normally measured by HSD equipment such as laser profiler to calculate rut depth in the wheelpath. On the other side, water depth can be measured perpendicular to the water surface as the largest of the measured depths from a mean transverse profile. In this research, a methodology for identifying and screening of hydroplaning risk area through calculation of water depth from pavement profile measurement will be introduced.
- Since both hydroplaning and traffic safety are very complex topic. Certain assumptions are necessary to solve the problem. The assumptions made in this study are Rainfall intensity and duration is enough to cause the maximum possible water depth on the road surface; Surface drainage is conducted on transverse direction only through the crossfall of road;The influence of tyre characteristics such as tread pattern and depth is ignored; The risk of hydroplaning exposed to all kinds of vehicles and drivers with the same travel speed by the road is similar.
- With the assumptions mentioned above, the methodology developed for this problem is as follows: First, Compute the maximum water depth for each transverse profile measurement along the road section. Next, Calculate the minimum water depth that can cause hydroplaning of vehicle at specific travel speed. Finally, Find the hydroplaning risk area of road section for those areas with the actual maximum water depth exceeding the minimum water depth that can cause the hydroplaning of vehicle at specific travel speed with a length more than 10m.
- The equation adopted in this research for the calculation of minimum water depth that can cause the hydroplaning of vehicle at certain speed is as follows. Where, WDmin is the minimum water depth in mm that can cause the hydroplaning of vehicle and S is the vehicle speed in kph. By using the above equation, the minimum water depth that cause hydroplaning of vehicle was calculated for a series of speeds as shown following table shown in this slide.