Abstract
Within the framework of research into the road condition assessment considering the utility values, the West Pomeranian University of Technology in Szczecin Dept of Roads, Bridges and Building Materials has made a number of spot-speed measurements in free traffic flow under adverse weather conditions and on variously rutted asphalt road surfaces. This paper presents the findings on the impact of the rut depths on the 85% speed quantile, v85. Furthermore, the average speeds for passenger vehicles, and for goods vehicles, reached at various available stopping sight distances, lz, are also presented herein.
Highlights
A significant increase in traffic volume becomes visible in Poland (Judycki 2006), due to which, most existing roads of a flexible pavement structure are not optimally-sized
According to the Catalogue of Reinforcements for Flexible and Semi-Rigid Pavements (2001) Poland uses the Road Surface Assessment System (SOSN), which remains in effect since 1989, the rut depths are measured on the yearly basis and they are the essentials in the assessment of road maintenance class
For the sections of which the friction factor m was evaluated between 0.51 and 0.57, or which run along the road grade of ~1%, the hypothesis H0 was confirmed by isolated cases, i.e. statistically insignificant differences in speed after rutting removal
Summary
A significant increase in traffic volume becomes visible in Poland (Judycki 2006), due to which, most existing roads of a flexible pavement structure are not optimally-sized. In the summertime, this increased traffic flow adds to the adverse effect of high temperatures, resulting in permanent deformations of the pavement structure (in the form of ruts) as well as has an impact on road user safety, driving comfort and the overall technical condition of roads (Sokolovskij 2007; Sokolovskij et al 2007; Vansauskas, Bogdevičius 2009; Viba et al 2009). The driving speed is measured after rebuilding, leaving no chance to compare the before and the after speeds
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