Development of a new analytical water film depth (WFD) prediction model for asphalt pavement drainage evaluation

Luo, Wenting; Li, Lin

doi:10.1016/j.conbuildmat.2019.05.142

Cited by 23 publications

(10 citation statements)

References 35 publications

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“…While the longitudinal slope of the road changes, the synthetic slope of the road surface and the length of the drainage path also change [ 22 ]. In the traditional two-dimensional infiltration calculation process, the drainage asphalt pavement was regarded as a special case where the longitudinal slope was zero, and the influence of the longitudinal slope on the infiltration process was ignored.…”

Section: The Effect Of Longitudinal Slope On Drainage Performance mentioning

confidence: 99%

Experimental Study and Calculation of a Three-Dimensional Finite Element Model of Infiltration in Drainage Asphalt Pavement

Zhang

Wang

et al. 2020

Materials

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Drainage asphalt pavement provides excellent drainage performance and driving safety, where the permeability of the pavement is the critical performance. When analyzing the permeability of drainage asphalt pavements, the previously used two-dimensional infiltration calculation model with boundary conditions deviates from the real situation. In this article, a three-dimensional infiltration finite element method was proposed to evaluate the permeability of pavement, and the feasibility of the three-dimensional infiltration finite element method to evaluate the drainage capacity of drainage asphalt pavement was verified by using the single-sided permeability test of indoor rutted slabs of drainage asphalt mixtures as an example. Finally, the effects of the longitudinal slope of the pavement on the drainage performance of the drained asphalt pavement was investigated by calculations based on the three-dimensional infiltration finite element method. The results indicated that: when the longitudinal slope was less than 6%, the influence of longitudinal slope size on the drainage capacity of drainage asphalt pavement was very small. When the gradient of the longitudinal slope from 0 to 6%, the critical drainage capacity of the pavement corresponding to each cross slope was maintained at a relatively stable value.

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Section: The Effect Of Longitudinal Slope On Drainage Performance mentioning

confidence: 99%

Experimental Study and Calculation of a Three-Dimensional Finite Element Model of Infiltration in Drainage Asphalt Pavement

Zhang

Wang

et al. 2020

Materials

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“…For categorising observation data, it was crucial to measure the water film depth, and several water film depth (WFD) models are available. For example, a previous study 18 proposed an analytical WFD model by simulating the dynamics of sheet flow, and this model was proven to be more accurate than the Gallaway model and PAVDRN model. The intervening factors on WFDs are ranked as rainfall intensity, pavement permeability, flow path length, flow path slope, and texture depth 18 .…”

Section: Data Collectionmentioning

confidence: 99%

“…For example, a previous study 18 proposed an analytical WFD model by simulating the dynamics of sheet flow, and this model was proven to be more accurate than the Gallaway model and PAVDRN model. The intervening factors on WFDs are ranked as rainfall intensity, pavement permeability, flow path length, flow path slope, and texture depth 18 . However, the WFD methods can predict only the water film depth, and the state of vehicle motion cannot be estimated simultaneously.…”

Section: Data Collectionmentioning

confidence: 99%

Modelling fundamental diagrams according to different water film depths from the perspective of the dynamic hydraulic pressure

Liu

Chiaki

Oeda

et al. 2020

Sci Rep

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In this paper, we propose enhanced fundamental diagrams based on different water film depths by considering the effects of hydroplaning using a physical method. Various factors are calculated to describe the total safe distance headway of main vehicle components. These factors include the driver reaction times, reaction distances, vehicle braking times, and vehicle braking distances corresponding to different water film depths. An excellent match is found between the computed braking distance, the braking time calculated using the proposed numerical model, and the results published in other papers. These calculations are performed to estimate the distance headway and quantitatively analyse the relationships between the speed, density, and water film depth. By using three road-specific parameters estimated by our proposed model, namely, the free-flow speed, jam density, and capacity flow, a link transmission model is developed to analyse the dynamic impact of the water film depth.Urban flooding is one of the most severe types of flooding in terms of economic damage, health impact, and loss of life. It has become a significant challenge for the development and sustainability of coastal cities. Under more frequent extreme weather conditions, floods and inundations become more severe. For example, devastating torrential rains and subsequent flooding in western Japan left over 200 people dead in 2018. Evacuation can be an efficient solution for securing human safety in major disasters. One effective method for handling the consequences of hydrological disasters is to establish a prudent and comprehensive emergency management plan. Recently, several studies 1,2 , have attempted to model potential network capacity losses to estimate evacuation times from a probabilistic perspective. The objective of these studies was to estimate reliable evacuation times under realistic transportation network conditions.Despite the fact that evacuation environments in flood conditions are typically characterised by great risk (road capacities and vehicle speeds may be reduced by water film depth), very few studies in the evacuation literature have explicitly considered this type of risk. A traffic model for representing traffic flow characteristics according to different water film depths is necessary to represent the traffic situation during emergency evacuations accurately. However, research in this field is very limited, especially regarding the evaluation of the influence of the water film depth. Therefore, it is essential to re-evaluate and enhance urban transportation planning models to capture the effects of flooding disasters related to water depth.All traffic situations in the real world can be considered combinations of homogenous states, meaning they can be described by essential traffic flow characteristics (e.g., flow Q, speed V, and density K). Fundamental diagrams capture the relationships between these characteristics and play an essential role in traffic flow theory and transportation engineering. Various models have be...

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“…Presence of excessive rainfall remaining on the pavement may cause hydroplaning, since water decreases friction between the tire and pavement surface (Mayora & Piña, 2009). Accurate depiction of the pavement runoff behavior, such as depth, velocity, and flow direction, is essential for ensuring driving safety (Luo & Li, 2019). Compared with the straight-line section described by a one-dimensional laminar flow model, the runoff distribution of the curve segment should be reflected by the three-dimensional terrain.…”

Section: Introductionmentioning

confidence: 99%

Evaluation of Pavement Runoff and Driving Safety on Highway Curve Segment

Geng

Zhou

Gong

et al. 2021

BJRBE

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Runoff depth distribution on the concave and circular curve sections is obtained from a two-dimensional numerical simulating model in order to analyze the temporal and spatial variation of the pavement runoff on the curve section. The two-dimensional model verified by the field data can depict the alignment of pavement more accurately as compared to the empirical equation and a one-dimensional model. The runoff on the concave section and circular curve section is compared for the free water drainage and centerline drainage. Results show that a two-dimensional model is essential for the analysis of the centerline drainage. The runoff depth can be controlled by a reasonable curb height and location interval. The drainage type affects the variation of the runoff depth on the nearside lane, and the maximum water depth can be up to more than 80 mm on the concave section and nearly 60 mm on the circular curve section under centerline drainage. Besides the existing hydroplaning results, the runoff depth difference of the wheel trace should be considered to evaluate driving safety. Sideslip will occur when the depth difference becomes more than 6 mm under condition that the runoff depth is less than the tread depth (7 mm). When the runoff depth is more than the tread depth, sideslip will occur once the depth difference exceeds 4 mm.

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Development of a new analytical water film depth (WFD) prediction model for asphalt pavement drainage evaluation

Cited by 23 publications

References 35 publications

Experimental Study and Calculation of a Three-Dimensional Finite Element Model of Infiltration in Drainage Asphalt Pavement

Experimental Study and Calculation of a Three-Dimensional Finite Element Model of Infiltration in Drainage Asphalt Pavement

Modelling fundamental diagrams according to different water film depths from the perspective of the dynamic hydraulic pressure

Evaluation of Pavement Runoff and Driving Safety on Highway Curve Segment

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