Civil & Environmental Engineering, Center for Transportation Policy Studies, The University of North Carolina at Charlotte, Charlotte, NC 28223-0001, USA.
Traffic Inj Prev. 2010 Feb;11(1):96-103. doi: 10.1080/15389580903383933.
The objective of this article is to assess the role of pavement macrotexture in preventing crashes on highways in the State of North Carolina.
Laser profilometer data obtained from the North Carolina Department of Transportation (NCDOT) for highways comprising four corridors are processed to calculate pavement macrotexture at 100-m (approximately 330-ft) sections according to the American Society for Testing and Materials (ASTM) standards. Crash data collected over the same lengths of the corridors were integrated with the calculated pavement macrotexture for each section. Scatterplots were generated to assess the role of pavement macrotexture on crashes and logarithm of crashes. Regression analyses were conducted by considering predictor variables such as million vehicle miles of travel (as a function of traffic volume and length), the number of interchanges, the number of at-grade intersections, the number of grade-separated interchanges, and the number of bridges, culverts, and overhead signs along with pavement macrotexture to study the statistical significance of relationship between pavement macrotexture and crashes (both linear and log-linear) when compared to other predictor variables.
Scatterplots and regression analysis conducted indicate a more statistically significant relationship between pavement macrotexture and logarithm of crashes than between pavement macrotexture and crashes. The coefficient for pavement macrotexture, in general, is negative, indicating that the number of crashes or logarithm of crashes decreases as it increases. The relation between pavement macrotexture and logarithm of crashes is generally stronger than between most other predictor variables and crashes or logarithm of crashes.
Based on results obtained, it can be concluded that maintaining pavement macrotexture greater than or equal to 1.524 mm (0.06 in.) as a threshold limit would possibly reduce crashes and provide safe transportation to road users on highways.
本文旨在评估路面宏观纹理在防止北卡罗来纳州高速公路碰撞事故中的作用。
根据美国材料试验协会（ASTM）标准，对北卡罗来纳州交通部（NCDOT）提供的四条走廊高速公路的激光轮廓仪数据进行处理，以计算每 100 米（约 330 英尺）路段的路面宏观纹理。将同一走廊长度的碰撞数据与每个路段的计算路面宏观纹理集成。生成散点图以评估路面宏观纹理对碰撞和对数碰撞的作用。通过考虑预测变量，如百万车英里行驶（作为交通量和长度的函数）、交叉口数量、平交道口数量、立体交叉口数量以及桥梁、涵洞和架空标志数量，以及路面宏观纹理，进行回归分析，以研究路面宏观纹理与碰撞（线性和对数线性）之间的关系与其他预测变量相比的统计学意义。
散点图和回归分析表明，路面宏观纹理与对数碰撞之间的关系比与碰撞之间的关系更具统计学意义。总的来说，路面宏观纹理的系数为负，表明随着它的增加，碰撞或对数碰撞的数量减少。路面宏观纹理与对数碰撞之间的关系通常比大多数其他预测变量与碰撞或对数碰撞之间的关系更强。
根据获得的结果，可以得出结论，将路面宏观纹理保持在 1.524 毫米（0.06 英寸）或以上的阈值可能会减少碰撞并为高速公路上的道路使用者提供安全的交通。
