A Case Study for Escape Route Optimization after Water Inrush in a Backward

Excavated Karst Tunnel

S. C. Li1; J. Wu2; Z. H. Xu3; L. P. Li4; X. Huang5; Y. G. Xue6; and Z. C. Wang7

1
Professor, Geotechnical and Structural Engineering Research Center, Shandong Univ., Ji nan,
Shandong 250061, China (corresponding author). E-mail: lishucai@sdu.edu.cn
2
Ph.D. Student, Geotechnical and Structural Engineering Research Center, Shandong Univ., Ji nan,
Shandong 250061, China. E-mail: wujing9516@163.com
3
Lecturer, Geotechnical and Structural Engineering Research Center, Shandong Univ., Ji nan,
Shandong 250061, China. E-mail: zhenhao_xu@sdu.edu.cn
4
Associate Professor, Geotechnical and Structural Engineering Research Center, Shandong Univ.,
Ji nan, Shandong 250061, China. E-mail: yuliyangfan@163.com
5
Ph.D. Student, Geotechnical and Structural Engineering Research Center, Shandong Univ., Ji nan,
Shandong 250061, China. E-mail: hx19891018@yeah.net
6
Professor, Geotechnical and Structural Engineering Research Center, Shandong Univ., Ji nan,
Shandong 250061, China. E-mail: xieagle@sdu.edu.cn
7
Associate Professor, Geotechnical and Structural Engineering Research Center, Shandong Univ.,
Ji nan, Shandong 250061, China. E-mail: wanz@sdu.edu.cn

Abstract: With the development and utilization of underground space in karst area,
water-inrush is becoming a major geological disaster in tunnel engineering. The
investigation for escape routes optimization after water inrush in process of karst
tunnel excavation is particularly important. In the present study, a case of water inrush
from the working face is investigated in a backward excavated karst tunnel. Numerical
simulation is carried out by using the FLUENT software, the variation laws of velocity
and pressure along with distance are analyzed and discussed by selecting a series of
probing lines in a plane. Then flow characteristics of water after inrushing during
double-line tunnel excavation are summarized. Finally, the optimized escape routes
are made. The results show that: (1) the water velocity nearby the tunnel side wall is
the minimum, while it is the maximum in the middle position. So people in tunnels
should first move to the tunnel side wall and then escape quickly when water inrush
happens. (2) The water pressure at the intersection area of the cross passage and
tunnels is large. So people must not stay at the intersection area of the cross passage
and tunnels when water inrush happens. (3) When water inrush happens in the left
tunnel, if people meet the cross passage during escaping, they should pass through it
rapidly, turn to the right tunnel and run to the entrance. (4) If there is not enough time
to escape, people can run to the trolley and other equipment in the vicinity of the right
tunnel working face. In addition, some rescuing equipment can be set up at the high
location of the cross passage. (5) Even if large flow water inrush occurs in the tunnel,
people can escape safely as long as the disaster is observed in time and the escape
routes are optimized scientifically and rationally. The results are of important practical
significance and engineering value to ensure the safety of tunnel construction.

INTRODUCTION

In recent years, China has increased investment in infrastructure construction, and

many tunnelling projects have been put on the agenda continually. The tunnel
engineering as a vital link of transportation seems to be more important. As everyone
knows, the excavation of underground and tunnel engineering is a very complex
process, and geological condition in mountains is also difficult to control, thus, any
careless will lead to major disasters, such as landslides, collapses, water inrush, etc.,
which causes heavy losses to the national economy and personal safety. Especially in
karst tunnels, the loss is more immeasurable due to the complexity of caves
development (Wang, 2004; Ivars, 2006; Qian, 2012). A large number of deep and long
tunnels in karst areas put Chinese tunnel construction scale onto a new climax. But
water inrush disaster is encountered by the probability of 80 percent during tunnel
construction in karst areas, and the downtime caused by water inrush disaster accounts
for 30 percent of the total construction period. Water inrush has become the most
commonly encountered geological disaster with great dangers during construction
(Zhang, 2005; Wang et al., 2006; Li et al., 2009; Liu et al., 2010; Wang and Wang,
2011; Wang et al., 2012). According to railway tunnel statistics since 1988, water
inflow of 31 tunnels has over l104m3/d. More than 1300 tunnels encounter water
seepage in operation, and the tunnels of encountering leakage problem account for 30
percent of the total tunnels.
It can be said, water inrush brings major disasters and incalculable economic losses
for construction safety of karst tunnels (Xu and Huang 2000; Jung-Woo Cho et al.,
2013; Xu et al., 2014; Li et al., 2014). Now researches often emphasis on how to use
comprehensive advanced prediction technique to carry out forecast and early warning
of geological disasters in karst tunnel construction (Qu et al. 2006; Wang et al. 2007;
Li et al. 2008; Shi et al. 2014). However, the study on flow characteristics of water
after inrushing during double-line tunnel excavation is often ignored. It is also seldom
related to the specific work on formulating optimized escape routes. Therefore, in
order to ensure the construction safety of high-risk karst tunnel and reduce disaster
losses caused by water-inrush, the investigation for escape routes optimization after
water inrush in process of karst tunnel excavation has important theoretical
significance and great practical engineering value.
In the present study, one case study of water inrush from the working face is
simulated in a backward excavated karst tunnel by using FLUENT software. In order
to show the change rules of velocity and pressure in tunnels more clearly, a series of
probing lines are selected in a plane, and the variation rules of velocity and pressure
along with distance are analyzed and discussed. Finally, the optimized escape routes
are formulated. Combined with this case study, the flow characteristics of water after
inrushing during double-line tunnel excavation are concluded and summarized, which
has important guiding significance for making scientific and rational escape routes and
rescue routes.
NUMERICAL
L SIMULAT
TION

One case stu

O udy of water inrush is sim mulated in a backward exxcavated karrst tunnel.
I process off the left tun
In nnel excavattion, the tunnneling cannot be carried d out due to o
the effects of geological
g co onditions annd other facctors. At thiss time, the right tunnell
shou uld first be excavated, and a then botth ends of thhe left tunneel are furtheer excavated d
afteer passing thrrough the cross passage..
D
During the leeft tunnel exxcavation, water
w inrush occurs in thhe working face
f close too
the left tunnel entrance,
e i.ee., the workiing face closse to the lefft tunnel enttrance is thee
inleet of water inrush
i (veloccity, 2 m/s),, and the rigght tunnel eentrance is th he outlet off
watter inrush (prressure, 0 Paa). Boundary y conditions are set as foollows, the working
w facee
closse to the leeft tunnel en ntrance is velocity
v inleet boundaryy, and the rright tunnell
entrrance is pressure outlet boundary.
b
Anaalysis and Discussion
D
I order to sh
In how the chan nge rules off velocity andd pressure inn tunnels moore clearly, a
series of probin ng lines are selected.
s Thee details of thhe probing l ines are showwn in Fig. 1.
Thee probing lin nes are researrched and an nalyzed.

(a) (b)

(c) (d)
FIG.. 1 The locattion of the p
probing linees

Thee Left Tunnell

A for the fiive probing lines in the left tunnel (Fig. 1a), thheir velocity
As y curves and
d
presssure curves are shown in
i Fig. 2.
 5
X=-14,Y=2
4
X=-16,Y=2
Velocity (m/s)

3
X=-18,Y=2
2
X=-20,Y=2
1
X=-22,Y=2
0
0 20 40 60 80 100
Distance (m)
(a) Velocity curves
194
X=-14,Y=2
190.8
X=-16,Y=2
Pressure (Pa)

187.6
X=-18,Y=2
184.4
X=-20,Y=2
181.2
X=-22,Y=2
178
0 20 40 60 80 100
Distance (m)
(b) Pressure curves
FIG. 2 The velocity and pressure curves of the left tunnel

1) On the whole, the velocity of five probing lines shows the tendency of
decreasing, and it is 2 m/s in the position of working face with water inrush (Z = 100),
while it reduces to 0 m/s in the position of the other working face (Z = 0). To be more
exact, when the variation range of Z is from 60 to 100, the velocity basically keeps
unchanged at 2 m/s. When the variation range of Z is from 40 to 60, the velocity
decreases sharply. When the variation range of Z is from 0 to 40, the velocity reduces
to 0 m/s. In addition, the velocity close to one side of the cross passage is the
maximum, and then it decreases gradually toward the other side, i.e., the velocity is
the maximum when X = -14, while it is the minimum when X = -22.
2) In general, the pressure of five probing lines shows the tendency of increasing.
When the variation range of Z is from 60 to 100, the pressure basically keeps
unchanged at 191 Pa. When the variation range of Z is from 40 to 60, the pressure
close to one side of the cross passage is the minimum, and then it increases gradually
toward the other side, i.e., the pressure is the minimum when X = -14, while it is the
maximum when X = -22. When the variation range of Z is from 0 to 40, the pressure
keeps unchanged at 193 Pa.
The Cross Passage
As for the five probing lines in the cross passage (Fig. 1b), their velocity curves and
pressure curves are also drawn. The analysis process is the same as the left tunnel and
the main conclusions are as follows:
1) The velocity in the center of the section is the maximum, and then it decreases
gradually toward both sides of the section, i.e., the velocity is the maximum when Z =
50, while it is the minimum when Z = 51.6.
2) On the whole, the pressure decreases gradually with the increase of X, and it is
the maximum at the starting point of the cross passage.
The Right Tunnel
As for the five probing lines in the right tunnel (Fig. 1c), their velocity curves and
pressure curves are also drawn. The analysis process is the same as the left tunnel and
the main conclusions are as follows:
1) Among the five selected probing lines, the velocity is the minimum when X = 20
and the variation range of Z is from 60 to 100.
2) On the whole, the pressure changes greatly in the vicinity of the cross passage,
while it changes gently in other areas.
The Y-direction
As for the five probing broken lines along the height direction (Y-direction) of
tunnel centerline (Fig. 1d), their velocity and pressure curves are shown in Fig. 3.

15
Y=0.4
12
Y=1.2
Velocity (m/s)

9
Y=2
6
Y=2.8
3
Y=3.6
0
0 28 56 84 112 140
Distance (m)
(a) Velocity curves
200
Y=0.4
155
Y=1.2
Pressure (Pa)

110
Y=2
65
Y=2.8
20
Y=3.6
-25
0 28 56 84 112 140
Distance (m)
(b) Pressure curves
FIG. 3 The velocity and pressure curves of Y-direction
 T analysiss process is the
The t same as the left tunnnel and the m main concluusions are ass
follows:
1 In the left tunnel, th
1) he velocity changes moore gently, aand the velocity is thee
minnimum when n Y = 0.4. In the processs of flowinng from the left tunnel to the crosss
passsage, the veelocity increeases obviou usly. In the cross passaage, the veloocity in thee
centter of the secction is the maximum,
m a then it deecreases graadually towarrd the upperr
and
andd lower, i.e., the velocity y is the maxximum wheen Y = 2, w while it is th
he minimum m
wheen Y = 0.4 or 3.6. In th he process of
o flowing ffrom the crooss passage to the rightt
tunnnel, the velo
ocity decreasses rapidly. In
I the right ttunnel, the vvelocity channges gently,
andd the velocityy is lower When
W Y = 0.4 or 3.6.
2 In the left tunnel, th
2) he pressure basically keeeps unchannged at 192 2 Pa. In thee
proccess of flow wing from thhe left tunn nel to the crross passagee, the presssure reducess
quicckly. Then, ini the processs of flowingg from the ccross passagee to the righ
ht tunnel, thee
presssure continnues to reducce. On the whole,
w the ppressure in tthe vicinity of working g
facee with water inrush is the maximu um, and the n it decreasses gradually y along thee
direection of water inrush. In addition, the
t pressuree curves of ffive probing lines are in n
goood agreemen nt, which sho ows that thee pressure vvalues along the length direction off
tunnnel are basiccally fixed in
n the height direction
d of ttunnel (Y-diirection).

Thee Optimized d Escape Ro outes

( Accordin
(1) ng to the results of velo ocity curvess, the velociity in the ceenter of thee
secttion is the maximum,
m w
while it at boundaries
b iis the minimmum. Thereffore, peoplee
shou uld first move to the tunnel side wall and thenn escape quicckly when w water inrushh
happens.
( Accordin
(2) ng to the results of pressure
p cuurves, the ppressure chaange at thee
inteersection areea of the cro
oss passage and tunnels is large. Soo, people m must not stayy
heree for a short time when escaping.
e
( Water inrrush occurs in
(3) i the workin ng face clos e to the left tunnel entraance. Duringg
the escaping, peeople in the left tunnel should
s pass through crooss passage rrapidly, turn n
to thhe right tunn
nel without water
w inrush and run to ththe entrance..
C
Combined w this casee, the optimizzed escape rroutes are shhown in Fig. 4.
with

FIG
G. 4 The op
ptimized esccape routes
 A comparison between the simulated results and the field measurements should
have been done thereby verifying the validity of numerical model, but it is impossible
to achieve such the field measurements, and the reasons are as follows: On the one
hand, water inrush often occurs suddenly during tunnel excavation, and it is hard to
carry out field measurements timely in process of water inrush. On the other hand,
when water inrush happens in a tunnel, the tunnel constructors are eager to escape
with their lives, so there is no other time to consider the field measurements. Therefore,
this study emphasizes on the optimized escape routes when water inrush happens,
which purpose is to reduce economic losses and casualties, and ensure the safety of
tunnel construction.

CONCLUSIONS

In the present study, Qiyueshan high risk karst tunnel is taken as research
background. Numerical simulation is carried out by using the FLUENT software. One
case of water inrush from the working face is investigated in a backward excavated
karst tunnel. Combined with this case study, the water characteristics of water after
inrushing in process of karst tunnel excavation are concluded and summarized.
(1) The water velocity nearby the tunnel side wall is the minimum, while it is the
maximum in the middle position. Therefore, people should first move to the tunnel
side wall and then escape quickly when water inrush happens.
(2) The water pressure at the intersection area of the cross passage and tunnels is
large. Thus, people must not stay here for a short while when escaping.
(3) When water inrush occurs in the left tunnel, if people meet the cross passage
during escaping, they should pass through it rapidly, turn to the right tunnel without
water inrush and run to the entrance.
(4) When water inrush occurs in the left tunnel, the water velocity and pressure
nearby the working face of the right tunnel are small. Thus, if there is not enough time
to escape, people can run to the trolley and other equipment in the vicinity of the right
tunnel working face.
(5) When water inrush occurs in the left tunnel, the velocity and pressure at the
high location of the cross passage are both small, so some rescuing equipment can be
set up there.

ACKNOWLEDGMENTS

We would like to acknowledge the financial support from the National Basic Research
Program of China (973 Program, No.: 2013CB036000), the National Natural Science
Foundation of China (Grant No.: 51509147, 51479106), the promotive research fund
for excellent young and middle-aged scientists of Shandong Province (Grant No.:
2014GN028) and the China Postdoctoral Science Foundation (Grant No.:
2014M551908).
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 Studies on Characteristics of Traffic Accidents in Expressway Tunnels

Dingwen Zhong1; Ling Pan2; and Qingyan Tian

1
Engineer, Pavement Research Institute, Guangdong Hualu Transport Technology Co., Ltd., Guangzhou
510420, China. E-mail: 774905756@qq.com
2
Senior Engineer, Pavement Research Institute, Guangdong Hualu Transportation Science and
Technology Com. Ltd., Guangzhou 510032, China. E-mail: 45104117@qq.com

Abstract: With the rapid development of expressway construction, operating safety of

tunnels gradually become prominent issues. It is necessary to garner more knowledge
on characteristics of traffic accidents in expressway tunnels, which in favor of
improving the safety of tunnels and reducing traffic accident rate of tunnel sections.
Therefore, a study of traffic accidents from sixty-one tunnels of eleven expressways in
Guangdong Province between January 2012 and June 2015 has been conducted. Then
the distribution characteristics of traffic accidents are summarized respectively from
the aspects of accident types, types of accident vehicles, seasons, annual variation
trend, location, pavement type, skid resistance, alignment parameter, etc. The analysis
results are helpful to formulate a reasonable operation strategy for tunnel traffic safety.

INTRODUCTION

In recent years the number of expressway tunnels in Guangdong has continually

increased. Expressway tunnel is a special structure with long tube shape and closed
space. When accidents occur in tunnels they can have more severe consequences than
those on open road sections. Traffic accidents in the tunnels have the features of
complexity and diversify, great damage, easy to induce secondary traffic accident, etc.
Many scholars have attempted to study tunnel accidents. Investigating Norwegian
road tunnels, Amundsen and Ranes found that accident rates of the tunnel entrance
zone are higher and accident rates diminish as one proceeds inside the tunnel.
Salvisberg et al. investigated Swiss road tunnels and found that the probability of an
accident occurring in a tunnel is lower in longer tunnels than in shorter tunnels. In
addition, the probability increases with increasing the percentage of heavy vehicles or
the AADT. Zhang and Ma study accidents characteristics of Shaoguan tunnel group of
Jingzhu freeway, and recommend some measures to improve tunnel safety.
In view of this, it is worth making an investigation into accidents in Guangdong
expressway tunnels and understanding the characteristics of tunnel accidents.
 DATA BASIS

The analysis is based on sixty-one tunnels of eleven expressways in Guangdong

Province, and Table 1 gives the detail. During a 3.5-year period (from January 2012 to
June 2015) traffic accident data are collected. Due to the opening time, the accident
data of GLN expressway and GLS expressway are from September 2014 to June 2015,
the accident data of GZW expressway are from January 2013 to June 2015.

Table 1. Summary of Tunnel Sections Involved in Traffic Accident Survey

Expressway Number of
Tunnel Name Abbreviation
Name Tunnels
GLN DYS1, DYS2, DYS3, CYT , CJL 5
GLS ZSD , DLS , LJK , YZ1 , YZ2 , HS 6
JZN PS , MZ , PSG , YP , WKB , WQ , SMG 7
JZS BLS , DBS , KYS , WLI , DJS 5
SSW HM , YDS 2
YG DLG , HP , HSH , SHT , LZS 5
SM TK , ZZL , SHH , YSX , LHS , LGD 6
YW DHS , SYSH , DD , WZS , CLD , QSD , EGJ , NCD 8
GZW BT , LMH , SS , BM , NL , YH 6
GH SCK , MEL , NMK , GD , FK , WK , SHM , DJK , MTT 9
YY EBL , SYZ 2
Total Number 61

CHARACTERISTICS OF TUNNEL TRAFFIC ACCIDENTS

Tunnel Accident Types

Figure 1 shows rear-end accident makes up the highest proportion 52% with 230
rear-end accidents annually. Other accident accounts second for 29%, which includes
fire accident, accident of hazardous chemicals, etc. Collision accident comes in third,
accounts for 15%. Scrape accident and rollover accident account for 2% respectively.

Types of Accident Vehicles

Figure 2 shows the car under seven seats have the maximum accidents, followed by
big truck and trailer. The proportion of types of accident vehicle in tunnel shows the
car under seven seats counts 55%, big truck and trailer counts 30%, medium bus and
large bus over seven seats counts 10%, small and medium-sized truck count 5%.

Annual Variation Trend of Tunnel Accidents

A study is made to ascertain the annual variation trend of tunnel accidents. The data
in 2015 is converted by first half year. Figure 3 shows Tunnel accidents in 2013 have a
smaller percentage of growth, while accident number of other years remains stable.
Season Distribution of Tunnel Accidents
Season distribution is analyzed from 2012 to 2014. Use the following season
division standard: spring (March to May), summer (June to August), autumn
(September to November), and winter (December to following February). Figure 4
shows seasonal distribution ratio of tunnel accidents is spring 20%, summer 13%,
autumn 24%, winter 43%. It s highest in winter and lowest in summer.

FIG. 1. The annual average number and composition of accident types

FIG. 2. Accident numbers and composition of various vehicle types

FIG. 3. Annual variation trend of tunnel accidents

FIG. 4. Season distribution of expressway tunnel accidents

Location Distribution of Tunnel Accidents
Zone Definition
A driver normally takes 4~9s to adapt the tunnel environment. In Guangdong the
speed limit is generally 80km/h in tunnel and 100~120km/h outside. Assuming 9s as
reaction time and 120km/h as driving speed, the braking distance is 300m. 300m is
chosen as tunnel transition length. The tunnel is divided into six zones along driving
direction (Figure 5): Zone 1 (I1), interior transition zone: first 300m into the tunnel
entrance; Zone 2 (O1), interior transition zone: first 300m into the tunnel exit; Zone 3
(N), interior zone: the remainder of tunnel; Zone 4 (I2), exterior transition zone: first
300m outside the tunnel entrance; Zone 5(O2), exterior transition zone: first 300m
outside tunnel exit; Zone 6 (I3,O3), open road sections: 300m to 1000m outside tunnel.

FIG. 5. Tunnel zone schematic diagram

Zone Distribution of Tunnel Accidents

The zone distribution of accident rates is calculated (Table 2). The average tunnel
accident rate is 2.62 per year per km. Zone 1 has highest accident rate, 3.65 per year
per km, Zone 4 is in the second, and Zone 6 is the lowest, 2.46 per year per km. It
shows that accidents are more likely to occur when entering the tunnel than exiting.

Table 2. Zone Distribution of Tunnel Accident Rates (Unit: per year per km)

Tunnel Accident Accident Accident Accident Accident Accident

Statistics
Accident Rate of Rate of Rate of Rate of Rate of Rate of
Range
Rate Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6
61 Tunnels 2.62 3.65 2.56 2.68 2.92 2.64 2.46

Interior and Exterior Zone Distribution of Accidents

Zone 1, 2, 3 are divided into interior zone, and zone 4, 5, 6 are divided into exterior
zone. Table 3 shows the average accident rate of interior zone is 2.88 per km per year,
and that of exterior zone is 2.43 per km per year. The accident rate of the interior zone
is higher than exterior zone.
 Table 3. Accident Rates of Interior Zone and Exterior Zone

Interior Interior Zone Exterior Exterior Zone

Statistics
Zone Accident Rate Zone Accident Rate
Range
Length(km) (per km per year) Length(km) (per km per year)
61 Tunnels 154.363 2.88 214.5295 2.43

Tunnel Type and Zone of Accidents

Expressway tunnel is divided into four types: Short tunnel (L 500m), Medium
tunnel (500m<L<1000m), Long tunnels (1000m L 3000m), Super long tunnel (L>
3000m). Figure 6 shows average annual accident ratio of different tunnel type. The
long tunnels are highest 57%. Medium tunnel and short tunnel come second and third,
respectively 20% and 16%, and super long tunnel is lowest. Presumably there's a
reason only four super long tunnels (DYS1 tunnel, CJL tunnel, SYSH tunnel, EGJ
tunnel) are surveyed. It shows longer tunnels trend to be more dangerous.

FIG. 6. Annual average traffic accident ratio of different tunnel type

Calculate accident rate of zone 1~6 in different tunnel types. Figure 7 shows all
tunnel types have relatively high accident rate for zone 1, zone 2, zone 4, zone 5. The
accident of zone 3 in the long tunnels and super long tunnel is higher than the medium
tunnel. For long tunnel, zone 1 has the highest accident rate, up to 5.4 per km per year.
For super long tunnel, the highest accident rate is zone5, 4.54 per km per year.

FIG. 7. Accident rate of zone 1~6 in different tunnel type

The Impact on Accidents Caused by Pavement Conditions
The Factor of Pavement Type
Table 4 shows the annual average accident rate of tunnel concrete pavement is 3.2
per km, and that of asphalt pavement is 1.9 per km. The annual accident rate of
concrete pavement is higher than the asphalt pavement.

Table 4. Annual Average Accident Rate for Different Tunnel Pavement Type

Tunnel Annual Average Tunnel Annual Average

Concrete Accident Rate of Asphalt Accident Rate of
Statistics
Pavement Tunnel Concrete Pavement Tunnel Asphalt
Range
Length Pavement (per Length Pavement
(km) km) (km) (per km)
61 Tunnels 119.0 3.2 35.3 1.9

The Factor of Skid Resistance

Combining with skid resistance performance data and the tunnel accidents data,
build the relationship between tunnel pavement skid resistance level and the average
accident rate. One direction of a tunnel is viewed as one unidirectional tunnel. With
the increase of skid resistance level the tunnel accident rate decreases. See Table 5.

Table 5. Skid Resistance Level and the Average Accident Rate

Skid Unidirectional Average Accident Rate

The Scope (per km per year per 10
NO. Resistance Tunnel
of SFC
Level Number million vehicles
1 Defective >27.5, 33.5 13 13.52
2 Average >33.5, 40 13 5.85
3 Good >40, 48 64 3.96
4 Excellent >48 30 3.69

The Impact on Accidents Caused by Road Alignment Parameter

The Road Longitudinal Slope Factor
Build the relationship between expressway tunnel longitudinal slope (uphill grade,
downhill grade) and the accident rates. Figure 8 shows the accident rate of uphill grade
sections is 2.54 per km per year, and that of downhill grade sections is 3.70 per km per
year. The accident rate of the downhill grade is 45.7% higher than the uphill grade.

The Road Curved Shape Factors

Build the relationship between tunnel curved shape (line and curve) and the
accident rates. Overall, the accident rate of line sections is 7.76 per km per year, and
the accident rate of curve sections is 2.49 per km per year. The accident rate of the line
sections is 3.1 times higher than the curve sections. See Table 6.
 FIG. 8. Expressway tunnel longitudinal slope and the accident rates

Table 6. Expressway Tunnel Curved Shape and the Accident Rates

Line Accident rate of

Accident Rate of
Statistics Section Line Sections Curve Section
Curve Sections(per
Range Length (per km per Length (m)
km per year)
(m) year)
61 Tunnels 20374 7.76 93184 2.49

CONCLUSIONS

The study aims to investigate the characteristics of traffic accident in expressway

tunnels, using the Guangdong province context. Study of traffic accidents from sixty-
one tunnels of eleven expressways between January 2012 and June 2015 has been
conducted. Statistical analysis is carried out from the aspects of accident types, types
of accident vehicles, annual variation trend. Then aiming at the accident factors of the
tunnel environment in people-car-tunnel system, distribution characteristics of traffic
accidents are summarized from the aspects of season, location, pavement type, skid
resistance, alignment parameter, etc. The main conclusions are as follows:
(1) The overall situation of expressway tunnel accidents in Guangdong province
Tunnel accidents in 2013 have a smaller percentage of growth, while it remains
stable in the other years. In order of most occupancy for accidents types, it goes: rear-
end accident 52%, other accident 29%, collision accident 15%, scrape accident 2%,
rollover accident 2%. The proportion of accident vehicle types in the tunnel shows:
the car under seven seats counts 55%, big truck and trailer counts 30%, medium bus
and large bus over seven seats counts 10%, small and medium-sized truck count 5%.
(2) Season distribution characteristic of tunnel accidents
The number of tunnel traffic accidents is highest in winter, accidents of spring and
autumn fairly equal to each other, and summer is lowest. Seasonal distribution ratio of
tunnel accidents is spring 20%, summer 13%, autumn 24%, winter 43%. The reason
for winter accidents are higher than other seasons is mainly due to the significant
change of traffic flow in winter impacted by the Spring Festival holidays, etc.