Impact of Rut Depth and IRI On Accidents - Translated

Machine Translated by Google
Kari Lehtonen, Vesa Laine, Seppo Järvinen
Effect of groove depth and unevenness on accidents
Reports of the Road Administration 49/2005
In winter
- 6...10 mm during the career, the accident rate is average
8% larger and - more
than 10 mm during the groove 22% smaller than the same roads with less than 6
mm during the groove.
In summer
- During a rut of 6...10 mm, the accident rate is on average 21% higher and • during
a rut of more than 10
mm 4% lower than on the same roads during a rut of less than 6 mm.
Kari Lehtonen, Vesa Laine, Seppo Järvinen
Effect of groove depth and unevenness on accidents
Reports of the Road Administration 49/2005
Road Administration
Helsinki 2005
ISSN 1457-9871
ISBN 978-951-803-590-2
TIEH 3200961
Online publication pdf (www.tiehallinto.fi/julkaisut)

ISSN 1459-1553
ISBN 978-951-803-591-9
TIEH 3200961-v
Edit First Oy
Helsinki 2007
Publication sold/available:
kaspalvelu.prima@edita.fi Fax 020 450
2470 Phone 020 450 011
Road Administration
Technical services
Guide bridge 12 A
PL 33
00521 HELSINKI
Switchboard 0204 22 11
Kari Lehtonen, Vesa Laine, Seppo Järvinen: Impact of groove depth and unevenness on accidents.
Helsinki 2005. Road administration, technical services. Reports of the Road Administration 49/2005. 44
pp. + add. 17 pp. ISSN 1457-9871, ISBN 951-803-590-3, TIEH 3200961.
Key words: Track, IRI, accident rate, average speed of traffic flow
Subject category: 33, 82
SUMMARY
The aim of the study was to find out how changes in groove depth affect the accident rate. Secondly,
changes in the unevenness index IRI in two rut depth categories (deep rut and shallow rut) were
included in the analysis. In addition to these, it was investigated whether a deep groove lowers the
speed of the traffic flow more than a shallow groove.
The report examines the life cycle of one 100 m section at a time in the years 1990-2004 in terms
of rut depth, longitudinal unevenness (IRI) and number of accidents. In this case, the most important
explanation for the change in the number of accidents remains the rut depth and IRI, because the
geometry of the road, the density of junctions and the edge environment are constant at all times.
However, accident statistics practice, driving advice and speed compliance may change during the
lifetime. In order to equalize the effect of these, the material has been weighted so that the
resurfacing part of the life cycle and the associated small groove period are equally frequent at the
beginning, middle and end of the life cycle.
Looking at the calculated averages, we see that

in winter, during 6...10 mm ruts, the accident rate is on average 8% higher and 22% lower
during ruts over 10 mm than on the same roads during ruts less than 6 mm. in summer,
during 6...10 mm ruts, the
accident rate is on average 21% higher and 4% lower during ruts over 10 mm than for the
same road during ruts less than 6 mm.
In summer and winter, both 6...10 mm ruts and more than 10 mm ruts reduce the average speeds
of cars, vans and buses by the same amount, i.e. 0.3...2 km/h. This partly explains the fact that a
groove of more than 10 mm can reduce accidents. However, according to the same logic, a 6...10
mm groove should also have reduced accidents then.
The accident rate does not increase or decrease regularly if the deep groove is also accompanied
by an above-average longitudinal unevenness (IRI).
Kari Lehtonen, Vesa Laine, Seppo Järvinen . TIEH 3200961.
Keywords: Track, IRI, accident rate, average speed of the traffic stream
SUMMARY
The primary goal of the investigation was to investigate how changes in track depth
affect the accident rate. The second objective was to examine changes in the
roughness index IRI in two rut depth classes (deep rut and shallow rut). In addition to
these, it was investigated whether a deep track lowers the speed of the traffic flow
more than a shallow track.
In the investigation, the life cycle of a 100 m stretch between the years 1990 and 2004
was examined at once with regard to the track depth, the longitudinal irregularities
(IRI) and the number of accidents. Thus, the rut depth and IRI are the biggest
explanation for the change in the number of accidents, since the geometry of the road,
connection density and edge environment have been constant throughout. However,
the way in which accidents are statistically kept, the vehicle stock and the observation
of speeds can change during the life cycle. To equalize the consequences of these
factors, the material was weighted so that the resurfacing included in the life cycle and
the related period of shallow tracks fell equally often in the beginning, middle and end
of the life cycle.
When examining the measured average values, the following can be seen:
In winter when the rut was 6...10 mm deep the accident rate was on average
8% greater and when the rut was over 10 mm deep 22% less than when the
rut was under 6 mm deep on the same road.
In the summer when the rut was 6...10 mm deep the accident rate was on
average 21% greater and when the rut was over 10 mm deep 4% less than
when the rut was under 6 mm deep on the same road.
In summer and in winter, both tracks of 6...10 mm and tracks of more than 10 mm lower
the average speeds of passenger cars, vans and buses to the same extent, i.e. with
0.3...2 km/h. This partly explains why tracks of more than 10 mm can reduce the
number of accidents. But according to the same logic, in that case even track depths
of 6...10 mm should have reduced the number of accidents.
The accident rate neither increases nor decreases in normal cases, if deep tracks are
associated with longitudinal irregularities (IRI) that are greater than the average.
Kari Lehtonen, Vesa Laine, Seppo Järvinen: Impact of rut depth and IRI on accidents.
Helsinki 2005. Finnish Road Administration. Finnra Reports no. 49/2005. 44 p. + app. 17 p.
ISSN 1457-9871, ISBN 951-803-590-3, TIEH 3200961.
Key words: Rut, IRI, accident rate, average traffic flow rate
SUMMARY
The aim of the study was to find out how changes in rut depth affect the ac-cident rate. Secondly,
changes in the International Roughness Index (IRI) were also examined in two rut classes (deep and
shallow ruts). In addition, the study examined whether a deep rut lowers the traffic flow rate more
than a shallow rut.
The study examines at one time the life cycle of one 100-metre stretch of road in the years 1990-2004
as regards rut depth, IRI and number of acci-dents. This means that rut depth and IRI are the most
significant explanatory factors affecting any change in the number of accidents, since road geome-
try, frequency of junctions, and surrounding environment remain constant.
The statistical practices regarding road accidents, the vehicle stock and ob-servance of speed limits
may, however, change during the life cycle. In order to allow for these differences, the material has
been weighted in such a way that resurfacing during the life cycle and the related period of shallow
rutting are considered to occur equally often at the beginning, middle and end of the life cycle.
On examination of the calculated averages, it emerges that in winter during a

period of 6–10 mm rutting, the accident rate is on average 8% higher and when ruts are
deeper than 10 mm, 22% lo-wer than on the same road with less than 6 mm ruts. in
summer during a period of 6–10 mm rutting, the accident rate is on
average 21% higher and when ruts are deeper than 10 mm, 4% lo-wer than on the same
road with less than 6 mm ruts.
In summer and in winter, both 6–10 mm ruts and over 10 mm ruts lower the average speeds of
passenger vehicles, vans and buses by the same amount – i.e. 0.3–2 km/h. This partly explains the
fact that over 10 mm rutting may result in fewer accidents, although by the same logic, 6–10 mm
rutting should also have reduced the number of accidents.
The accident rate does not rise or fall according to a regular pattern if a deep rut is associated with
higher than average IRI.
PREFACE
The report was prepared by the

working group FM Seppo Järvinen, Ramboll Finland Oy (refinement of the
research plan, implementation and reporting)
Vesa Laine, PhD, Ramboll Finland Oy (research plan refinement and reporting)
Erkki Sarjanoja, DI (control of calculating accident rates)

Kari Lehtonen, MA, Road Administration, technical services (main research
principle and utilization).
The work has been ordered by the Road Administration, among others for the preparation of guidelines for
the maintenance of paved roads.
in Helsinki in December 2005
Road Administration
Technical services
Effect of groove depth and unevenness on accidents 9
Contents
1 THE STARTING POINTS OF THE RESEARCH 11
2 CAREERS AND ACCIDENTS 12
2.1 Research method 12
2.2 Research material 13
2.3 Collection and processing of health and accident data 2.3.1 23
General 23
2.3.2 Calculating the rut depth 2.3.3 24
Processing accident data 2.3.4 Combining rut 26
depth and accident data 2.3.5 Processing unevenness IRI and rut depth 27
27
3 RESULTS 28
3.1 Accident rates and their changes in different career categories 3.2 28
Personal injury accident rates and their changes in different career categories
31
3.3 Results by type of accident 3.4 The effect of 32
weather on accidents 3.5 The effect of roughness and ruts 33
on accident rates and their changes

36
3.6 Average traffic speeds in summer and winter 39
4 CONCLUSIONS 42
5 LITERATURE REFERENCES 43
6 APPENDICES 44
10 Effect of groove depth and unevenness on accidents


THE STARTING POINTS OF THE RESEARCH
1 THE STARTING POINTS OF THE RESEARCH
The condition of the road surface is supposed to affect, for example, the drivability of the vehicles, the
rolling resistance and ultimately also the driving costs. It has been found that the Pin lock, and
especially the groove, also has security effects.
There is no certain information about how big and in which direction the effects will be.
Traffic safety has improved on Finland's public roads over the past 10-15 years. Many factors have
contributed to the improvement of safety: lii-kenne safety measures, information, education and
education. On the other hand, the research field of traffic safety has expanded and knowledge about
traffic hazards has increased. The State Council has made a decision in principle on vision zero,
according to which no one has to die or be seriously injured in traffic.
Traffic safety is measured in many different ways and with meters. Today, more attention is paid to
accidents that lead to personal injury and death. For example, the number, degree and frequency of
accidents at different degrees of severity are used as measures. Meter values can be calculated by
road and traffic volume categories, among other things.
The aim of the study is to find out whether a larger rut is more dangerous in terms of traffic safety
than a smaller rut on a paved public road separately in summer and winter. The research examines
the effects of the depth of the rut on traffic safety in terms of different conditions and types of
accidents. In addition, we will find out how the longitudinal unevenness of the road IRI, together with
the rut, affects traffic safety. The study also investigates the changes in traffic flow speeds in different
road surface conditions.

CAREERS AND ACCIDENTS
2 CAREERS AND ACCIDENTS
2.1 Research method
The study looks at the same road sections for about 15 years. We track how the summer and winter
accident rates change over time, when the rut depth changes. Accidents on each road section are
divided into three time periods: time period A: time of small rut time period B: time of medium rut time
period C: time of large rut
The accident rate of each time period is calculated using the number of road accidents and traffic
performance. The changes in the accident rate of the same road section between different time
periods (A, B, C) are calculated and the magnitude of these changes is estimated by calculating
averages for the same type of road sections.
The development of accident rates in the 1990s has been in a slight downward direction (Figure 1).
The development may be due to the improvement of roads, vehicles or driving behavior, or an
increase in statistical losses.
Accident rates in 1992-2001

0.6
0.5
0.4
unlucky-
mousage
0.3
[onn/1 million
mileage]
0.2
0.1
0
1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year
accident rate personal injury rate
Figure 1. Development of accident rates in 1992-2001 according to the cause of the accident.
The results of the study would be distorted by the development trend of the general accident risk, if
class A (small career period) were always before class B, and B before class C. Therefore, the
material is compiled in such a way that small career period A occurs equally often at the beginning of
the review period (ABC), in the middle (CAB) and at the end BCA).
The only explanation for the change in the accident rate is the lane and the error caused by the
traffic volume.

The geometry of the road, the density of junctions and the surrounding environment, as well as the
nature of the traffic, are constant at all times. When several road sections have been examined, the
average of the changes in the accident rates of similar road sections can be calculated. The change in
the groove depth (or IRI) remains the only explanation for the change in the Onnetto mold level. A
similar review is made separately for summer and winter.
2.2 Research material

Fitness material
The amount of material obtained is shown in Figures 2 - 4. From the figures, it can be seen that the
material of the smallest career is concentrated at the beginning of the review period, the material of the
medium-sized career at the middle stages of the review period, and the material of the largest career
at the end of the review period. All furrow depth classes A, B and C occur almost throughout the check-
irrigation period.
The number of hundred meters of time period A

300000
250000
200000
CAB
150000
BCA
100000 ABC
50000
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Year
Figure 2. The number of hundred meters in different data frames with a small groove stage
during the study period.

The number of hundred meters of time period B

300000
250000
200000
150000 CAB
BCA
ABC
100000
50000
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Year
Figure 3. The number of hundred meters in different data frames at the middle groove stage
The number of hundred meters of time period C

300000
250000
200000
150000 CAB
BCA
ABC
100000
50000
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
Year
Figure 4. The number of centameters in different data frames at the large-groove stage
The research data covers a total of 7,196.4 km of public roads, most of which are in the highest speed
limit category (100 km/h or more) (table 1).

Table 1. Road lengths of research data [km] speed limit and traffic
by quantity category.
Traffic volume
Speed limit 1500-2999 3000-5999 6000-11999 12000- Total
<80 kmh 184.6 80 288.5 211.3 48.2 732.6
kmh 732.4 100 kmh 849.5 626.8 107.5 2316.2
1547.4 Total 2464.4 1731.6 826.0 42.6 4147.6
2869.6 1664.1 198.3 7196.4
The groove depth was classified into 3 categories: A (2-5.9 mm), B (6.0-9.9) and C (10 mm).
Table 2 shows the average and dispersion of the rut depths in each component and rut depth category.
The average of the groove depth varies very little between different sub-materials.
Table 2. Mean and dispersion of groove depth in different groove depth categories and
in material frames.
Material framework
ABC BCA CAB
Urasyvyys A Distribution Dispersion Hair 1.1 4.2 Deviation

(ura 2-5.9mm) 1.1 7.8 12.0 1.1
B (ura >5.9-9.9mm) 1.2 1.2 1.2
C (ura >9.9mm) 1.8

Acceptance 4.1 7.9 12.1 1.8
Acceptance 4.0 7.8 12.0 1.8
In total 7.8 3.4 7.1 3.3 7.3 3.2
The average values of the rut depth vary only slightly in the research data in the different traffic
volume and speed limit categories (table 3). The average difference between the largest and smallest
groove depth is 1.0 mm.
Table 3. Average and dispersion of rut depth for different traffic volumes and speeds
in restriction classes.
Traffic volume
1500 - 2999 3000 - 5999 6000 - 11999 12000-
Speed limit Hair Dispersion 3.1 3.2 3.3 Hair Dispersion 7.8 3.6 Hair Dispersion 7.6 3.4 Hair Dispersion
<80kmh 7.3 80kmh 7.4 3.3 7.4 3.3 7.4 3.4 7.4 3.3 6.8 7.5 3.6
7.4 100kmh 7.5 3.0 7.4 3.4 7.5 3.4
120kmh Total 7.5 7.4 3.4
. . . . 7.4 3.3
3.3 7.4 3.4 7.5 3.4
Accident data During the

research period, a total of 130,675 accidents that came to the attention of the police on public
roads occurred (table 4). Most of the accidents have occurred in the 80 km/h speed limit area,
where the traffic volume has been between 3000 and 5999 vehicles per day.
Table 4. Number of accidents [pcs] in the years 1990-2004 by traffic volume and speed limit category
in the entire accident data.
Traffic volume
Speed limit In total
1500-2999 3000-5999 6000-11999 12000-
< 80 km/h 9970 11733 9715 20774 9031 40449
80 kmh 16530 12408 4922 54634
100 kmh 9029 13110 6195 4852 33186
120 kmh 232 2166 2406
In total 3 35532 5 45622 28550 20971 130675

According to Table 5, the majority of accidents have been isolated accidents (29%). Animal
accidents (27%) have occurred next most.
Table 5. Number of accidents [pcs] in the years 1990-2004

by other categories in the entire accident material.
Share of all
Accident category Total accidents
accidents [%]
Individual 58989 29
Reversal 15754 8
Bypass 7613 4
Intersection. 20873 10
Encounter 12666 6
Chasing luck. 13594 7
Mopedionn. 3455 2
Bicycle onn. 5820 3
Pedestrian access. 3681 2
Hirvionn. 29330 14
Peuraonn. 23321 11
Other animal happiness. 3550 2
Other luck. 8010 4
In total 206656
There are a total of 35,638 accidents in the research material, of which 18,157 have occurred in
summer and 17,481 in winter (tables 6-7). The research material contains about a quarter (27%) of
all accidents. This can be explained by the selection methods of the sub-materials and the fact that
the year of the procedure was not included in the review.

Table 6. Number of accidents in summer [pcs] in the years 1990 - 2004 tut-
in the kimus material.
ABC BCA CAB
speed limit KVL <80 km/ A BCABCABC Total
h 1500-2999 83 96 57 28 55 20 9 19 10 377
3000-5999 198 230 243 83 115 103 56 36 63 1127
6000-11999 148 189 198 100 112 117 80 104 76 1124
12000- 39 58 110 43 30 53 31 17 26 407
80 km/h 1500-2999 195 255 214 135 168 132 63 52 53 1267
3000-5999 307 418 350 236 258 227 117 108 97 2118
6000-11999 231 382 315 234 265 181 162 137 126 2033
12000- 54 63 94 35 27 37 24 41 21 396
100 kmh 1500-2999 360 497 436 241 337 315 112 87 130 2515
3000-5999 524 781 743 508 513 458 317 235 219 4298
6000-11999 275 355 381 318 234 263 199 157 173 2355
12000- 16 28 29 11 17 23 140 3 4 9
In total 2430 3352 3170 1972 2131 1929 1173 997 1003 18157
Table 7. Number of accidents in winter [pcs] in the years 1990-2004

in music material.
ABC BCA CAB
speed limit KVL <80 km/ BCABCABC Total
h 1500-2999 A 80 116 84 26 56 35 11 13 15 436
3000-5999 208 250 240 80 122 114 47 50 55 1166
6000-11999 189 226 205 141 151 120 107 81 83 1303
12000- 51 79 87 43 31 42 27 18 25 403
80 km/h 1500-2999 197 289 233 110 175 138 44 48 40 1274
3000-5999 318 375 352 178 237 239 94 97 98 1988
6000-11999 244 339 345 208 211 232 142 134 169 2024
12000- 47 75 94 34 27 28 27 29 20 334 456 485 236 287 347 381
100 kmh 1500-2999 91 76 128 2440
3000-5999 475 661 716 415 420 455 249 201 239 3831
6000-11999 210 381 354 214 284 265 138 105 165 2116
12000- 18 20 29 11 9 119 8 11 7 6
In total 2371 3267 3224 1696 2009 2026 984 861 1043 17481
Table 8. According to the number of accidents that happened in the summer, the number of hundred
meter long road sections in different rut depth and speed limit categories calculated
from the research data. (road length [km] = number-number/ 10)
Speed limit
Career depth Accidents / 100m [pcs]
category 0 1 2 3 min. <80 kmh 80 kmh 100 kmh 120 kmh Total
7687 22586 40763 2857 1484 2612 223 175 215 73893
625 45 33 26 8 19 5 7 22253 40464 2850 4944
A 153 1765 2837 220 220 275 49 37 40 21 587
42 22455 1629 179 19 15 109
4012 56 87
7445 73012
812 5634
B 219 762
50 17 144
3 min. 37 5 5 68
7553 40445 2787 73240
712 2825 259 5424
C 171 299 83 732
56 27 7 109
4 0 1 2 3 min. 4 71 26 4 116

Table 9. According to the number of accidents that happened in winter, the number of hundred
meter long road sections in different rut depth and speed limit categories calculated
from research data. (road length [km] = number-number/ 10)
Speed limit
Career depth Accidents / 100m [pcs]
category 0 1 2 3 min. <80 kmh 80 kmh 100 kmh 120 kmh Total
7627 22720 41185 2894 1371 2193 198 159 213 74426
645 41 29 5 18 2 22322 2831 1704 228 224 4407
A 175 71 29 7 18 3 22381 2866 587
55 21 110
40 61 9 90
7441 40692 73286
1 818 2591 5341
B 2 175 285 755
3 63 39 138
min. 4 0 1 66 14 101
7485 40470 73202
735 1677 2784 210 5407
C 2 197 175 312 54 738
3 73 43 35 5 156
min. 4 72 20 20 6 118
The research material consists of 100-meter long road sections, with accident numbers added to the
data according to the time period determined by the rut depth.
Tables 8-9 show the length of hundred meters in the summer and winter periods based on the rut depth
and the accumulation of accidents. Based on the previous tables, accidents were concentrated in
speed limit areas of 80 – 100 km/h.
Based on tables 8-9, it can be seen that the accumulation of accidents is concentrated in speed limit
areas below 80 km/h. This is due to the fact that the connection areas served by vilk-kaasti are mainly
located in areas with a speed limit of less than 80 km/h.
Test tables career and accidents in different material frameworks
Material ABC summer period


Material BCA summer term


Material CAB summer session


Material ABC winter episode
Material BCA winter period


Material CAB winter period


2.3 Collection and processing of health and accident data
2.3.1 General
In the work, the condition history material of the service level measurements (PTM) is being edited.
If a road has both a summer and an autumn measurement, the autumn test will be left in the
material. KURRE's general data and the happiness statistics from 1990 to 2004 are combined with
the service level measurement material. The fitness data, which are data from the two measurement
directions and spring measurements, are removed from the fitness register data.
The summer and winter speed limit may have changed during the monitoring period 1990-2004.
The winter speed limit has been taken into account in the 2004 situation, and the summer in the 2005
situation.
The difference between old measurements (before 2003) and new measurements has already been
removed from the values under review. The historical data of career depth older than 2003 has been
converted using a separate formula to be consistent with the newer data in the KURRE system. The
unevenness index IRI's condition history has also been converted to be consistent between the old
and new PTM measuring equipment in KURRE.
The review deals with 100 m road sections, for which it is easy to get unambiguous accident
information. Regarding accident data, it is typical that the most common accident result is 0, but
occasionally large numbers (3 or more) can occur. The accident location marked by the police is not
very precise, for example the road address lacks the roadway and lane information. However, on
single carriageway roads, this does not necessarily affect the final results, because consecutive 100
m sections belong to the same rut depth and traffic volume category. There are already more
mistakes on two-lane roads.
The statistics of accidents leading to personal injury are more accurate.
The 2004 KVL has been used as the traffic volume, which has been interpolated backwards in time
from the KVLs formula
( Amin max) A
Lag A
2004 , and
2
Time differenceA
KVL A
0.97

Only the average of the deeper rut depth of the second lane is used in the analysis. In the analysis,
it is assumed that the rut depth of the second lane of the roadway is the same. On single-lane roads,
this does not cause a significant error. On two-lane roads, the error can be larger, but even here the
effect on the results is small. Accidents are taken into account from both sides of the road.
2.3.2 Calculating the groove depth
The data work begins by making monthly SAS fitness data.

Fitness material is created according to three different material frameworks (ABC, BCA and CAB).
The values of the groove depth are interpolated and extrapolated to the data in a way that depends
on the data frame.
Grooving, or in other words pavement wear, occurs mainly in the winter months (10, 11, 12, 01, 02
and 03). The summer months are combined into April-month 04, when a certain career observation
is the same for all summer months (04,05,06,07,08 and 09).
Later, in the data processing, the summer season accidents are all combined into April accidents.
Winter accidents are stored as monthly data. The monthly groove speed is calculated using the
formula:
CAREER2 e.g.
Uranium This is used in the interpolation of the groove depth in the winter
7 ( mit age ) .
months and one summer month per year.
The grooves are thus assumed to grow during the summer by the same amount as in one winter
month.
Example. Career growth rate 0.4mm/month. In the example, April means the entire summer season
(months 04,05,06, 07,08,09).
Tie Aosa Aet VVVVKK URA 3 100 200404 11.7 3

1 100 200403 11.3 3 100 200402 10.9 3
1 100 200401 10.5 3 100 200312 10.1 3
1 100 200311 9.7 3 100 200310 9.3 3 100
1 200304 8.9 3 100 200303 8.5 3 100
1 200302 8.1 3 100 200301 7.7 3 100
1 200212 7.3
1
In sub-material ABC, the groove depth values are interpolated and extrapolated for the 7 months of
each year (winter months 10, 11, 12, 01, 02, 03 and summer month 04) between the two most recent
measures (TP1 and TP2) as shown in the following diagram.

Figure 5. Interpolation of groove depths in data frame ABC.
The groove depth between procedures P1 and TP2 is interpolated and partially extrapolated using
the initial groove 2 mm and the measurement before TP2.
The previous measurement has always been done 1 year before the TP2 moment. The summer months
have been removed from the picture. They would form almost horizontal periods with a dashed line and
the horizontal axis would become longer.
The starting date of time period A is given as the following year (+month-year) of TP1. The end date
of period A is given (year and month) when the groove depth exceeds 5.9 mm. The time period B
ends when the groove depth exceeds 9.9 mm. The end date of time period C is always the year
before TP2.
Figure 6. Interpolation of groove depths in the data frame BCA.


The groove depth after TP2 is interpolated based on the initial groove and the groove depth
measured 1...6 years after TP2. The groove depth between TP1 and TP2 is interpolated as in case
ABC.
Figure 7. Interpolation of groove depths in the data frame CAB.
The career depths are interpolated and the start and end years of the periods are determined as in
the material frames ABC and BCA.
In all cases, there must be time periods A, B and C. The periods can be of different lengths.
In the interpolation, it is assumed that the career depth exceeds 5.9 or 9.9 in October, November or
December of the previous year or in January, February or March of that year.
2.3.3 Processing of accident data
Accidents are added together for each road section for the time periods indicated by the data frames.
Accidents are used for all accidents that happened on public roads and separately personal injury
accidents, excluding accidents that happened on light traffic roads. The material is also grouped
according to weather data.

2.3.4 Combining career depth and accident data
A table is compiled from the data ABC, BCA and CAB, which combines the number of accidents
during the summer time (April 1 - September 30). Another separate table is made for wintertime
accidents.
In addition to the time period data, the summer time table also includes the 2005 summer time speed
limit and interpolated KVL, as well as road width and functional class. After that, the number of
accidents is divided by the number of summer months in that time period and the amount of traffic,
which is obtained by using the 2005 KVL and interpolating backward with the KVL growth factor so
that each career observation has its own performance value. Weather-
onn
section A
daan accident rate A ( ), which is corrected by a factor of one- / month run
. d
section A
the number of accidents divided by the amount of the payment in section A (still divided by million).
After that, the difference between accident rate B and A and the difference between C and A,
respectively, are calculated. For each 100 m road section there is one row in the table. Finally, the
BA and CA averages are calculated for each traffic volume and speed category. If the difference is
positive, a large career has increased accidents. The examination is initially carried out separately
with sub-materials ABC, BCA and CAB.
2.3.5 Roughness IRI and Groove Depth Handling
The unevenness values were taken from the research material in such a
way that from section C of the deepest rut depth class, 100-
for metric, the latest roughness value (=by assumption the latest value is the highest IRI
value within the section in question) was
taken from section A of the lowest rut depth category (=by default the latest value is the
highest IRI value within the section in question).
The difference between the aforementioned IRI values was calculated IT IS IT IS CIT . A
for each 100-meter. After that, the medians of the IRI difference were calculated separately for the
limit and traffic volume categories for summer and winter ( p50) . Finally,
IT IS speed the 100-meter sets were
classified by KVL and speed into two groups according to the me- ( p50) dian value of the IRI
difference (IRI differences < and IRI differences
IT IS IT IS ( p50) .

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3 RESULTS
3.1 Accident rates and their changes in different career categories

Tables 10-12 show the results of the accident rate analysis, calculated separately for partial data and
the entire data, and for the summer and winter periods. In total, the percentage values of the row
have been calculated as a length-weighted average.
Table 10. Summer accident rates (all accidents/ million driven km) and their differences in sub-
dataset ABC.
Material ABC Summer success rate, all success/million driving km

(NO) / (CA) /
Karvo A Karvo A
Speed KVL <80 Pituus [KM] Troops A Troops B Troops C CA 0.5186 NOT C-B [%] [%]
kmh 1500-2999 116.6 0.4601 0.4027 -0.0574 0.0585 -0.1158 13 % -12 %
3000-5999 173.2 0.4098 0.5066 0.5072 0.0975 0.0968 0.0007 24 % 24 %
6000-11999 108.7 0.3452 0.4074 0.4566 0.1114 0.0622 0.0492 18 % 32 %
12000- 27.8 0.1879 0.2417 0.4526 0.2646 0.0537 0.2109 29 % 141 %
<80 kmh Total 80 426.3 0.3568 0.4297 0.4681 0.1113 0.0728 0.4060 0.0384 20 % 31 %
kmh 1500-2999 383.7 0.3253 0.3979 0.0807 0.0726 0.0081 22 % 25 %
3000-5999 434.8 0.3119 0.3363 0.3642 0.0523 0.0244 0.2724 0.0279 8% 17 %
6000-11999 299.1 0.2011 0.2951 0.0712 0.0940 -0.0227 47 % 35 %
12000- 63.7 0.1263 0.1751 0.2375 0.1112 0.0488 0.0624 39 % 88 %
80 kmh Total 1181.3 0.2502 0.3133 0.3198 0.0696 0.0631 0.0065 25 % 28 %
100 kmh 1500-2999 790.6 0.2873 0.3598 0.4155 0.1282 0.0725 0.0557 25 % 45 %
3000-5999 870.2 0.2549 0.3384 0.3828 0.1279 0.0835 0.2934 0.0444 33 % 50 %
6000-11999 361.8 0.1854 0.2312 0.1080 0.0458 0.0622 25 % 58 %
12000- 27.0 0.0911 0.1639 0.1559 0.0648 0.0729 0.3555 -0.0080 80 % 71 %
100 kmh Total 2049.6 0.2363 0.3063 0.1192 0.0700 0.0492 30 % 50 %
All in total 3657.2 0.2576 0.3257 0.3591 0.1015 0.0681 0.0334 26 % 39 %
According to table 10, during a deep (10...16 mm) groove, the accident rate in the entire material is
on average 39% higher than for a small (2...6 mm) groove. During a medium-deep career, the
accident rate is 26% higher than during a small career. However, the change does not purely reflect
the effect of career depth. The change in the accident rate could also have been influenced by a
change in accident statistics, a change in driving habits or another similar reason.
In the ABC data set, the low-groove period is mostly in the early 90s, and the deep-groove period is
in the 2000s.
For the reasons stated above, it is also worth looking at those materials where the pin and deep
groove episodes are in a different order. Tables 11 and 12 show that in the BCA and CAB data, the
findings presented above are not true. A deep groove even reduces accidents.
In the ABC data, the accident rates (0.2576...0.3591) are at a slightly lower level than in the others,
especially in section A. The reason for this is unknown. In Aineis-to CAB section B accident rate
(0.6559) is higher than in others.
The order of magnitude is the same as in the industry statistics according to Figure 1.

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Table 11. Summer accident rates (all accidents/ million driven km) and their differences in sub-data
BCA.
BCA Summer success rate, all success/million driving km

(NO) / (CA) /
Karvo A Karvo A
Speed KVL <80 Pituus [KM Hosts A Hosts B Hosts C THAT NOT C-B [%] [%]
kmh 1500-2999 43.3 0.9069 0.9590 0.5974 -0.3095 0.0522 -0.3616 6 % -34 %
3000-5999 71.9 0.8320 0.7644 0.6629 -0.1691 -0.0675 -0.1015 0.6313 -0.0588 -8 % -20 %
6000-11999 49.7 0.6901 0.7508 0.0607 -0.1195 9% -9 %
12000- 9.4 0.4615 0.4533 0.9551 0.4936 -0.0082 0.5018 -2 % 107 %
<80 kmh Total 174.3 0.7263 0.7435 0.6892 -0.0372 0.0171 -0.0543 2 % -5 %
80 kmh 1500-2999 184.6 0.7043 0.5512 0.4509 -0.2533 -0.1531 -0.1002 -22 % -36 %
3000-5999 226.7 0.6109 0.4793 0.4055 -0.2054 -0.1317 -0.0738 -22 % -34 %
6000-11999 167.5 0.3722 0.4734 0.3317 -0.0405 0.1013 -0.1417 27 % -11 %
12000- 22.0 0.2358 0.4640 0.4274 0.1916 0.2282 -0.0366 97 % 81 %
80 kmh Total 600.8 0.4819 0.4884 0.3842 -0.0977 0.0065 -0.1042 1 % -20 %
100 kmh 1500-2999 425.9 0.5535 0.4725 0.4415 -0.1119 -0.0810 -0.0309 -15 % -20 %
3000-5999 425.0 0.5109 0.5112 0.4111 -0.0998 0.0004 -0.1002 0 % -20 %
6000-11999 242.1 0.3610 0.3206 0.3021 -0.0590 -0.0404 -0.0186 -11 % -16 %
12000- 5.6 0.1414 0.3611 0.4670 0.3256 0.2197 0.1059 155 % 230 %
100 kmh Total 1098.6 0.4581 0.4302 0.3793 -0.0787 -0.0278 -0.0509 -6 % -17 %
All in total 1873.7 0.4932 0.4857 0.4149 -0.0783 -0.0076 -0.0707 -2 % -16 %
Table 12. Summer accident rates (all accidents/ mil.driv.km) and their differences in the partial data
CAB.
CAB Summer success rate, all success/million driving km

(NO) / (CA) /
Karvo A Karvo A
Speed KVL <80 Pituus [KM] Troops A Troops B Troops C CA 1.7925 0.8150 0.0638 BA C-B [%] [%]
kmh 1500-2999 22.1 0.7512 1.0413 -0.9775 139 % 8%
3000-5999 46.2 0.8400 1.2746 0.7301 -0.1099 0.4345 -0.5445 52 % -13 %
6000-11999 45.3 0.6995 0.9498 0.6370 -0.0624 0.2503 -0.3127 36 % -9 %
12000- 7.7 0.5288 0.5935 1.0403 0.5115 0.0647 0.4468 12 % 97 %
<80 kmh Total 121.3 0.7158 1.0377 0.7447 0.0289 0.3219 -0.2930 45 % 4 %
80 kmh 1500-2999 110.4 0.6631 0.8059 0.4713 -0.1918 0.1428 -0.3346 22 % -29 %
3000-5999 142.3 0.6001 0.6581 0.3845 -0.2155 0.0581 -0.2736 10 % -36 %
6000-11999 142.4 0.3701 0.5469 0.3300 -0.0402 0.1768 -0.2169 48 % -11 %
12000- 17.2 0.2425 0.4822 0.5057 0.2632 0.2397 0.0235 99 % 109 %
80 kmh Total 412.3 0.4541 0.6006 0.3790 -0.0751 0.1465 -0.2216 32 % -17 %
100 kmh 1500-2999 217.8 3000-5999 0.5205 0.8447 0.5128 -0.0077 0.3242 -0.3319 62 % -1 %
296.4 0.4772 0.6691 0.3853 -0.0919 0.1919 -0.2838 40 % -19 %
6000-11999 183.7 12000- 0.3581 0.4590 0.2922 -0.0659 0.1009 -0.1667 28 % -18 %
5.4 0.1241 0.4924 0.4197 0.2956 0.3683 -0.0727 297 % 238 %
100 kmh Total 703.3 0.4278 0.6088 0.3688 -0.0590 0.1810 -0.2400 42 % -14 %
All in total 1236.9 0.4681 0.6559 0.4143 -0.0539 0.1878 -0.2417 40 % -12 %
The accident rates and differences in accident rates presented in tables 13 and 14 have been
calculated by weighting the corresponding values of the sub-materials with a factor of 1/3. In total,
the percentage values of the row have been calculated as length-weighted values from the value of
each traffic volume category.

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Table 13. Summer accident rates (all accidents/ million driving km) and their
differences in the entire material.
Summer success rate, all

success/million driving km
BA / CA /
Length [km] THAT NOT C-B Karvo A karvo A karvo A [%]
Speed KVL [%]
<80 kmh 1500-2999 182.0 -0.1010 0.3840 -0.4850 0.7061 54 % -14 %
3000-5999 291.3 -0.0605 0.1546 -0.2151 0.6939 22 % -9 %
6000-11999 203.7 -0.0033 0.1244 -0.1277 0.5783 22 % -1 %
12000- 44.9 0.4232 0.0367 0.3865 0.3927 9 % 108 %
<80 kmh Total 721.9 0.0343 0.1373 -0.1030 0.5997 29 % -1 %
80 kmh 1500-2999 678.7 -0.1215 0.0208 -0.1422 0.5642 4 % -22 %
3000-5999 803.8 -0.1229 -0.0164 -0.1065 0.5076 -3 % -24 %
6000-11999 609.0 -0.0031 0.1240 -0.1271 0.3145 39 % -1 %
12000- 102.9 0.1887 0.1722 0.0164 0.2015 85 % 94 %
80 kmh Total 2194.4 -0.0344 0.0720 -0.1065 0.3954 15 % -11 %
100 kmh 1500-2999 1434.3 0.0029 0.1052 -0.1024 0.4538 23 % 1 %
3000-5999 1591.6 -0.0213 0.0919 -0.1132 0.4143 22 % -5 %
6000-11999 787.6 -0.0056 0.0354 -0.0410 0.3015 12 % -2 %
12000- 38.0 0.2286 0.2203 0.0084 0.1189 185 % 192 %
100 kmh Total 3851.5 -0.0062 0.0744 -0.0806 0.3741 22 % 0 %
All in total 6767.8 -0.0102 0.0828 -0.0930 0.4063 21 % -4 %
Table 14. Winter accident rates (all accidents/ million driving km) and their
Winter condition, all good/

mil.km
BA / CA / Accepted
Length [km] THAT NOT C-B Karvo A Accepted [%]
Speed KVL [%]
<80 kmh 1500-2999 183.7 -0.2600 0.4555 -0.7155 0.7853 58 % -33 %
3000-5999 290.3 -0.3308 0.0867 -0.4175 0.9102 10 % -36 %
6000-11999 201.8 -0.1487 -0.0404 -0.1083 0.7900 -5 % -19 %
12000- 48.9 -0.0040 0.1153 -0.1193 0.4205 27 % -1 %
<80 kmh Total 80 kmh 724.7 -0.1907 0.0629 -0.2536 0.7651 19 % -28 %
1500-2999 1943.8 -0.1536 0.0164 -0.1699 0.6539 3 % -23 %
3000-5999 1941.9 -0.1422 0.0167 -0.1589 0.5337 3 % -27 %
6000-11999 1186.0 -0.1040 0.0648 -0.1687 0.3949 16 % -26 %
12000- 117.6 0.0982 0.0303 0.0680 0.2453 12 % 40 %
80 kmh Total 100 kmh 5189.3 -0.1130 0.0361 -0.1491 0.4836 6 % -24 %
1500-2999 167.5 -0.1374 0.0804 -0.2178 0.4573 18 % -30 %
3000-5999 454.5 -0.0557 -0.0633 0.0076 0.4079 -16 % -14 %
6000-11999 212.5 -0.0103 0.0496 -0.0600 0.2308 21 % -4 %
12000- 19.3 0.3214 0.2688 0.0526 0.0777 346 % 413 %
100 kmh Total 853.8 -0.0448 0.0007 -0.0455 0.3358 8 % -5 %
All in total 6767.8 -0.1103 0.0375 -0.1478 0.4940 8 % -22 %
The accident rate of section B (groove depth 6...10 mm) is on average 21% higher in summer and 8%
higher on average in winter than the accident rate of section A (groove depth 2...6 mm).
Depending on the traffic volume category and speed limit, the accident rate of section C is about the
same level as section A in summer. In winter, the accident rate of section C is even 22% lower than
section A.
The study did not find out whether roads with deep ruts have worse road markings than roads with
shallow ruts. It has also not been determined whether a lower speed limit was used during the deep
rut or after the pavement was renewed.
These could have influenced the accident rate along with career depth.

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Due to the selection of the research material, the roads of section B and C are completely similar to
the roads of section A in their geometry and other characteristics. During periods B and C, on
average, exactly the same accident statistics and traffic speed limit monitoring have been followed,
and vehicles from the same period have been used.
3.2 Personal injury accident rates and their changes are different
in career classes
The results in tables 15 and 16 have been calculated in the same way as in the accident rate
analysis of all accidents for the entire material.
Table 15. Summer accident rates (HEVA accidents/ million driven km) and their
Summer success rate, all
success/million driving km
BA / CA / Accepted
Length [km] THAT NOT C-B Karvo A Accepted [%]
Speed KVL [%]
<80 kmh 1500-2999 182.0 -0.0606 0.2295 -0.2901 0.2564 90 % -24 %
3000-5999 291.3 -0.0900 -0.0098 -0.0802 0.2917 -3 % -31 %
6000-11999 203.7 0.0002 0.0419 -0.0417 0.1965 21 % 0 %
12000- 44.9 -0.0046 -0.0321 0.0275 0.1685 -19 % -3 %
<80 kmh Total 721.9 -0.0351 0.0296 -0.0647 0.2280 26 % -19 %
80 kmh 1500-2999 678.7 -0.0119 -0.0223 0.0104 0.1325 -17 % -9 %
3000-5999 803.8 -0.0544 0.0056 -0.0599 0.1522 4 % -36 %
6000-11999 609.0 -0.0372 -0.0003 -0.0369 0.1091 0 % -34 %
12000- 102.9 0.0151 0.0180 -0.0028 0.0709 25 % 21 %
80 kmh Total 100 2194.4 -0.0333 -0.0007 -0.0327 0.1214 -3 % -24 %
kmh 1500-2999 1434.3 -0.0301 0.0054 -0.0355 0.1132 5 % -27 %
3000-5999 1591.6 -0.0286 0.0080 -0.0366 0.1006 8 % -28 %
6000-11999 787.6 -0.0160 0.0064 -0.0225 0.0834 8 % -19 %
12000- 38.0 0.0870 0.0193 0.0677 0.0427 45 % 204 %
100 kmh Total 3851.5 -0.0225 0.0070 -0.0295 0.0959 7 % -24 %
All in total 6767.8 -0.0268 0.0083 -0.0351 0.1194 6 % -23 %
Table 16. Winter accident rates (HEVA accidents/ million driven km) and their
Winter condition, all good/

mil.km
BA / CA /
Length [km] THAT NOT C-B Karvo A karvo A karvo A [%]
Speed KVL [%]
<80 kmh 1500-2999 183.7 -0.0265 0.0988 -0.1254 0.2098 47 % -13 %
3000-5999 290.3 -0.0689 0.0019 -0.0708 0.2409 1 % -29 %
6000-11999 201.8 -0.0958 -0.0119 -0.0839 0.2136 -6 % -45 %
12000- 48.9 -0.0319 0.0310 -0.0628 0.1242 25 % -26 %
<80 kmh Total 80 kmh 724.7 -0.0704 0.0073 -0.0778 0.2074 12 % -29 %
1500-2999 1943.8 -0.0680 -0.0122 -0.0559 0.1297 -9 % -52 %
3000-5999 1941.9 -0.0273 0.0056 -0.0329 0.1097 5 % -25 %
6000-11999 1186.0 -0.0408 -0.0012 -0.0395 0.0984 -1 % -41 %
12000- 117.6 0.0539 0.0341 0.0198 0.0495 69 % 109 %
80 kmh Total 100 kmh 5189.3 -0.0369 0.0009 -0.0378 0.1054 0 % -36 %
1500-2999 167.5 -0.0599 -0.0353 -0.0246 0.1037 -34 % -58 %
3000-5999 454.5 -0.0042 -0.0150 0.0107 0.0728 -21 % -6 %
6000-11999 212.5 0.0000 0.0285 -0.0285 0.0499 57 % 0 %
12000- 19.3 0.1581 0.1068 0.0513 0.0286 373 % 552 %
100 kmh Total 853.8 -0.0066 0.0018 -0.0085 0.0666 5 % -2 %
All in total 6767.8 -0.0357 0.0030 -0.0387 0.1113 2 % -31 %

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The results are similar to those for all accidents. The accident rate of section B (groove depth 6...10
mm) is on average 6% higher in summer and 2% higher on average in winter than the accident rate
of section A (groove depth 2...6 mm).
The accident rate of section C is on average 24% lower in summer and 31% lower in winter than
section A.
3.3 Results by accident type
Table 17. Differences in accident rates (accidents/ million driven km) in different rut depth periods:
A = small rut, B = medium rut (6...10 mm) and C = deep rut in the combined
material ABC+BCA+CAB.
Good luck degree Good luck degree

Accidents Accident rate Accident degree
change [%] change [%]
[pcs] throughout the material e in period A
((NO)/A) ((CA)/A)
Winter
all weather conditions 20681 0.4697 0.4940 8% -22 %
Type of accident
single accident collision 5038 0.1144 0.1190 13 % -16 %
accident 1648 0.0430 0.0341 44 % 34 %
Summer
all weather conditions 18768 0.4305 0.4063 21 % -4 %
Type of accident
An isolated accident 3989 0.0912 0.0893 17 % -13 %
Collision accident 750 0.0175 0.0187 11 % -23 %
The results correspond to the previous results. The exception is winter hit-and-run accidents:
Medium-deep and deep ruts seem to increase them more than other accidents.

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Table 18. Differences in personal injury accident rates (accidents/ mil.km driven) in different rut depth
periods: A = small rut, B = medium rut (6...10 mm) and C = deep rut in the combined
material ABC+BCA+CAB.
Good luck Good luck

Accidents [pcs] Accident rate in the Accident degree
degree change [%] degree change [%]
entire material e in period A
((NO)/A) ((CA)/A)
Winter
Type of accident
single accident collision 1115 0.0251 0.0293 -1 % -28 %
accident 812 0.0191 0.0181 31 % -18 %
Summer
Type of accident
An isolated accident 1397 0.0316 0.0332 7% -21 %
Collision accident 432 0.0100 0.0123 0% -26 %
Here, too, a medium-deep rut increases collision accidents in winter more than other accidents, and a
deep rut reduces collision accidents less than other accidents. Head-on accidents are more serious
than other types of accidents.
3.4 The effect of weather on accidents

The accident rate cannot be calculated separately for different weather conditions, because the
driving performance in different weather conditions is not known. Therefore, in the following, instead of
the accident rate, the accident index is used,
which is ( Onn) basic

lkm level
basic level
Onn Index
_ .
basic level
Performance
the entire data
the entire data
The index thus describes the generality of the weather rather than the dangerousness of the
weather. However, the index of two career depth periods, for example B and A, can be compared
with each other. If there has been no change in the frequency of weather between the periods, the
difference in the indices and the % change calculated on the basis of it also describe in a way the
change in accident rates.
In this material, there should not be large differences in the frequency of weather between the
periods, because by combining sub-materials ABC, BCA and CAB, the differences in different years
are canceled out.
The change % of the differences in the groove depth periods B and A is calculated in each different
condition as follows:
Onn lmk
( ) Onn lmk
( )
section B section A
section B section A
Change
basic level
%( NOT ) 100 .
Performance
the entire data
the entire data

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For example, the change % of the index differences between the fog and the base level is
calculated as follows:
% %( ) %( BA Change fog BA
Change(BA) base level fogChange basic level ).
In the following, we examine whether the effect of rut depth is accentuated in some types of on-off or
in some weather conditions. Cases with at least 1,000 accidents as data are shown in bold in the
tables.
Table 19. Accident indices and their changes for different accident
in classes, weather and weather conditions on 1-lane roads.
Table 19 shows that the accident index increases in winter in snow, sleet or hail by 74% due to
medium-deep ruts and 63% due to deep ruts, while the corresponding figures for all weather conditions
combined are 8% and -22%. In summer, the percentages have increased in clear weather. 86% and
102%. Do ruts increase the number of accidents that happen especially in these weathers? Due to
the inaccuracies of the initial data and the calculation method, the results are uncertain.
There is water in the grooves, there are less than 1000 accidents in the cases, so no conclusions
should be drawn from them.

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Table 20. Personal injury accident indices and their changes in different accident categories, weather
and weather conditions on 1-lane roads.
Your accident Your accident Onn. your index Onn. your index Onn. your index Onn. your index
Accidents
ndex in the index change [%] change [%] change vs all change vs all
[pcs]
entire material in period A ((NO)/A) ((CA)/A) weather (BA) weather (CA)
Winter
all weather conditions 4442 0.1004 0.1113 2% -31 % - -
Road surface quality

bare 1776 0.0399 0.0476 -5 % -43 % -6 % -12 %
ura bare (Polanne) 98 0.0023 0.0019 122 % 134 % 121 % 165 %
snowy and slushy 751 0.0170 0.0176 34 % -12 % 33 % 19 %
icy 1792 0.0406 0.0435 4% -15 % 2% 16 %

water in grooves 102 0.0023 0.0018 -5 % 97 % -7 % 128 %
Weather
bright 3235 0.0734 0.0795 3% -29 % 1% 2%

poison 117 0.0026 0.0042 -23 % -38 % -24 % -7 %
rain 308 0.0069 0.0089 -20 % -33 % -22 % -2 %
snow, sleet and sleet 2806 0.0787 0.0875 3% -36 % 1% -5 %
Summer
all weather conditions 4998 0.1132 0.1194 6% -23 % - -
Road surface quality

bare 4832 0.1095 0.1165 4% -24 % -2 % -1 %
water in the grooves 118 0.0029 0.0009 65 % 323 % 59 % 346 %
Weather
Bright 4549 0.0775 0.0665 26 % 24 % 20 % 47 %

Poison 42 0.0009 0.0012 58 % -57 % 53 % -34 %
Rain: hail & rain 407 0.0092 0.0092 33 % -22 % 27 % 1%
The material in table 20 is smaller than in table 19 and drawing conclusions is even more uncertain.
Here, too, snowy or slushy in winter and clear in summer have increased index change percentages
from the mid-belt and deep groove period.

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3.5 Effect of roughness and rut on accident rates and

to its changes
In the following review, we examine whether the accident rate increases more than normal in connection
with the increase in rut depth, if the longitudinal unevenness increases more than normal at the same
time. The review only compares time periods A and C.
100 %
90 %
80 %
70 %
60 %
50 %
40 %
30 %
20 %
10 %
0%
1.00
1.25
1.50
1.75
0.25
0.50
0.75
2.00
2.25
-0.50
0.00
-0.25
NOP <=60 NOP =80 NOP=100 NOP=120
Figure 8. The distribution of the differences in the maximum IRI values of the rut depth classes C and A
in speed limit categories.
100 %
90 %
80 %
70 %
60 %
50 %
40 %
30 %
20 %
10 %
0%
1.00
1.25
1.50
1.75
0.25
0.50
0.75
2.00
2.25
-0.50
0.00
-0.25
KVL 1500-2999 KVL 3000-6000 KVL 6001-
Figure 9. The distribution of the differences in the maximum IRI values of the rut depth classes C and A
in traffic volume classes.

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Figures 8 and 9 show that roads in higher speed limit and traffic volume categories are in better
condition than in lower categories. For example, in the 100 km/h speed limit category, 80% of the IRI
differences are below 0.50, while in the 60 km/h speed limit category, 80% of the IRI differences are
below 0.80.
Tables 21 and 22 examine separately, according to the summer and winter speed limits, how much
the IRI increases when, on the same 100-meter road section, one moves from a shallow section A to
a deep rut section C. The median difference in IRI between section C and A varies between 0.13...
0.36.
Table 21. IRI differences of summer single-track roads (in rut classes CA).
Table 22. IRI differences of winter single-track roads (in rut classes CA).
In Table 23, the material is divided by KVL and speed limit categories according to the median
obtained above into two categories: 'large IRI difference' and 'small IRI difference'. The median of
the category 'small IRI difference' is P25% shown in table 21 or 22, and the median of the category
'large IRI difference' is P75%. According to table 23, the median of the class 'large IRI difference' is
5.11...6.91 times as large as the median of the class 'small IRI difference'.

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Table 23. Accident rate differences in summer for different traffic volumes and speeds
in restriction classes 1- carriageway roads.
Hon. aste-ero CA
IRI-ero P75% / IRI-I was
Length [km] (big IRIero-small IRI-ero P25 % P50 %
KVL class IRIero) [%]
<80 kmh 1500-2999 50.8 -28.1 % 6.91 0.350
3000-5999 92.9 -93.7 % 6.91 0.360
6000-11999 79.7 13.4 % 6.33 0.300
<80 kmh Total 80 kmh 223.5 -40.3 % 6.73 0.335
1500-2999 3000-5999 219.7 -51.3 % 6.00 0.300
6000-11999 276.6 -11.4 % 5.44 0.260
285.2 3.4 % 4.67 0.190
80 kmh Total 100 781.4 -17.3 % 5.29 0.244
kmh 1500-2999 3000-5999 446.8 25.5 % 5.44 0.260
6000-11999 532.3 35.9 % 5.11 0.260
365.8 -28.0 % 5.38 0.200
100 kmh Total 1 344.9 15.4 % 5.28 0.243
All in total 2 349.7 -0.8 % 5.43 0.252
In class 23 of the table, a large IRI difference of 80 km/h is associated with a 17.3% unit lower accident
rate change than a small IRI difference as the rut depth increases from section A to section C (deep
rut). A higher-than-average increase in IRI combined with an increase in rut depth thus seems to
reduce accidents. In the 100 km/h class, the opposite happens. The combined effect is almost 0 in
summer (-0.8% units).
Table 24. Accident rate differences in winter with different traffic volumes and speeds
in restriction classes 1- carriageway roads.
Hon. aste-ero CA
IRI-ero P75% / IRI-I was
Length [km] (big IRIero-small IRI-ero P25 % P50 %
KVL class IRIero) [%]
<80 kmh 1500-2999 51.3 -27.9 % 3.00 0.360
3000-5999 92.8 -93.7 3.27 0.360
6000-11999 % 31.5 3.10 0.310
<80 kmh Total 80 kmh 82.1 % -33.1 3.15 0.340
1500-2999 3000-5999 226.3 % -4.7 2.89 0.260
6000-11999 626.9 % 18.7 2.89 0.260
654.4 % -23.0 2.33 0.210
80 kmh Total 570.9 1 % -1.8 2.70 0.243
100 kmh 1500-2999 852.2 65.9 % -32.2 1.89 0.360
3000-5999 154.9 % 19.7 2.89 0.260
6000-11999 87.8 % 32.5 0.130
100 kmh Total 308.6 % 12.3 2.85 0.239
All in total 2 387.1 % -3.0 % 2.77 0.251
According to Table 24, even in winter, the effect of IRI goes against each other. All in all, according
to the line, a large increase in IRI rather reduces accidents.

SCORE
3.6 Average traffic speeds in summer and winter
Driving behavior has been studied using material collected from LAM points, which contains actual
driving speeds from 1995 to 2004 by vehicle category. The actual driving speeds of the first weeks
of each month were collected as data to the nearest hundredth of a second (each vehicle from the
monitoring period). The vehicle classes were divided into three groups: group A: cars, vans and
buses, group B: all trucks and lorries regardless
of trailer type,
group C: passenger cars + trailers and caravans.
The effect of rut depth on driving speeds was investigated using both fitness data and LAM point
data. The analysis method used was analysis of variance, where the averages of actual driving
speeds were compared by vehicle and speed limit category. In addition, the change in the average
of the actual driving speeds during the peak period of the summer data was investigated separately.
In winter, rush hour and dark/light hours were also examined separately.
The effect of rut depth on average driving speeds was investigated using both fitness data and
LAM point data. The analysis method used was variance analysis, where the average, median and
85 percentiles of actual driving speeds were compared by vehicle and speed limit category.
The actual driving speeds of the first weeks of each month were collected as data to the nearest
hundredth of a second (each vehicle from the monitoring period 1995 - 2004). The vehicle classes
were divided into three groups: group A: cars, vans and buses, group B: all
trucks and lorries regardless of trailer type,
group C: passenger cars + trailers and caravans.
A simple stratified random sampling was used to select the test material.
The basic sampling method is the so-called simple random sampling. In it, all observation units of
the basic population have the same probability of being selected for the sample. With stratified
sampling, the aim is to ensure that the sample is as representative as possible of the groups that
are significant for the study. In a representative sample, important groups are represented in the
sample in the same proportion as in the basic population. Sometimes a group can be so small that
simple random female sampling cannot ensure that the group is represented in the sample.
Random sampling was carried out in the following categories, i.e. strata:
1. in groove classes 0-6mm, 6-9.9mm, 10-mm 2.
Summer speed: 1-60, 70-80, 100, 120 km/h; winter speed: 1-60, 70-80,
100 km/h.
3. Vehicle classes A: passenger cars, vans and buses, B: all trucks, C: passenger car + trailer
or caravan.
By rut depth category, the average traffic speeds in different rut depth categories and the
differences between them separately in winter and summer were calculated based on the vehicle
speed information obtained from automatic traffic measurement stations.

SCORE
Based on the research, in the majority of vehicle and speed limit categories, the average speed of
the traffic flow is lower during the big rush than during the small rush in the summer (table 25).
However, this could not be proven statistically. On the other hand, the average speed during a
small rut is almost 1 km/h higher than the average speed during a medium rut.
In winter, the differences in average speeds were greater than in summer between different rut
depth categories (table 26). Passenger cars, vans and buses decreased their speed by about 2 km/
h during the big rush compared to the time of the small rush with speed limits of 70-100 km/h. This
change could also be shown statistically. A similar change was observed in other vehicle categories
as well. During a medium-deep rut, the average speed is also lower than during a small rut, and
the corresponding deviation has also been statistically proven to be true. On average, the average
speed of the entire traffic flow is about 3.5 km/h lower during a medium-deep rut than during a
small rut. Correspondingly, during a large rut, the speed of the entire traffic flow is about 0.5 km/h
lower than during a small rut.
Table 25. The average speed of traffic in the smallest rut depth class and the difference in the
average speeds of traffic in other rut depth classes by speed limit and vehicle
class in summer. (background colored = deviates from the average of a small
career with 95% probability)
Uraluokka A: <6mm B: 6-9.9mm C: 10-mm
Vehicle class Speed category 1: Average Average difference BA Average difference CA
Person, van and bus 01 - 60 km/h 67.31 -0.24 -0.01

2: 70 - 80 km/h 84.23 -0.69 -0.33
3: 90 - 100 km/h 99.16 -1.65 -0.61
4: 120 km/h 111.41 0.53 0.83
All trucks 1: 01 - 60 km/h 68.62 -0.67 -0.47
2: 70 - 80 kmh 3: 80.75 0.66 0.51
90 - 100 kmh 86.75 -0.78 -0.15
4: 120 km/h 87.26 -0.72 0.83
Passenger car + trailer or caravan 1: 01 - 60 km/h 67.34 -0.47 -0.42

2: 70 - 80 km/h 80.55 -0.86 0.82
3: 90 - 100 km/h 88.33 -1.09 -0.86
4: 120 km/h 91.38 1.37 0.76
In total 84.78 -0.81 2.22
According to table 25, the speed of passenger cars decreases in the summer during the medium
deep rut period by 0.69...1.65 km/h and during the deep rut by 0.33...0.61 km/h, when the speed
limit is 70...100 km/h, where most from the research material, month-to-month. For other vehicles,
the change is of the same category.
Table 26 shows that in winter, the corresponding speed drops are 0.61...1.63 km/h during the
medium-shallow rut and 1.66...2.04 km/h during the deep rut.
Especially in winter, the decrease in speed partly explains the fact that there are fewer accidents
during a deep rut than during a small rut. Based on previous studies, it has been found that a
decrease in average speed by 1 km/h reduces personal injury accidents by approximately 3% and
deaths by approximately 50% per year /Ranta and Kallberg 1996, Elvik and Vaa 2004/.

SCORE
Table 26. The average speed of traffic in the smallest rut depth class and the difference in the average speeds of
other rut depth classes by speed limit and vehicle class in winter. (bold = deviates from the
average of a small career with 95% probability)
Career class
A: <6mm B: 6-9.9mm C: 10-mm
vehicle class Tspeed class Average difference B- Grade difference C-

Average A A
Person, van and bus 1: 01 - 60 km/h 66.41 -0.45 0.50

2: 70 - 80 km/h 82.62 -0.61 -2.04
3: 90 - 100 km/h 99.13 -1.63 -1.66
All trucks 1: 01 - 60 km/h 67.31 -0.48 -0.26
2: 70 - 80 km/h 79.85 -0.07 -1.59
3: 90 - 100 km/h 85.80 -0.44 -0.07
Passenger car + 1: 01 - 60 km/h 66.35 -0.26 0.23
trailer or caravan 2: 70 - 80 km/h 79.40 -1.64 -0.85
3: 90 - 100 km/h 88.28 -1.00 -0.43
In total 82.28 -3.56 -0.55
Appendix 4 contains more detailed result tables from the driving speed inspection.

CONCLUSIONS
4 CONCLUSIONS
The effect of groove depth on the accident rate can be summarized in table 27.
Table 27. Change in the accident rate when the groove depth changes from class A (2...6) mm to class
B (6...10 mm) or class C (10...16 mm). The increase in parentheses applies to roads
with a speed limit of 100 km/ h in that time of year.
Change in groove Increase in happiness in summer Increase in happiness in winter

depth
A -> B + 21 % (+ 22 %) - 4 % + 8 % (+ 8 %) - 22 %
A -> C (- 0 %) (- 5 %)
Table 28. Change in personal injury accident rate when the groove depth changes from class A (2...6)
mm to class B (6...10 mm) or class C (10...16 mm). The increase in parentheses
applies to roads with a speed limit of 100 km/ h in that time of year.
Change in groove Increase in happiness in summer Increase in happiness in winter

depth
A -> B + 6 % (+ 7 %) - 23 + 2 % (+ 5 %) - 31 %
A -> C % (- 24 %) (- 2 %)
Table 29. Change in average speeds of passenger cars, vans and buses when the rut depth changes
from class A (2...6) mm to class B (6...10 mm) or class C (10...16 mm), when the
speed limit is 80 km/ h . The increase in parentheses applies to roads with a speed
limit of 100 km/ h in that time of year.
Change in groove Change of speed in the summer Speed change in winter

depth
A -> B - 0.69 (- 1.65) km/h - 0.33 - 0.61 (- 1.63) km/h - 2.04
A -> C (- 0.61) km/h (- 1.66) km/h)
According to the results, a medium-deep groove increases accidents. On the other hand, a deep rut
reduces accidents compared to an almost rutless road surface. The study does not properly explain
the different effect of medium-deep and deep ruts, because medium-deep and deep ruts reduce driving
speeds by approximately the same amount, i.e. 0.3...2 km/h. According to previous studies, even this
small decrease in average speeds significantly reduces accidents.
The effects cannot be reliably calculated by climate, because the accident rate cannot be calculated
by climate.
The study also examined the combined effect of career growth and the growth of IRI, which describes
longitudinal uniformity. At one speed, a large increase in IRI associated with a deep rut increased
accidents more than a small increase in IRI associated with a deep rut, but at another speed the effect
was the opposite. IRI therefore has no clear effect on the accident rate.

LITERATURE REFERENCES
5 LITERATURE REFERENCES
Elvik Rune, Vaa Truls. 2004. The handbook of road safety measures.
Ranta Susanna, Kallberg Veli-Pekka. 1996. An Analysis of Statistical Studies of the Safety Effects
of Driving Speeds. Tielaitot's studies 2/1996.

APPENDICES
6 APPENDICES
Appendix 1. Winter and summer accident rates (all accidents) in different conditions
in the roads
Appendix 2. Winter and summer personal injury accident rates in different conditions Appendix
3. More detailed result tables of the IRI review Appendix 4. More
detailed result tables of the average speed review of the traffic flow
Effect of groove depth and unevenness on accidents Appendix 1 (1/7)

APPENDICES
WINTER AND SUMMER ACCIDENT RATE (ALL

ACCIDENTS) UNDER DIFFERENT CIRCUMSTANCES
Table 30. Summer accident rates, when the accident site is broken down.
Table 31. Summer accident rates, when a single accident.

Appendix 1 (2/7) Effect of groove depth and unevenness on accidents

APPENDICES
Table 32. Summer accident rates, when collision accident.
Table 33. Summer accident rates when the weather is clear.
Table 34. Summer accident rates when the weather is foggy.


APPENDICES
Table 35. Summer accident rates when water rains.
Table 36. Summer accident rates when the road is bare or dry.
Table 37. Summer accident rates when there is water in the grooves.

APPENDICES
Table 38. Winter accident rates, when the accident location is broken down.
Table 39. Winter accident rates, when a single accident.
Table 40. Winter accident rates, when collision accident.


APPENDICES
Table 41. Winter accident rates when the road is bare or dry.
Table 42. Accident rates in winter when the groove is bare or burnt.
Table 43. Winter accident rates when the road is snowy & slushy.

APPENDICES
Table 44. Winter accident rates when the road is icy.
Table 45. Winter accident rates when there is water in the grooves.
Table 46. Winter accident rates when the weather is clear.


APPENDICES
Table 47. Winter accident rates when the weather is foggy.
Table 48. Winter accident rates when water rains.
Table 49. Winter accident rates when sleet, snow or hail.


APPENDICES
WINTER AND SUMMER PERSONAL INJURY

ACCIDENT RATES UNDER DIFFERENT CIRCUMSTANCES
Table 50. Summer accident rates, when the accident location is delimited.
Table 51. Summer accident rates, when single accidents.


APPENDICES
Table 52. Summer accident rates, when collision accidents.
Table 53. Summer accident rates when the weather is clear.
Table 54. Summer accident rates when the weather is foggy.


APPENDICES
Table 55. Summer accident rates when the weather is rainy.
Table 56. Summer accident rates when the road is bare or dry.
Table 57. Summer accident rates when there is water in the grooves.

APPENDICES
Table 58. Winter accident rates, when the accident site is delineated.
Table 59. Winter accident rates, when a single accident.
Table 60. Winter accident rates, when collision accident.


APPENDICES
Table 61. Winter accident rates when the road is bare or dry.
Table 62. Winter accident rates when the grooves are bare (polanne).
Table 63. Winter accident rates when the road is snowy.


APPENDICES
Table 64. Winter accident rates when the road is icy.
Table 65. Winter accident rates when there is water in the grooves.
Table 66. Winter accident rates when the weather is clear.


APPENDICES
Table 67. Winter accident rates when the weather is foggy.
Table 68. Winter accident rates when the weather is rainy.
Table 69. Winter accident rates when it snows, hails or sleet.


APPENDICES
Appendix 3 ( 2 / 2 ) Effect of groove depth and unevenness on accidents

APPENDICES
Appendix 4 Effect of groove depth and unevenness on accidents

APPENDICES
ISSN 1459-1553
ISBN 978-951-803-591-9
TIEH 3200961-v

Impact of Rut Depth and IRI On Accidents - Translated

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Kari Lehtonen, Vesa Laine, Seppo Järvinen

Effect of groove depth and unevenness on accidents

Reports of the Road Administration 49/2005

Kari Lehtonen, Vesa Laine, Seppo Järvinen

Effect of groove depth and unevenness on accidents

Reports of the Road Administration 49/2005

Online publication pdf (www.tiehallinto.fi/julkaisut)

Looking at the calculated averages, we see that

Kari Lehtonen, Vesa Laine, Seppo Järvinen . TIEH 3200961.

On examination of the calculated averages, it emerges that in winter during a

The report was prepared by the

Erkki Sarjanoja, DI (control of calculating accident rates)

in Helsinki in December 2005

Effect of groove depth and unevenness on accidents 9

1 THE STARTING POINTS OF THE RESEARCH 11

2 CAREERS AND ACCIDENTS 12

2.1 Research method 12

2.2 Research material 13

2.3 Collection and processing of health and accident data 2.3.1 23

2.3.2 Calculating the rut depth 2.3.3 24

Processing accident data 2.3.4 Combining rut 26

3.3 Results by type of accident 3.4 The effect of 32

weather on accidents 3.5 The effect of roughness and ruts 33

on accident rates and their changes

3.6 Average traffic speeds in summer and winter 39

10 Effect of groove depth and unevenness on accidents

Effect of groove depth and unevenness on accidents 11

1 THE STARTING POINTS OF THE RESEARCH

12 Effect of groove depth and unevenness on accidents

2 CAREERS AND ACCIDENTS

2.1 Research method

Accident rates in 1992-2001

Effect of groove depth and unevenness on accidents 13

2.2 Research material

The number of hundred meters of time period A

14 Effect of groove depth and unevenness on accidents

The number of hundred meters of time period B

The number of hundred meters of time period C

Effect of groove depth and unevenness on accidents 15

Urasyvyys A Distribution Dispersion Hair 1.1 4.2 Deviation

B (ura >5.9-9.9mm) 1.2 1.2 1.2

C (ura >9.9mm) 1.8

Accident data During the

16 Effect of groove depth and unevenness on accidents

Table 5. Number of accidents [pcs] in the years 1990-2004

Chasing luck. 13594 7

Bicycle onn. 5820 3

Pedestrian access. 3681 2

Other animal happiness. 3550 2

Other luck. 8010 4

Effect of groove depth and unevenness on accidents 17

Table 7. Number of accidents in winter [pcs] in the years 1990-2004

18 Effect of groove depth and unevenness on accidents

Test tables career and accidents in different material frameworks

Material ABC summer period

Effect of groove depth and unevenness on accidents 19

Material BCA summer term

20 Effect of groove depth and unevenness on accidents

Material CAB summer session

Effect of groove depth and unevenness on accidents 21

Material ABC winter episode

Material BCA winter period