İnşaat Mühendisliği Bölümühttps://hdl.handle.net/20.500.12418/5492024-03-28T13:55:25Z2024-03-28T13:55:25ZHydrological Considerations in Designing Roadways: Avoiding HydroplaningCavdar, SevgiUyumaz, Alihttps://hdl.handle.net/20.500.12418/138292023-06-21T21:47:28Z2022-01-01T00:00:00ZHydrological Considerations in Designing Roadways: Avoiding Hydroplaning
Cavdar, Sevgi; Uyumaz, Ali
Safety on highways is essential, but high water levels on lanes risk that. Drainage structures are mostly concerned with water spread at sideways and ignore the build-up flow on the surface. This study addresses whether optimizing cross slopes prevents hydroplaning. Water depths obtained using kinematic wave equation were tested against several studies for verification. Wide range of rainfall intensities and cross slopes was tested. Findings revealed that cross slope optimization for grades up to 10% prevents hydroplaning for intensities below 250mm/hr with widths up to 15m. The study shows cross slope optimization must be considered simultaneously with inlet design work.
2022-01-01T00:00:00ZHydrological Considerations in Designing Roadways: Avoiding HydroplaningCavdar, SevgiUyumaz, Alihttps://hdl.handle.net/20.500.12418/138242023-06-21T21:47:28Z2022-01-01T00:00:00ZHydrological Considerations in Designing Roadways: Avoiding Hydroplaning
Cavdar, Sevgi; Uyumaz, Ali
High water levels on lanes poses high risk to the safety on highways. Since drainage
structures are mostly focused on water spread issue at sideways, consequences of the buildup flow on the surface is overlooked . This study addresses whether optimizing cross slopes
prevents hydroplaning. Water depths obtained using kinematic wave equation were tested
against several studies for verification. Wide range of rainfall intensities and cross slopes
were covered. Findings revealed that cross slope optimization for grades up to 10% prevents
hydroplaning for intensities below 250mm/hr with widths up to 15m. The findings also shows
cross slope optimization must be considered simultaneously with inlet design work.
2022-01-01T00:00:00ZImpact of Slope Orientation on Inlet Spacing: Gutter Flow AnalysesCavdar, SevgiUyumaz, Alihttps://hdl.handle.net/20.500.12418/138192023-06-21T21:47:28Z2022-01-01T00:00:00ZImpact of Slope Orientation on Inlet Spacing: Gutter Flow Analyses
Cavdar, Sevgi; Uyumaz, Ali
A roadway’s capacity to drain itself is of utmost importance for the safety and comfort of its users. Standing water and any amount of channelized flow on roadways create nuisances to the users, and the extent of encroachment into the lanes and the water-film thickness over the lanes are crucial for motorists with relatively high speed. Guidelines cover a wide range of subjects from size and type of inlets, which capture the channelized flow for conveyance into enclosed drains, to the decision for slope orientation, but the guidelines seem to lack in checking the depth of channelized flow. HEC-22 (the urban drainage design manual of US Department of Transportation) endorses limiting the flow depths to curb height (as if the concern is no longer the roadway users) and fixes the criterion for the inlet spacing (restricted to 90 to 150 m) to maximum allowable flow spreads. This study analyzed the maximum allowable inlet spacing via setting three criteria: fixed maximums to flow depth, spread for the channel flow, and to over-lane water-film thickness. The impact of slope orientation on inlet spacing is tested along with some other factors for roadways of two types (local and highway). The results were graphed for various uniform slope orientations under a wide range of rainfall intensities for the determined inlet spacing values. This was performed by combining a kinematic wave equation solution to dismiss the conditions that lead to hydroplaning depths when using the Rational Method and Manning’s equation to obtain water depths and inlet spacings for an inlet of full capture capacity. It is found that the allowable spacing values do not constitute any major restrictions in highway setting (3 m shoulder) in terms of recommended spacing. In the local setting, however, with a maximum spread of 1.8 m, maximum allowable inlet spacing becomes a limitation in many orientations, and slope optimization under such conditions becomes crucial at times when providing the same spacing for two orientations.
2022-01-01T00:00:00ZExperimental study of seismic torsional behavior of reinforced concrete wallsTürkay, AlperenAltun, Fatihhttps://hdl.handle.net/20.500.12418/137322023-06-20T00:00:59Z2022-01-01T00:00:00ZExperimental study of seismic torsional behavior of reinforced concrete walls
Türkay, Alperen; Altun, Fatih
In this paper, the seismic torsional behavior of reinforced concrete walls has been studied
experimentally. Reinforced concrete walls having 7, 6, and 5 aspect ratios have been produced
on a 1/2 scale. Three specimens have been produced from each aspect ratio. In addition
to these specimens, a reference specimen having a 6 aspect ratio has been produced.
The reference specimen test has been used for determining the loading protocol. It has
been tried to determine optimum load increase by changing load increments in the reference
specimen test. Thus, ten seismic torsion tests have been carried out by using these
specimens. The main purpose of the tests is to experimentally investigate the pure seismic
torsional behavior of reinforced concrete walls which are under axial load. Moreover, it
has been aimed to investigate the effects of the aspect ratio on torsional behavior using
the tests. As a result of the study; cracking and maximum torsional moments, torque-twist
angle curves, torsional stiffnesses, energy consumptions, damage patterns of the reinforced
concrete walls have been obtained. It is observed from the results that the reinforced
concrete walls having large cross-sections have greater torsional strengths and torsional
stiffnesses. The average cracking and maximum torsional moments have increased 65.7%
and 45.5% as the aspect ratio increased from 5 to 7. Furthermore, a significant decrease
of torsional stiffness of the reinforced concrete walls has occurred with the occurrence of
torsional cracking. The average ratios of post-cracking torsional stiffness to pre-cracking
torsional stiffness have been calculated as 0.0781, 0.0922, and 0.0843 for the walls with
5, 6, and 7 aspect ratios, respectively. It has been concluded to study that choosing the
aspect ratio of 5 or 6 would be appropriate in terms of torsional behavior.
2022-01-01T00:00:00Z