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Coronell, Garis, Julián Arellana, and Víctor Cantillo. "LOCATION OF SPEED CONTROL CAMERAS ON HIGHWAYS: A GEOSPATIAL ANALYSIS." Transport 36, no. 3 (August 17, 2021): 199–212. http://dx.doi.org/10.3846/transport.2021.15117.
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This research proposes a methodology to identify critical sections of highways where the location of speeding control may be beneficial. The method relies on a spatial and statistical analysis of infrastructure risks, along with traffic accident frequency and severity. A relevant feature of this methodology is related to its potential to be used in areas where there are no detailed historical records about traffic crashes, which is common in Global South countries. We applied the methodology to a rural road network in Colombia, where a recent law established that technical criteria should support the location of speed cameras. The case study uses accident information from six years, and risk data from a road safety audit carried out in the area under study. Even though historical records of accidents in the area were not fully available, the methodology allowed prioritising speed camera installations in the zone and identifying the relevant variables to define camera location. The relevant variables were the geometric characteristics of the road, traffic flows, risk factors, and proximity to populated centres. The use of speed controls should be part of a road safety management system, which allows defining camera location according to robust technical criteria.
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Mossoux, Sophie, Matthieu Kervyn, and Frank Canters. "Assessing the impact of road segment obstruction on accessibility of critical services in case of a hazard." Natural Hazards and Earth System Sciences 19, no. 6 (June 26, 2019): 1251–63. http://dx.doi.org/10.5194/nhess-19-1251-2019.
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Abstract. Development of hazard maps is one of the measures promoted by the international community to reduce risk. Hazard maps provide information about the probability of given areas to be affected by one or several hazards. As such they are useful tools to evaluate risk and support the development of safe policies. So far studies combining hazard mapping with accessibility to services are few. In hazardous environments, accessibility of the population to strategic infrastructure is important because emergency services and goods will principally be offered at or provided from these locations. If a road segment is blocked by a hazard, accessibility to services may be affected, or worse, people may be completely disconnected from specific services. The importance of each road segment in the transport network as a connecting element enabling access to relevant services is therefore critical information for the authorities. In this study, we propose a new application of hazard mapping which aims to define the importance of each road segment in the accessibility to services, taking into account the probability of being affected by a hazard. By iteratively removing one segment after the other from the road network, changes in accessibility to critical infrastructure are evaluated. Two metrics of road segment importance considering the population affected and the hazard probability are calculated for each segment: a road accessibility risk metric and a users' path vulnerability metric. Visualization of these road metrics is a useful way of valuing hazard maps and may help to support discussions about the development of new infrastructure, road capacity increase and maintenance of existing infrastructures, and evacuation procedures.
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Awad-Núñez, Samir, Nicoletta González-Cancelas, Francisco Soler-Flores, and Alberto Camarero-Orive. "HOW SHOULD THE SUSTAINABILITY OF THE LOCATION OF DRY PORTS BE MEASURED? A PROPOSED METHODOLOGY USING BAYESIAN NETWORKS AND MULTI-CRITERIA DECISION ANALYSIS." TRANSPORT 30, no. 3 (October 2, 2015): 312–19. http://dx.doi.org/10.3846/16484142.2015.1081618.
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The global economic structure, with its decentralized production and the consequent increase in freight traffic all over the world, creates considerable problems and challenges for the freight transport sector. This situation has led shipping to become the most suitable and cheapest way to transport goods. Thus, ports are configured as nodes with critical importance in the logistics supply chain as a link between two transport systems, sea and land. Increase in activity at seaports is producing three undesirable effects: increasing road congestion, lack of open space in port installations and a significant environmental impact on seaports. These adverse effects can be mitigated by moving part of the activity inland. Implementation of dry ports is a possible solution and would also provide an opportunity to strengthen intermodal solutions as part of an integrated and more sustainable transport chain, acting as a link between road and railway networks. In this sense, implementation of dry ports allows the separation of the links of the transport chain, thus facilitating the shortest possible routes for the lowest capacity and most polluting means of transport. Thus, the decision of where to locate a dry port demands a thorough analysis of the whole logistics supply chain, with the objective of transferring the largest volume of goods possible from road to more energy efficient means of transport, like rail or short-sea shipping, that are less harmful to the environment. However, the decision of where to locate a dry port must also ensure the sustainability of the site. Thus, the main goal of this article is to research the variables influencing the sustainability of dry port location and how this sustainability can be evaluated. With this objective, in this paper we present a methodology for assessing the sustainability of locations by the use of Multi-Criteria Decision Analysis (MCDA) and Bayesian Networks (BNs). MCDA is used as a way to establish a scoring, whilst BNs were chosen to eliminate arbitrariness in setting the weightings using a technique that allows us to prioritize each variable according to the relationships established in the set of variables. In order to determine the relationships between all the variables involved in the decision, giving us the importance of each factor and variable, we built a K2 BN algorithm. To obtain the scores of each variable, we used a complete cartography analysed by ArcGIS. Recognising that setting the most appropriate location to place a dry port is a geographical multidisciplinary problem, with significant economic, social and environmental implications, we consider 41 variables (grouped into 17 factors) which respond to this need. As a case of study, the sustainability of all of the 10 existing dry ports in Spain has been evaluated. In this set of logistics platforms, we found that the most important variables for achieving sustainability are those related to environmental protection, so the sustainability of the locations requires a great respect for the natural environment and the urban environment in which they are framed.
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Bachtiar, Vera Surtia, Purnawan, Reri Afrianita, and Randa Anugerah. "Validation of CO dispersion model due to the road position on the dominant wind direction on transport sector." MATEC Web of Conferences 197 (2018): 13017. http://dx.doi.org/10.1051/matecconf/201819713017.
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This study aims to validate CO dispersion model due to the position of the road toward the dominant wind direction on the transport sector. Sampling for modelling was done on the road with the road angle to wind direction is 0 degree (Jend. A. Yani Road), 30 degree (Andalas Road) and 60 degree (Prof. Dr. Hamka Road). CO dispersion model was obtained from the relations between CO concentration with traffic volume, traffic speed, wind speed and dominant wind direction. Sampling for validation was done at three location points, i.e. Jend. Ahmad Yani Road, By Pass Road and Dr. Wahidin Road, each of which has a position of 0, 45 and 90 degrees toward dominant wind direction. Sampling for CO was done using impinger. Measurement of traffic characteristics and meteorological conditions was performed in conjunction with CO sampling. Validation test was done by using Pearson Product Moment formula and Test of Two Variance. Results of the Two-Variance Test showed no significant difference between two concentrations of CO model and CO measurement. It showed the Test Ratio (RUf) smaller than the Critical Point. Validation test using Pearson Product Moment showed that the CO model can be used for predicting CO dispersion.
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Jezek, B., J. Vaněk, K. Antos, and M. Prochazka. "(P2-27) Simulation of Transport During a Major Incident." Prehospital and Disaster Medicine 26, S1 (May 2011): s144. http://dx.doi.org/10.1017/s1049023x11004717.
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Transportation capacities belong to the key factors of the response to a major incident. Available resources, both in terms of personnel and equipment, must be transported, usually by ambulances, to the incident location. In the other direction, casualties must be transported to hospitals and other health care facilities for further treatment. For this reason, the efficiency of the response is greatly determined by ambulance travel times and the ability of health care facilities to absorb large numbers of patients. We propose methods to compute the travel times to and from the incident location based on a classified road network. The methods take into account different attributes that depend on ambulance type and capacity, road quality, time of day, weather or actual traffic density. Correctly computed travel times are crucial not only for optimal deployment of all resources within the analyzed region, but also for the evaluation of the readiness of the emergency health care system for a major incident. We have included the methods in an agent-based simulation of transport during the response. From the simulation outputs and with the help of geographical information systems and information visualization methods we have synthesized maps that represent the capability of a region to absorb a major incident defined by a scenario. When combined with risk maps and maps of population density the synthesized maps allow emergency management authorities to find critical points and gaps in the emergency health care service.
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Krechowiecki-Shaw, C. J., I. Jefferson, A. Royal, G. S. Ghataora, and I. M. Alobaidi. "Degradation of soft subgrade soil from slow, large, cyclic heavy-haul road loads: a review." Canadian Geotechnical Journal 53, no. 9 (September 2016): 1435–49. http://dx.doi.org/10.1139/cgj-2015-0234.
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Extraction of resources in remote locations can require temporary haul roads to transport extremely large, slow-moving, indivisible loads (e.g., plant, oil–gas production modules, and reactors, weighing in excess of 1000 t) without interruptions. Poor subgrade soils may experience larger cyclic strains and greater cyclic degradation under these conditions than under conventional roads, yet the short engineering life precludes many foundation-strengthening options due to cost. As there is little research into this unique situation, this paper synthesizes research from a broad range of applications to discuss implications on expected soil response. Reference is made to critical state theory and discrete element method (DEM) modelling to develop fundamental concepts considering particle-scale interactions. Cyclic failure is proposed to be a kinematically unstable process, triggered by shear banding on the Hvorslev surface, tensile liquefaction or fabric-governed meta-stable liquefaction; the latter is particularly influenced by stress history and anisotropy. This paper finds pore-water pressure accumulation under load and dissipation between loads are key to cyclic degradation and furthermore to be dependent upon load duration, principal stress rotation, and repetition frequency. For meta-stable, liquefiable soils in particular, inclination of principal stresses is at least as important in assessing failure risk as magnitude of stresses.
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Saleh, Wafaa Shoukry, and Maha M. A. Lashin. "Investigation of Critical Gap for Pedestrian Crossing Using Fuzzy Logic System." Applied Sciences 10, no. 10 (May 25, 2020): 3653. http://dx.doi.org/10.3390/app10103653.
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This paper assesses pedestrian crossing behavior and critical gaps at a two-way midblock crossing location. A critical gap is the shortest gap that a pedestrian accepts when crossing a road. A dataset was collected in 2017 in Edinburgh (UK). The analysis was performed using the fuzzy logic system. The adopted membership function of the fuzzy logic system is of a triangular form since it has a simple and convenient structure. The input variables that are used in the analysis are the number and length of rejected gaps and length of accepted gaps at the crossing location. The output variables are the critical gaps. The results show that assessing critical gap estimation of pedestrians crossing using fuzzy logic is achievable and produces reasonable values that are comparable to values that are reported in the literature. This outcome improves the understanding of pedestrian crossing behavior and could therefore have implications for transport infrastructure design. Further analysis using additional parameters including waiting time and demographic characteristics and alternative forms for membership functions are strongly encouraged.
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Morchid, Khaoula, and Margaret O’Mahony. "Transport Sector Impacts of a Border between Ireland and Northern Ireland after a Hard Brexit." Journal of Advanced Transportation 2019 (December 4, 2019): 1–14. http://dx.doi.org/10.1155/2019/9029852.
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More than half of British voters chose to leave the European Union (EU) leading to a series of negotiations between the United Kingdom and the EU. The withdrawal of the UK from the EU is widely referred to as Brexit. As the only country that shares a land border with the UK, the impact of Brexit on Ireland is expected to be greater than on any other European country. The objective of the research is to evaluate the potential impact of Brexit on the transport sector in Ireland at a micro level by focusing on cross‐border commuters and by also assessing the impact on road freight transport. Potential crossing scenarios are examined at six crossing locations. Assuming a hard border is implemented, each crossing is modelled in VISSIM, a microscopic traffic flow simulation software, using traffic data from Transport Infrastructure Ireland (TII) and dwell time estimated based on the US–Canada border crossings. Six scenarios are considered to determine the impact on cross‐border traffic at different flow conditions and with varying levels of technology used in border infrastructure leading to short versus long processing times. The paper evaluates travel measures including delays, queue lengths and emissions. The worst‐case scenario has a vehicle delay of 18.4 min and the highest delay‐associated costs across all locations modelled are estimated at €60.7 million per year. Estimated emissions generated at the border crossings raise concerns about environmental impacts of a hard Brexit. Interviews with stakeholders emphasized the critical role of technology in reducing the impact of a hard Brexit on cross‐border commuters and on the freight sector. A key finding is the importance of using technology tools to facilitate controls and reduce processing times. The results indicate that technology use leads to significant time and cost savings as well as reduced environmental impacts.
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Kourmpa, Efthymia, and Stefanos Tsigdinos. "Detection Of Fire-Prone Areas In Attica Region Integrating Urban And Transport Aspect." GEOGRAPHY, ENVIRONMENT, SUSTAINABILITY 13, no. 3 (October 2, 2020): 84–89. http://dx.doi.org/10.24057/2071-9388-2019-148.
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In Mediterranean climate areas, wildfires are one of the most critical problems bringing about several negative impacts (loss of human life, infrastructure damages, landscape transformation, natural environment deterioration, etc.). Fires pose great dangers not only for rural areas, but also for suburban or even urban areas. The aim of the research is to detect areas vulnerable to wildfire in Attica Region and then to examine the critical factors affecting the risk degree in macro and microscale. In the first step we examine the wider study area, which is close to vulnerable areas in a zone at least 1km wide. This examination includes the factor of vegetation along with other factors such as road network, aspect, slope etc, aiming to detect the exact area vulnerable to fire. The second step focuses on a vulnerable study area individually, for identifying and measuring the factors that affect the risk degree in microscale. The most notable factors are: a) population density, b) connectivity of the road network, c) geometric features of the streets, c) location of fire stations and police departments, d) existence of open spaces, e) parking conditions and f ) existence of vulnerable facilities. The wider study area (macroscale) is the Regional Unit of Eastern Attica and the main study area (microscale) is the settlement of Saronida. The findings indicate that several rural and peri-urban areas inEastern Atticaare vulnerable to wildfire. Particularly, crucial issues regarding microscale are the low roadway width values and the inadequate connectivity of the network structure.
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Heitor, Ana, Joshua Parkinson, and Thomas Kotzur. "The Role of Soil Stabilisation in Mitigating the Impact of Climate Change in Transport Infrastructure with Reference to Wetting Processes." Applied Sciences 11, no. 3 (January 25, 2021): 1080. http://dx.doi.org/10.3390/app11031080.
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Cost efficient and robust transport systems are of critical importance to future economic prosperity as well as for the society’s social and environmental well-being. However, current performance shortcomings in the transport infrastructure formations induced by extreme climatic events cause excessive maintenance requirements with increased costs and disruptions to commuters and loss of productivity in the freight services. This is particularly important in locations where soils are sensitive to moisture changes caused by extreme climatic events. In this paper the role of soil stabilisation in halting volumetric deformation and associated reduction in shear strength derived from the wetting processes (e.g., rainfall periods) is examined for an expansive soil. Two stabilizers commonly used in road construction are examined, i.e., hydrated lime and Portland cement. An additional non-traditional stabiliser composed of a blend of ground granulated blast furnace slag and hydrated lime is also considered. A series of one-dimensional swelling and direct shear box tests were conducted adopting vertical stresses relevant for pavements and simulate wetting process that can take place after a period of rainfall. Results indicate that while all stabilizers contribute to a reduction of swelling and smaller losses in shear strength upon wetting, the blend of blast furnace slag and hydrated lime is the most favourable in terms of carbon footprint.
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King, Madeline, Padmanabhan Ramnarayan, Sarah E. Seaton, and Christina Pagel. "Modelling the allocation of paediatric intensive care retrieval teams in England and Wales." Archives of Disease in Childhood 104, no. 10 (February 11, 2019): 962–66. http://dx.doi.org/10.1136/archdischild-2018-316056.
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BackgroundFollowing centralisation of UK paediatric intensive care units in 1997, specialist paediatric intensive care retrieval teams (PICRTs) were established to transport critically ill children from district general hospitals (DGHs). The current location and catchment area of PICRTs covering England and Wales are based on historical referral patterns. National quality standards specify that PICRTs should reach the patient bedside within 3 hours of accepting a referral.ObjectiveTo determine what proportion of demand for PICRT services in England and Wales can be reached within 3 hours and to explore the potential coverage impact of more stringent ‘time to bedside’ standards.MethodsWe used mathematical location–allocation methods to: (1) determine the optimal allocation of DGHs to current PICRT locations to minimise road journey time and calculated the proportion of demand reachable within 3 hours, 2 hours, 90 min, 75 min and 1 hour and (2) explore the impact of changing the number and location of PICRTs on demand coverage for the different time thresholds.ResultsFor current (and optimal) location of 11 PICRTs, 98% (98%) of demand is reachable within 3 hours; 86% (91%) within 2 hours; 59% (69%) within 90 min; 33% (39%) within 75 min; and 20% (20%) within 1 hour. Five hospitals were not reachable within 3 hours. For the 3-hour standard, eight optimally located PICRT locations had similar coverage as the current 11 locations.ConclusionsIf new evidence supports reduction in the time to bedside standard, many more hospitals will not be adequately covered. Location–allocation optimisation is a powerful technique for supporting evidence-based service configuration.
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Carral, Luis, Juan José Cartelle Barros, Humberto Carro Fidalgo, Carolina Camba Fabal, and Alicia Munín Doce. "Greenhouse Gas Emissions and Energy Consumption of Coastal Ecosystem Enhancement Programme through Sustainable Artificial Reefs in Galicia." International Journal of Environmental Research and Public Health 18, no. 4 (February 16, 2021): 1909. http://dx.doi.org/10.3390/ijerph18041909.
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The principle of sustainability should condition a project in which artificial reefs are being installed to protect biodiversity as well as enhance costal ecosystems. In particular, this principle should be taken into account in the logistical processes related to manufacture and transport. This study assesses the global warming potential (GWP) and cumulative energy demand (CED) of developing a coastal ecosystem enhancement programme in the estuary region of Galicia, north-western Spain. The focus is on the processes involved in creating green artificial reefs (GARs): manufacture, transport and installation. The starting point is the supply chain for the green artificial reef (GAR) units; greenhouse gas emissions (GHG) and energy needs for each phase are analysed. Various scenarios are considered to determine which options are indeed available when it comes to establishing the supply chain. Different types of energy supplies, different options for the location of production centres, as well as different means of transport were studied. Results reveal the critical phases for selecting how the GAR units must be produced, transported by road and sea and then installed in their permanent location.
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López Gómez, Javier, Francisco Troncoso Pastoriza, Enrique Granada Álvarez, and Pablo Eguía Oller. "Comparison between Geostatistical Interpolation and Numerical Weather Model Predictions for Meteorological Conditions Mapping." Infrastructures 5, no. 2 (February 1, 2020): 15. http://dx.doi.org/10.3390/infrastructures5020015.
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Mapping of meteorological conditions surrounding road infrastructures is a critical tool to identify high-risk spots related to harsh weather. However, local or regional data are not always available, and researchers and authorities must rely on coarser observations or predictions. Thus, choosing a suitable method for downscaling global data to local levels becomes essential to obtain accurate information. This work presents a deep analysis of the performance of two of these methods, commonly used in meteorology science: Universal Kriging geostatistical interpolation and Weather Research and Forecasting numerical weather prediction outputs. Estimations from both techniques are compared on 11 locations in central continental Portugal during January 2019, using measured data from a weather station network as the ground truth. Results show the different performance characteristics of both algorithms based on the nature of the specific variable interpolated, highlighting potential correlations to obtain the most accurate data for each case. Hence, this work provides a solid foundation for the selection of the most appropriate tool for mapping of weather conditions at the local level over linear transport infrastructures.
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Papadakaki, Maria, Maria-Aggeliki Stamouli, Ottavia E. Ferraro, Chiara Orsi, Dietmar Otte, Georgia Tzamalouka, Marco von der Geest, et al. "Hospitalization costs and estimates of direct and indirect economic losses due to injury sustained in road traffic crashes: Results from a one-year cohort study in three European countries (The REHABILAID project)." Trauma 19, no. 4 (November 11, 2016): 264–76. http://dx.doi.org/10.1177/1460408616677564.
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Introduction The financial cost of injuries sustained in road traffic crashes is high for victims, families and national budgets, but there is limited information on the cost of injury from the victims’ perspective, especially in terms of the hard-to-reach multi-trauma patient population such as those admitted to the intensive care units of hospitals. Materials and methods The current study received funding by the European Commission Directorate-General Mobility and Transport. It is a prospective, prevalence-based, cost-of-illness study. Participants admitted in the intensive care units of seven public hospitals in Greece, Germany and Italy because of injuries from road traffic crashes, during one year, were enrolled in the study. Patients were followed-up for one year after the intensive care unit admission to report emerging direct and indirect costs related to their injury. Results A total of 120 people were enrolled. Males, those aged 25–49, motorcyclists and those severely injured (Maximum Abbreviated Injury Scale (MAIS) 3+) with highest severity located at the central part of the body, accounted for the highest percentages of both the direct and indirect injury costs. The highest average direct costs were for females, those aged 50–64, pedestrians and those slightly injured (MAIS 1 or 2) with highest severity at the central region of the body. Males, patients aged 25–49, car passengers and truck drivers as well as those slightly injured (MAIS 1 or 2) with highest severity at multiple locations were over-represented in the average indirect costs. Conclusions Those groups that account for a high percentage of injury costs should be targeted in health policy initiatives.
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Vaziri Zanjani, Mohammad Ali, Abdollah Panahi, and Shahram Yousefi. "Structural design methodology of electro-optical system installation on special mission jet transport aircraft." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 231, no. 5 (April 22, 2016): 887–903. http://dx.doi.org/10.1177/0954410016644631.
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The research reported in this paper investigated the structural design methodology of equipping a jet aircraft modified for maritime patrol with any type of observation system. The study includes installation feasibility, definition of mounting types (fix/retractable), installation location, airworthiness requirements, design considerations, structural design requirements, and static/dynamic analysis considerations. Due to lack of design publication in this field, this study focuses on methodology of electro-optical sensor installation as a flowchart leading to a road map to equip an aircraft with any type of maritime sensor. For validation of above methodology, a case study for installation of an electro-optical system on a particular jet aircraft with new mission is presented. By comparison of system and aircraft specification based on methodology flowchart, a retractable mounting was chosen. To accomplish a safe installation, an optimal mechanism suitable with aircraft fuselage and required backup structure was designed using reinforced cut out. The design was then analyzed for static and dynamic critical load cases using MSC/NASTRAN software.
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Menshov, O. "APPLICATION OF MAGNETIC METHODS FOR MONITORING NATURAL AND MAN-MADE PROCESSES ASSOCIATED WITH CRITICAL INFRASTRUCTURE OBJECTS." Visnyk of Taras Shevchenko National University of Kyiv. Geology, no. 1 (84) (2019): 27–33. http://dx.doi.org/10.17721/1728-2713.84.04.
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Presented are the results of research studies with the attracting of the GIS and geophysical methods for solving the problems of monitoring of dangerous natural and man-made processes at the areas of the critical infrastructure objects location. The possible ways of the magnetic methods applied for the critical infrastructure objects monitoring were considered. The natural and man-made processes associated with the critical infrastructure were defined. Among them are the objects that can influence the changes in soils, atmospheric air composition, as well as near-surface geological horizons. The most important objects are the energy enterprises, chemical industry, transport network, and landslide areas. The "Rzhyshchev" section and the "Grebeni" site were used as testing objects of the landslide critical infrastructure. According to the results of processing of cosmoimages and measurements of lateral and vertical distributions of magnetic susceptibility of soils and near-surface geological horizons, the classification of territory risks has been carried out. The territory of the cliff on the slopes of the Dnieper is the most potentially dangerous. Anthropogenically impacted natural and man-made territory of the field road and private economy has received an average category of risks. The most risky part of the site are the elements of the landscape, which are located on the land with a minimum slope, the absence of anthropogenic loading, agricultural land and virgin land. Magnetic methods proved to be rapid, effective and low-cost technology for the study of natural and man-made processes associated with objects of critical infrastructure. The integration with other geophysical, soil science methods, and GIS technologies are required.
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Mason, Dougal, and Pathmanathan Brabhaharan. "Characterisation of transport resilience and measures to enhance resilience in the recovery after the 2016 Kaikōura earthquake." Bulletin of the New Zealand Society for Earthquake Engineering 54, no. 2 (June 1, 2021): 69–81. http://dx.doi.org/10.5459/bnzsee.54.2.69-81.
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The Ward to Cheviot section of State Highway 1 is a key lifeline transport route that runs through the Kaikōura township. It is a strategically important link in the national state highway network, connecting the North Island via the Wellington-Picton ferry to the city of Christchurch in the South Island. Its strategic importance and vulnerable location between the mountainous Kaikōura range and the Pacific Ocean make it a critical transportation route in the national transport network. The route has been a focus for understanding the resilience of transport networks from as far back as 2000, when this section was used as a pilot study in early research into transport resilience. A further resilience assessment of this section was completed as part of a national state highway resilience study in mid-2016. Subsequently, the Mw 7.8 Kaikōura earthquake struck the northeast of the South Island on 14 November 2016, triggering thousands of large landslides and causing severe disruption to the transport network. The damage and disruption caused by the earthquake was comparable to that assessed in pre-earthquake studies of the resilience of the state highway. Landslides and embankment failures caused the most damage and disruption to the transport infrastructure, with the Main North Line railway closed for over 9 months and State Highway 1 closed for over a year. Post-earthquake landslides and debris flows triggered by storms caused additional damage and disruption during the recovery phase. Post-earthquake assessment of the corridor resilience was carried out to identify measures to enhance resilience as part of the recovery works. These measures included realigning the road and rail away from the steep hillsides, engineered works to reduce the potential for slope failure, and engineered works to reduce the potential for inundation of the corridor. The resilience assessments also enabled tactical and operational measures to be put in place to ensure safety while allowing the recovery operations to proceed in the context of enhanced risk associated with storm events and potential aftershocks.
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Yang, Yueming, Hyungchul Chung, and Joon Sik Kim. "Local or Neighborhood? Examining the Relationship between Traffic Accidents and Land Use Using a Gradient Boosting Machine Learning Method: The Case of Suzhou Industrial Park, China." Journal of Advanced Transportation 2021 (January 26, 2021): 1–30. http://dx.doi.org/10.1155/2021/8246575.
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In cities, road traffic accidents are critical endangerment to people’s safety. A vast number of studies which are designed to understand these accidents’ leading causes and mechanisms exist. The widely held view is that emerging analysis methods can be a critical tool for understanding the complex interactions between land use and urban transportation. Using a case study of Suzhou Industrial Park (SIP) in Suzhou, China, this paper examines the relationship between different land use types and traffic accidents using a gradient boosting model (GBM) machine learning method. The results show that the GBM can be used as an effective accident model for a variety of research and analysis methods by (1) ranking the influential factors, (2) testing the degree of interpretation of each variable as the complexity of iterations changes, and (3) obtaining partial dependence plots, among other methods. The findings of this study also suggest that land use types—including facility points—demonstrate differing degrees of influence at two geographical scales: local level and neighborhood level. In the ranking of relative importance at both scales, the variables of education institutions, traffic lights, and service institutions are all ranked high—with a more significant influence on the occurrence of accidents. However, residential land and land use mix variables differed significantly in both scales and showed a significant deviation compared to the other results. When adjusting the complexity of the decision tree, the local level is more suitable for measuring variables such as residential areas and green parks where pedestrians and vehicles have fixed mobility periods and moderate flows. On the contrary, the nearest neighborhood level is more suitable to a small number of variables related to public service facilities at fixed locations, such as traffic lights and bus stops. In the partial dependence plots, all variables, except educational institutions and residences, show a positive correlation for accidents in the fitting process. The results of this study can ideally help inform transportation planners to reconsider transport accident occurrence rates in the context of the proximity to various land use types and public service facilities.
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Levin, Ruslan Yur’evich, and Valeriy Aleksandrovich Maslennikov. "The influence of the placement method of fuel dispenserson the refueling cycle of vehicles." Vestnik MGSU, no. 5 (May 2015): 103–10. http://dx.doi.org/10.22227/1997-0935.2015.5.103-110.
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Logistics of production processes at a gas station is a critical point in the system of petroleum products, on the operation of which the effectiveness and sustainability of the transport sector depends. The provision and supply of road transportation of petroleum products is one of the most urgent tasks.Technological processes of reception, storage of fuel and refuelling of motor vehicles on petrol stations needs a scientific study of their structure and organization. At the design stage of a gas station, it is necessary to consider quite a lot of different fac- tors: the configuration of the area under the gas station, the scheme of arrangement and the number of fuel dispensers, the trajectory of motion and the design of vehicles, calls to the station, distance between cars on duty, between the elements of buildings and equipment, as well as the requirements for fire, building, public, sanitary-epidemiological and state regulations. Therefore, the designer has a great opportunity for varying the parameters of the elements of the station, especially when considering the characteristics of the fueled vehicles.Typical projects at a same power station include various sizes, the seizure of land to build a station changes from planning decisions and the locations of all its technological elements. For increase of functioning efficiency of transportation systems of petroleum products in modern conditions on the basis of the design and technical innovations it is necessary to conduct special studies.Research planning decisions for a refueling station led to the conclusion that the placement of technological equipment in the refueling area has a certain impact on the length of vehicles service. Improving the layout of the refueling zone several times re- duces the loss of the components of the refueling cycle time and increase the capacity of the station.Information base describing the stages of a gas station includes parts of refueling cycle time and allows choosing the optimal variant of fuel dispensers at the fueling area. The rational layout of columns can reduce the time of customer service and increase the capacity of the object.
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Ziółkowski, Jarosław, and Aleksandra Lęgas. "Problem of Modelling Road Transport." Journal of KONBiN 49, no. 3 (October 1, 2019): 159–93. http://dx.doi.org/10.2478/jok-2019-0055.
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Abstract The article addressed road transport based on the proprietary numerical example. It is a typical optimization issue consisting in reducing the transportation costs between different drop-off locations. To determine the optimum transport plan, the following methods were used: North West Corner Method, Matrix Minima Method and Vogel’s Approximation Method (VAM).
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Rehak, David, David Patrman, Veronika Brabcová, and Zdeněk Dvořák. "IDENTIFYING CRITICAL ELEMENTS OF ROAD INFRASTRUCTURE USING CASCADING IMPACT ASSESSMENT." Transport 35, no. 3 (May 4, 2020): 300–314. http://dx.doi.org/10.3846/transport.2020.12414.
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Road transport is a key means of transporting people and cargo on land. Its particular advantages are speed and operability, which are balanced, however, by dependence on road infrastructure. Road infrastructure reliability is an important factor in its functioning. If some elements of road infrastructure are disrupted or fail, the function of dependent infrastructures, such as the integrated rescue system or industry, are also impaired and may fail. These important elements of road infrastructure should be identified as critical and be given greater attention when identifying weaknesses and implementing subsequent security measures. This article introduces the Identifying Critical Elements of Road Infrastructure (ICERI) method, which was designed to make use of Cascading Impact Assessments (CIA). The use of CIA allows critical elements to be identified through impact escalation analysis. These impacts can therefore be monitored not only in road transport infrastructure but also across the entire critical infrastructure system.
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Henning, Sven, Patrick Biemelt, Kareem Abdelgawad, Sandra Gausemeier, Hans Heinrich Evers, and Ansgar Trächtler. "Methodology for Determining Critical Locations in Road Networks based on Graph Theory." IFAC-PapersOnLine 50, no. 1 (July 2017): 7487–92. http://dx.doi.org/10.1016/j.ifacol.2017.08.1065.
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Rehak, David, Michal Radimsky, Martin Hromada, and Zdenek Dvorak. "Dynamic Impact Modeling as a Road Transport Crisis Management Support Tool." Administrative Sciences 9, no. 2 (March 28, 2019): 29. http://dx.doi.org/10.3390/admsci9020029.
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Crisis management must provide data to allow for real-time decision-making. Accurate data is especially needed to minimize the risk of critical infrastructure failure. Research into the possible impacts of critical infrastructure failure is a part of developing a functional and secure infrastructure for each nation state. Road transport is one such sector that has a significant impact on its functions. When this fails, there may be a cascading spread of impacts on the energy, health, and other sectors. In this regard, this paper focuses on the dynamic modeling of the impacts of critical road infrastructure failures. It proposes a dynamic modeling system based on a stochastic approach. Its essence is the macroscopic model-based comparative analysis of a road with a critical element and detour roads. The outputs of this system are planning documents that determine the impacts of functional parameter degradation on detour roads—not only applicable in decision-making concerning the selection of the optimal detour road, but also as a support mechanism in minimising possible risks. In this article we aim to expand the extent of knowledge in the Crisis management and critical infrastructure protection in the road transport sector fields.
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Fajgelbaum, Pablo D., and Edouard Schaal. "Optimal Transport Networks in Spatial Equilibrium." Econometrica 88, no. 4 (2020): 1411–52. http://dx.doi.org/10.3982/ecta15213.
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We study optimal transport networks in spatial equilibrium. We develop a framework consisting of a neoclassical trade model with labor mobility in which locations are arranged on a graph. Goods must be shipped through linked locations, and transport costs depend on congestion and on the infrastructure in each link, giving rise to an optimal transport problem in general equilibrium. The optimal transport network is the solution to a social planner's problem of building infrastructure in each link. We provide conditions such that this problem is globally convex, guaranteeing its numerical tractability. We also study cases with increasing returns to transport technologies in which global convexity fails. We apply the framework to assess optimal investments and inefficiencies in the road networks of European countries.
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Wu, Tianren, and Brandon E. Boor. "Urban aerosol size distributions: a global perspective." Atmospheric Chemistry and Physics 21, no. 11 (June 11, 2021): 8883–914. http://dx.doi.org/10.5194/acp-21-8883-2021.
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Abstract. Urban aerosol measurements are necessary to establish associations between air pollution and human health outcomes and to evaluate the efficacy of air quality legislation and emissions standards. The measurement of urban aerosol particle size distributions (PSDs) is of particular importance as they enable characterization of size-dependent processes that govern a particle's transport, transformation, and fate in the urban atmosphere. PSDs also improve our ability to link air pollution to health effects through evaluation of particle deposition in the respiratory system and inhalation toxicity. To inform future measurements of urban aerosol observations, this paper reviews and critically analyzes the current state of knowledge on urban aerosol PSD measurements by synthesizing 737 PSD observations made between 1998 to 2017 in 114 cities in 43 countries around the globe. Significant variations in the shape and magnitude of urban aerosol number and mass PSDs were identified among different geographical regions. In general, number PSDs in Europe (EU) and North America, Australia, and New Zealand (NAAN) are dominated by nucleation- and Aitken-mode particles. PSDs in Central, South, and Southeast Asia (CSSA) and East Asia (EA) are shifted to larger sizes, with a meaningful contribution from the accumulation mode. Urban mass PSDs are typically bimodal, presenting a dominant mode in the accumulation mode and a secondary mode in the coarse mode. Most PSD observations published in the literature are short-term, with only 14 % providing data for longer than 6 months. There is a paucity of PSDs measured in Africa (AF), CSSA, Latin America (LA), and West Asia (WA), demonstrating the need for long-term aerosol measurements across wide size ranges in many cities around the globe. Geographical variations in urban aerosol effective densities were also reviewed. Size-resolved urban aerosol effective density functions from 3 to 10 000 nm were established for different geographical regions and intra-city sampling locations in order to accurately translate number PSDs to mass PSDs, with significant variations observed between near-road and urban background sites. The results of this study demonstrate that global initiatives are urgently needed to develop infrastructure for routine and long-term monitoring of urban aerosol PSDs spanning the nucleation to coarse mode. Doing so will advance our understanding of spatiotemporal trends in urban PSDs throughout the world and provide a foundation to more reliably elucidate the impact of urban aerosols on atmospheric processes, human health, and climate.
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Rasol, Mezgeen, Franziska Schmidt, Silvia Ientile, Lucas Adelaide, Boumediene Nedjar, Malal Kane, and Christophe Chevalier. "Progress and Monitoring Opportunities of Skid Resistance in Road Transport: A Critical Review and Road Sensors." Remote Sensing 13, no. 18 (September 17, 2021): 3729. http://dx.doi.org/10.3390/rs13183729.
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Skid resistance is a significant feature that provides consistent traffic safety management for road pavements. An appropriate level of Skid resistance describes the contribution that the pavement surface makes to tire/road friction, and the surface of the road pavement can reduce vehicle operation cost, traffic accidents, and fatalities, particularly in wet conditions. Wet conditions decrease the level of the skid resistance (pavement friction), and this may lead to serious struggles related to driving on the road pavement (e.g., skidding or hydroplaning), which contributes to higher crash rates. The knowledge of skid resistance is essential to ensure reliable traffic management in transportation systems. Thus, a suitable methodology of skid resistance measurement and the understanding of the characterization of the road pavement are key to allow safe driving conditions. This paper presents a critical review on the current state of the art of the research conducted on skid resistance measurement techniques, taking into account field-based and laboratory-based methodologies, and novel road sensors with regard to various practices of skid resistance, factors influencing the skid resistance, the concept of the minimum skid resistance and thresholds. In conclusion, new trends that are relevant to data collection approaches and innovative procedures to further describe the data treatment are discussed to achieve better understanding, more accurate data interoperability, and proper measurement of skid resistance.
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Narayanan, Sumana. "Pedestrian Safety in Chennai." Journal of Road Safety 31, no. 3 (August 1, 2020): 15–32. http://dx.doi.org/10.33492/jrs-d-20-00249.
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Pedestrian and cyclist safety are not considered by urban planners or road users in India. Data on road crashes tend to underreport crashes involving this group. In spite of adopting a Non-Motorised-Transport (NMT) friendly policy in 2014, Chennai city in Tamil Nadu continues to prioritise motorised transport. Five years after the NMT Policy adoption, pedestrian infrastructure was assessed in 11 locations. A perception survey of 37 road users was also conducted as the Policy calls for changing the mindset of motorists towards pedestrians. The pedestrian infrastructure assessment found that footpath and pedestrian crossings are inadequate with only six locations having contiguous, wide, walkable footpaths for some distance. Even in these locations, the footpath is encroached upon by parked vehicles, garbage, utilities, and shops. Even roads which have seen pedestrian-focussed interventions fall short. Pedestrian infrastructure, what little exists, is not friendly towards the elderly and people with disabilities. The perception survey suggests that pedestrians are not safe on the roads and that motorists do not slow down or stop for pedestrians. Some motorists (autorickshaw drivers and bus drivers) felt that pedestrians put themselves at risk by walking on the road and crossing the road as they please. Pedestrians interviewed, however, pointed out that footpaths are few, and those that exist are encroached upon, forcing pedestrians to walk on the road. In spite of being the first city in India to adopt an NMT Policy, many pedestrians continues to be precarious
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Sahu, Saroj Kumar, Gufran Beig, and Neha Parkhi. "Critical Emissions from the Largest On-Road Transport Network in South Asia." Aerosol and Air Quality Research 14, no. 1 (2014): 135–44. http://dx.doi.org/10.4209/aaqr.2013.04.0137.
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Sosik, Katarzyna. "The concept of average speed measurements network in the West Pomeranian." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 19, no. 12 (December 31, 2018): 238–41. http://dx.doi.org/10.24136/atest.2018.390.
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The article presents the concept of implementing a network of average speed measurements in the West Pomeranian. The author focused on solutions of Intelligent Transport Systems to improve the safety of road transport. The first part of the article discusses the state of road traffic safety in the West Pomeranian. In the next part, the solutions of Intelligent Transport Systems used to record the speed of road vehicles and the method of data recording and processing were discussed. In the third part, the accident maps and the locations of the stored sectional speed measurements were analysed, on the basis of which the proposition of places for the implementation of the network of average speed measurements was created due to the high accident rate.
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İnanç, Taş, and Akay Abdullah E. "Examining the Road Networks and Locations of Firefighting Teams by Using GIS Techniques." Наукові праці Лісівничої академії наук України, no. 21 (December 28, 2020): 173–80. http://dx.doi.org/10.15421/412037.
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For effective response to forest fires, the period of time necessary for the firefighting team to reach the fire site should not exceed the critical response time, where the fire is more likely to be taken under control. For this reason, the optimum route that allows the team to reach the fire site by a fire truck within the shortest time possible should be determined. Computer-aided methods such as the road network analysis are widely used in the solution of such transportation problems that require the shortest path analysis. In this study, the locations of the existing road networks and firefighting team were examined using GIS techniques in order to determine the optimum route that will provide the promptest access to the fire site. The study was carried out in the Adana Forest Enterprise Directorate, where first degree fire-sensitive forests are located. There are three firefighting teams located in the boundaries of the study area. The sites in the study area where previously occurred forest fires (15), which burned 1 ha or more forest areas, were evaluated as potential fire sites. The analysis results showed that 64,12% of the forest areas in the study area was reached by the firefighting teams within 20 minutes, which is the critical response time for first degree fire sensitive forests. It was found that the teams could reach 12 potential fire sites within the critical response time. This result revealed the necessity to establish new firefighting teams in the study area. In addition, it is thought that improving the road network density in the study area by building new roads or increasing the truck travel speed by improving the conditions of existing roads will help to solve the problem.
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Chen, Zhi Wei, You Lin Xu, and Kai Yuen Wong. "Fatigue Assessment of Suspension Bridges Carrying Rail and Road Traffic Based on SHMS." Applied Mechanics and Materials 204-208 (October 2012): 2019–27. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.2019.
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Many long-span suspension bridges have been built around the world, and many of them carry both of rail and road traffic. Fatigue assessment shall be performed to ensure the safety and functionality of these bridges. This paper first briefly introduces the main procedure of fatigue assessment recommended by British Standard, and then it is applied to the Tsing Ma suspension bridge in Hong Kong. Vehicle spectrum of trains and road vehicles are investigated based on the measurement data of trains and road vehicles recorded by the Structural Health Monitoring System (SHMS) installed on the bridge so that fatigue damage assessment will be more realistic and accurate. Stress influence lines corresponding to railway tracks and highway lanes are established based on a complex finite element bridge model so that an accurate vehicle-induced stress response can be estimated based on them. The fatigue-critical locations for different type of bridge components are identified in terms of the maximum stress range due to a standard train running over the bridge. Finally, the fatigue life at the fatigue-critical locations due to both trains and road vehicles are estimated, and the result indicates the bridge is in very good condition.
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Alam, Pervez, Kafeel Ahmad, Afzal Husain Khan, Nadeem A. Khan, and Mohammad Hadi Dehghani. "2D and 3D mapping of traffic induced noise near major roads passing through densely populated residential area of South Delhi, India." PLOS ONE 16, no. 3 (March 24, 2021): e0248939. http://dx.doi.org/10.1371/journal.pone.0248939.
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Noise monitoring and mapping is the critical processes to ensure that the noise level does not reach the harmful levels and provides noise exposure level details. 2-D and 3-D noise mapping has been carried out at pre-selected critical locations of major roads passing through densely populated residential areas, namely, Mathura Road, Lodhi Road, Lala Lajpat Rai Road, and Ring road, along with significant intersections, viz. Moolchand, Ashram, Sabz Burj, and Lodhi road. The monitoring has been performed during the day and night’s peak traffic hours using Sound Level Meter (SLM) Larson & Davis 831as per standard procedure. Then after, 2-D and 3-D noise maps have been prepared, visualized, and analyzed by soundPLAN (acoustic) and MapInfo Pro (Desktop GIS). The maximum noise level is observed at Ashram Chowk [81.1 dB (A)] at 8 pm; however, the minimum noise level is found to be at Lala Lajpat Rai Road [76.4dB (A)] at 7 pm. Monitoring results of noise level show non-compliance of regulatory standards for day time and night time. 2-D noise maps revealed that the noise level is maximum at the centerline of the road and decreases either side with the distance, and remains above the permissible limits at all locations. However, the 3-D noise maps show horizontal as well as vertical noise levels at all locations. The 3-D noise maps also revealed a noise level of 70 dB (A) up to a height of 6.096m at the Ashram Chowk and Moolchand intersection. However, a noise level of 65 dB (A) has been observed at the height of 5.486m at Lala Lajpat Rai Marg and Sabz Burj. This study will explore noise levels in both horizontal and vertical directions near roads surrounded by high-rise buildings. It will help the decision-makers take remedial measures.
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Хмельницкий, Александр, and Aleksandr Khmelnitskiy. "Role of road transport in production and social infrastructure of Russia and the prospects of its development." Russian Journal of Management 2, no. 6 (December 30, 2014): 303–10. http://dx.doi.org/10.12737/11221.
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The article deals with the problem of road transport operations in a market economy in Russia. The author carried out a critical analysis of the situation in the sub-sector on the basis of statistical reports and the results of scientific and applied researches conducted by scientific organizations and engineering companies as well as foreign experience of functioning of road transport. The author also presents the strategic ways of activities for innovative development of road transport.
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Sreelekha, M. G. "Urban Road Network and its Topology: Case Study of Calicut, India." European Transport/Trasporti Europei 78, ET.2020 (June 2020): 1–14. http://dx.doi.org/10.48295/et.2020.78.6.
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Urban road transport network plays crucial role in the regional development and portray a significant force in shaping the spatial structure of the city itself. Developed and efficient transport network in the urban areas is just like blood flowing through veins in the human body. The present study intends to examine whether the variation in road network centrality is reflected on the connectivity and intensity of the road network of the corporation area of the city of Calicut. By this, our attempt is to assess and evaluate the city level road transport network in the context of a developing country like India. The study reveals that the city is having densely connected network of roads in the central locations, while connectivity and coverage of the network is inversely varying with its distance from the central core. The model result provides a decision-making mechanism to help the local planners to track and interpret the urban form development process of Calicut city.
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Percy, Kevin E. "Geoscience of Climate and Energy 11. Ambient Air Quality and Linkage to Ecosystems in the Athabasca Oil Sands, Alberta." Geoscience Canada 40, no. 3 (October 31, 2013): 182. http://dx.doi.org/10.12789/geocanj.2013.40.014.
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In 2010, there were 91 active oil sands projects in the Athabasca Oil Sands, Alberta where the Wood Buffalo Environmental Association monitors air quality and related environmental impacts. In 2012, ambient air concentrations of sulphur dioxide, nitrogen dioxide, and ammonia did not exceed the Alberta Ambient Air Quality Objectives. There was one exceedance of these objectives for ground-level ozone, and 62 exceedances for fine particulate matter with aerodynamic diameter ≤ 2.5 microns. There were 170 exceedances of the 1-hour hydrogen sulphide / total reduced sulphur odour threshold. The number of hourly exceedances has decreased since 2009, yet odours remain a serious concern in some communities. Based on the Air Quality Health Index (ozone, nitrogen dioxide, fine particulate matter), the risk from ambient air quality to human health from some pollutants was calculated to be low 96% to 98% of the time depending upon monitoring location, moderate 1% to 3.4%, high ≤ 0.4%, and very high ≤ 0.2% of the year. In a highly regulated setting like the Alberta oil sands, it is critical for stakeholders to quantify the spatial influences of emission source types to explain any consequential environmental effects. Source apportionment studies successfully matched source chemical fingerprints with those measured in terrestrial lichens throughout the region. Forensic receptor modeling showed source types contributing to elemental concentrations in the lichens included combustion processes (~23%), tailing sand (~19%), haul roads and limestone (~15%), oil sand and processed materials (~15%), and a general anthropogenic urban source (~15%). Re-suspended fugitive dust from operations, tailings dikes, quarrying, on-road transportation, and land clearing was found to contribute enrichment to a much greater degree than the hitherto assumed combustion source type.SOMMAIREEn 2010, il y avait 91 projets d’extraction en cours dans les sables bitumineux de l’Athabasca en Alberta, soit dans le secteur où la Wood Buffalo Environmental Association mesure la qualité de l'air et les répercussions sur les milieux de vie. En 2012, les concentrations dans l'air ambiant de dioxyde de soufre, le dioxyde d'azote et d'ammoniac n’ont pas dépassé les niveaux fixés par l’Alberta Ambient Air Quality Objectives. Il y a eu 1 dépassement de ces objectifs pour la concentration de l'ozone au niveau du sol, et 62 dépassements pour la concentration des particules fines d'un diamètre aérodynamique ≤ 2,5 micromètres. Il y a eu 170 dépassements pour la concentration du sulfure d’hydrogène pendant 1 heure / du seuil de l’odeur total de soufre réduit. Le nombre des dépassements horaires a diminué depuis 2009, mais les odeurs demeurent un grave problème dans certaines communautés. En fonction de la Cote air santé (ozone, dioxyde d'azote, particules fines), le risque de la qualité de l'air ambiant pour la santé humaine de certains polluants a été qualifiée de faible pour 96 % à 98 % des cas selon lieu de la mesure, de modérée dans 1 % à 3,4 %, plus élevé dans ≤ 0,4% des cas, et de très élevé dans ≤ 0,2% de l’année. Dans un cadre très réglementé comme celui des sables bitumineux de l'Alberta, il est essentiel pour les parties prenantes de quantifier spatialement les répercussions des divers types de sources d'émissions dans le but d’expliquer les conséquences sur les milieux de vie. Les études d’attribution des sources ont très bien recoupé celles des empreintes chimiques des sources mesurées dans les lichens terrestres dans toute la région. La modélisation par récepteurs forensiques a montré que les types de sources qui contribuent aux concentrations élémentaires dans les lichens proviennent des procédés de combustion (~ 23%), des sables résiduels (~ 19%), des routes de transport et du calcaire (~ 15%), des sables bitumineux et des matériaux transformés (~ 15%) et d’une source urbaine anthropique générale (~ 15%). On a établi que les poussières diffuses remises en suspension provenant de l'exploitation, les digues de résidus, les carrières, le transport routier et le défrichement contribuent à l’augmentation de la concentration à un degré beaucoup plus élevé que la combustion, qu’on ne l’avait estimé jusqu’à présent.DOI: http://dx.doi.org/10.12789/geocanj.2013.40.014
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Černiauskaitė, Laura, and Kazys Sakalauskas. "TECHNICAL AND ECONOMICAL PROBLEMS OF INTEGRATION OF IX B AND XI D INTERNATIONAL RAILWAY TRANSPORT CORRIDORS INTO EUROPEAN RAILWAY TRANSPORT NETWORK." TRANSPORT 18, no. 4 (June 30, 2003): 143–52. http://dx.doi.org/10.3846/16483840.2003.10414086.
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Technical and economical problems of train speed increment up to 160 km/h in existing IX B and IX D international railway transport corridors are analysed. Train speed restriction reasons, values of restrictions and their locations are estimated according to technical parameter characteristics of existing railway line infrastructure and according to the requirements for high-speed trains. The concept railway lines technical shape includes: plan, longitudinal profile, road upper construction and subgrade, besides quantitative and qualitative indices of elements. The most important indicator of railway lines technical shape is the permissible speed of trains. The radius oflying curves is taken as the most important investigation object in the analysis of geometry of railway lines plan. Computer programme „Trauka“ („Traction“) is used for the solution of problems of train speed increase. The programme is intended to calculate train speed and train driving time by evaluating the technical level of existing railway lines infrastructure. Great attention is paid to a complex analysis of road plan, longitudinal profile and upper road structure elements when railway lines infrastructure reconstruction is carried out. The application of these methods in practice allows the exact estimation of train speed increment possibilities when speed restriction reasons are eliminated.
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Setyabudi, Besar. "Kajian Kriteria Penentuan Tempat Istirahat Bagi Pengemud Angkutan Barang di Pantura Koridor Jakarta - Cirebon." Warta Penelitian Perhubungan 23, no. 3 (May 15, 2019): 250. http://dx.doi.org/10.25104/warlit.v23i3.1066.
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Every day the traffic flows along the coast of Jakarta - Cirebon dominating by the transport 1 goods either from the east (Central Java and EastJava) and west (Jakart and Banten). Monitoring results from the path of Jakarta to Cirebon coast showe that many trailer trucks and other freight vehicles crowd along northern route toward JakartCi Cirebon for average speed of about 30-40 miles per hour. The heavs traff1 caused, congestion in a number of points, because of the markets, publ1 transport indiscipline, road conditions and narrowing had because of the curve road and bridg The most important problem is the locations used as temporary pemberhetian place /parkin lot side of the road freight transport mainly Pan tura Jakarta - Cirebon among anillegal dismissal or parked alongside a road leading to, among others, the occurrenc of congestion. To answer the above problems the study was conducted with the approach cualitatif an cuantitatif to look at the reality of (existing) conditions the patter operations and transportation services, by taking a survey between Jakarta - Cirebon,and r search results will be a recommendation of the leadership or policy-making ins ti tu tio1 for transportation of goods in the territory of the North Coast (Pantura) with a condition th should be based on laws and regulations concerning road infrastructure.Keywords: Rest Area, Transport of Goods, Northern Coast-Road of Jakarta-Cirebon
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Wang, Tao, Liangmo Wang, and Yuanlong Wang. "Assessment of the locations of fatigue failure in a commercial vehicle cab using the virtual iteration method." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 231, no. 1 (August 5, 2016): 84–98. http://dx.doi.org/10.1177/0954407016633550.
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In this paper, fatigue damage analysis and structural improvement of a commercial vehicle cab were carried out, in which a simulation technique and durability road tests were combined. A full-scale finite element model of the cab was established and then validated by means of physical testing and analysis of its stiffness and its modal performance. The loading spectra, in accordance with the durability road test, were obtained by adopting the virtual iteration method. With the established finite element model, the stress distributions in the cab under unit excitation were determined. The obtained stress distributions were then used to assess the total fatigue life of the cab by employing the strain–life ( ε–N) method; thus, the critical regions were determined. The results showed that some components near the pillars and mounts are easy to damage because of the stress concentrations. It was also demonstrated that the predicted regions are reliable, which was verified by comparison with the physical durability road tests. Finally, structural improvements in the critical structures were made; the fatigue life assessment of the improved cab showed an obvious improvement in its durability performance.
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Saleh, Wafaa, Monika Grigorova, and Samia Elattar. "Pedestrian Road Crossing at Uncontrolled Mid-Block Locations: Does the Refuge Island Increase Risk?" Sustainability 12, no. 12 (June 15, 2020): 4891. http://dx.doi.org/10.3390/su12124891.
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The study investigates the behaviour of pedestrians crossing a road with a refuge island in an urban area to assess whether refuge islands deliver their expected benefit. This type of pedestrian crossings aims at providing a half-way shelter and protection while pedestrians are crossing a road with two-traffic streams. Data has been collected using two video cameras from an urban location in Edinburgh on gaps in traffic flow, rejected and accepted gaps, and critical gaps of pedestrians while crossing from the curb or the median. Data have also been examined to estimate and assess vehicle and pedestrians’ speeds, vehicle type, waiting time, group size and other demographic characteristics of pedestrians. The statistical modelling techniques used include Multiple Linear Regression and Generalised Estimating Equations (GEE). The results show that the critical gap for crossing from the median to the curb is much shorter than that from the curb to the median. Pedestrians appear to be less cautious when crossing from the median to the curb as they are more likely to accept a shorter gap in traffic. This could indicate a shortfall in the design and/or operation of this type of crossing. Further considerations and investigation of what measures could be implemented to enhance safety and reduce risky behaviour at this type of crossing are recommended and certainly encouraged.
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Maglić, Livia, Tomislav Krljan, Neven Grubišić, and Lovro Maglić. "Estimating Urban Road Transport Vehicles Emissions in the Rijeka City Streets." Promet - Traffic&Transportation 33, no. 2 (March 30, 2021): 165–78. http://dx.doi.org/10.7307/ptt.v33i2.3613.
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The growing demand for private and public transport services in urban areas requires sophisticated approaches to achieve satisfactory mobility standards in urban areas. Some of the main problems in urban areas today are road congestions and consequently vehicle emissions. The aim of this paper is to propose a methodological approach for the estimation of vehicle emissions. The proposed methodology is based on two interrelated models. The first model is a microscopic simulation SUMO model which can be used to identify the most congested urban areas and roads with critical values of traffic parameters. The second model is the COPERT Street Level for estimating vehicle emissions. The proposed models were tested on the urban area of Rijeka. The results of the microscopic SUMO simulation model indicate six urban roads with the critical traffic flow parameters. On the basis of the six identified urban roads, an estimation of vehicle emissions was carried out for specific time periods: 2017, 2020, 2025, and 2030. According to the results of the second model, the urban road R20-21 was identified as the most polluted road in the urban district of Rijeka. The results indicate that over the period 2017–2030, CO emissions will be reduced on average by 57% on all observed urban roads, CO2 emissions by 20%, and PM emissions by 58%, while the largest reduction of 65% will be in NOx emissions.
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Odeleye, J. A., and L. I. Umar. "Basic Design Architecture of Congestion Notification System: A Real Time Road Traffic Information Enabler." Nigerian Journal of Technology 40, no. 1 (March 23, 2021): 1–5. http://dx.doi.org/10.4314/njt.v40i1.1.
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Road traffic congestion is a prominent challenge of today’s urban center. As a push factor of urban centers, it impact negatively on socio-economic well-being of cities. However, contemporary innovative transport technology of Intelligent Transport System (ITS) is bridging the traveler information gaps, through installation and deployment of smart transport infrastructure such as Congestion Notification System at critical traffic intersections and points that aggravate road traffic congestion. This paper therefore provides a detailed explanation on the configuration and basic architecture of a primary Congestion Notification System (CNS) stating its working principles in providing real time road traffic congestion level information to motorist, prior entering the congestion zones or section of the road. Thus, engendering informed decision by motorists on alternative routes rather than the congested route.
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Bartolini, Cesare, Tamás Tettamanti, and István Varga. "Critical features of autonomous road transport from the perspective of technological regulation and law." Transportation Research Procedia 27 (2017): 791–98. http://dx.doi.org/10.1016/j.trpro.2017.12.002.
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Havenga, Jan Hendrik, and Wessel Pienaar. "Framework for rail freight transport revival in South Africa." Corporate Ownership and Control 8, no. 4 (2011): 451–60. http://dx.doi.org/10.22495/cocv8i4c4art7.
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Most long-distance land freight in South Africa is transported by road, which (i) places harsh constraints on the country’s transport infrastructure; and (ii) gives rise to excessive external costs. This is ascribable to the high demand for road freight transport, which is dependent on imported fuel at unstable prices and which is damaging to the environment. The critical requirement is to determine how much freight, and specifically which freight, can switch to rail transport. In order to identify the freight flows that can exploit the economic principles of rail transport, a market segmentation model was developed. A feasible target market was identified that enables key stakeholders (government, the national railway and major road transport service providers) to engage in ensuring that sufficient investment in suitable transport infrastructure takes place timeously to support the country’s economic growth and development ideals in a sustainable fashion.
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Santos-Reyes, Padilla-Perez, and Beard. "Transport Infrastructure Interdependency: Metro’s Failure Propagation in the Road Transport System in Mexico City." Sustainability 11, no. 17 (August 30, 2019): 4757. http://dx.doi.org/10.3390/su11174757.
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On Friday, 3 March 2017, at about 18:19 h, a metro track failed, prompting about 50% of Mexico City’s metro line-C to a halt. The track failure occurred at a peak hour when tens of thousands of commuters were heading to their homes. Given the interdependency among the modes of transportation in the capital city, the incident caused heavy disruption; it is believed that about 45,000 commuters were affected. A systemic safety management system (‘SSMS’) model has been used for the analysis. The results showed that: a) the model demonstrated its potential to the analysis of the transport system interdependency; it has been found that failure propagates vertically and horizontally; b) the model highlighted that failure propagation has to do with a coordination function; c) in relation to the case study, it has been found that the actions taken by the decision-makers during the emergency were less than adequate; d) the commuters traveling patterns should be considered when designing emergency plans; and, e) more generally, there is a need for the creation of a system to manage critical infrastructure protection in the context of Mexico. It is hoped that by conducting such analyses, we may gain a better understanding of the complexity of cities.
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Wang, Li Xun, Zhi Hong Chen, Li Ying Sui, and Wei Li. "The Research of Ponded Water Road Traffic Emergency Management Based on Internet of Things." Applied Mechanics and Materials 744-746 (March 2015): 1848–51. http://dx.doi.org/10.4028/www.scientific.net/amm.744-746.1848.
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This paper presents studies on the theories aimed at using the technologies of Internet of Things in the domain of the emergency management of ponded water on road surface. It first introduces an emergency management model based on the Internet of Things to solve the problem of ponded water on road surface. It discusses a few critical technologies related to this model including monitoring the condition of the ponded water on road surface and the condition of the traffic simultaneously, the framework of data interfacing using multiple sources including the heterogeneous data, the analysis of traffic jam spreading pattern at critical locations of ponded water, comprehensive information analysis, and comprehensive demonstrations of monitoring based on GIS. In the end it gives our expectation about the future and development direction of using the technologies of Internet of Things in city traffic emergency management.
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Lee, Eul-Bum, Douglas Alleman, David Thomas, and Chang-Mo Kim. "INTEGRATING CA4PRS V.3 ROAD WIDENING SCHEDULE MODULE INTO US HIGHWAY EARLY CONSTRUCTABILITY PROCESS: CALIFORNIA SR-91 CORRIDOR IMPROVEMENT PROGRAM CASE STUDY." Transport 35, no. 1 (January 3, 2020): 1–19. http://dx.doi.org/10.3846/transport.2019.11650.
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Performing Constructability Review Processes (CRPs) during the highway design development has been found to save transportation agencies twice their input costs. However, existing literature has identified three areas of CRP improvement: reduction of required agency resources, incorporation of Road User Cost (RUC) scheduling constraints, and integration of assessment visualizations. The authors propose to fill this gap by integrating the Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) v.3 software into the CRP. This module provides agencies with road widening project schedule capabilities, which enhances CRPs by providing accurate RUC-constrained critical path schedules using minimal resources. The module was developed through interviews with subject matter experts from six public and two private California transportation organizations. Said experts also tested the CA4PRS v.3 alpha and beta pre-release versions using data collected from eight Caltrans road widening projects. The potential value-adding of integrating the CA4PRS v.3 software with existing CRPs has been tested through its application on the California State Road 91 (SR-91) Corridor Improvement Program (CIP), resulting in 24-months of construction acceleration. The findings and presentation of the schedule model within this paper provide practitioners an accurate and resource-efficient tool to estimate the schedule impacts of road widening constructability options.
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Chen, Yang, Yiying Chao, Wei Liu, Kan Tao, and Peng Lian. "Make friends, not money: How Chinese enterprises select transport infrastructure investment locations along the Belt and Road." Transport Policy 101 (February 2021): 119–32. http://dx.doi.org/10.1016/j.tranpol.2020.12.005.
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SUGIYANTO, Gito, and Ari Fadli. "Identifikasi Lokasi Rawan Kecelakaan Lalu Lintas (Black Spot) di Kabupaten Purbalingga, Jawa Tengah." Jurnal Teknik Sipil dan Perencanaan 19, no. 2 (November 21, 2017): 128–35. http://dx.doi.org/10.15294/jtsp.v19i2.10768.
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Road safety is a complicated scientific field of transport research due to the random nature of accident occurrence. Traffic accidents impose serious problems to society in terms of medical costs, economic costs (productivity losts), property damage costs, and human costs. Traffic accidents are increasing and still become the main problem of road transport in Indonesia. One effort to improve transportation safety is by determining and handling the black spot locations. The method that used to identify black spot locations is the frequency-crash method. The aim of this research is to identify black spot locations using Upper Control Limit (UCL) method. The study location is in Purbalingga, Central Java, Indonesia. Database of traffic accidents from 1 January 2010 to 31 December 2015 were obtained from Purbalingga Police. Using the equivalent accident number for death victims or fatality is 10, a severe injury is 5, a minor injury is 1, and property damaged only is 1. Seven roads have accident number value greater than the upper control limit value and identified as a black spot location. Black spot location in Purbalingga regency are Jalan Raya Bayeman, Tlahab Lor; Jalan Raya turut Desa Penolih, Jalan Raya turut Desa Bobotsari, Jalan Raya turut Desa Bojongsari, Jalan Raya turut Desa Jetis, Jalan Raya turut Desa Kembangan, and Jalan Raya turut Desa Panican.
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Tolmachev, Alexander V., Evgeny V. Sinitsyn, and Dmitrii A. Brusyanin. "Transport system modelling based on analogies between road networks and electrical circuits." R-Economy 1, no. 2 (July 11, 2019): 92. http://dx.doi.org/10.15826/recon.2019.5.2.010.
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This article describes a probabilistic mathematical model which can be used to analyse traffic flows in a road network. This model allows us to calculate the probability of distribution of vehicles in a regional road network or an urban street network. In the model, the movement of cars is treated as a Markov process. This makes it possible to formulate an equation determining the probability of finding cars at key points of the road network such as street intersections, parking lots or other places where cars concentrate. For a regional road network, we can use cities as such key points. This model enables us, for instance, to use the analogues of Kirchhoff First Law (Ohm's Law) for calculation of traffic flows. This calculation is based on the similarity of a real road network and resistance in an electrical circuit. The traffic flow is an analogue of the electric current, the resistance of the section between the control points is the time required to move from one key point to another, and the voltage is the difference in the number of cars at these points. In this case, well-known methods for calculating complex electrical circuits can be used to calculate traffic flows in a real road network. The proposed model was used to calculate the critical load for a road network and compare road networks in various regions of the Ural Federal District.
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Arevalo Ascanio, Rafael, Rafael Santofimio Rivera, Jair Eduardo Rocha González, and Wilson Adarme Jaimes. "Logistic platform placement for harmonious development of the nation’s intermodal network." Ciencia y tecnología de buques 12, no. 23 (September 11, 2018): 81. http://dx.doi.org/10.25043/19098642.173.
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This article considers the problem of locating multiple installations for the intermodal transport network in Colombia, and is based on the analysis of the transport of cargo from the main generating cities to the three most important port cities in the Caribbean region of the country: Barranquilla, Cartagena and Santa Marta; integrating the modes of transport by land, road and river. According to this, land transport by road is used from the source of cargo to the possible locations of the logistic platforms, and then the Magdalena River basin is used as a unique river corridor. The model proposed consists of determining the optimal location of a series of logistic platforms that guarantee a system of integration and cooperation in transport strategies for the country, in which aggregation and disaggregation of freight operations will be possible. In this aspect, an entire mixed programming model is performed with the objective of minimizing the total costs of transport and operation of the new intermodal network, with restrictions associated with the generation and processing of cargo, obtaining results in the cost functions related to cargo transport and leaving as evidence the potential of integrating intermodal transport for the country's competitiveness.