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1
Shr, Jin-Fang, Benjamin P. Thompson, Jeffrey S. Russell, Bin Ran, and H. Ping Tserng. "Determining Minimum Contract Time for Highway Projects." Transportation Research Record: Journal of the Transportation Research Board 1712, no. 1 (January 2000): 196–201. http://dx.doi.org/10.3141/1712-23.
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An increasing number of state highway agencies (SHAs) are using A (cost) + B (time cost) bidding ( A + B bidding) for highway construction. The A + B bidding concept is designed to shorten the total contract time by allowing each contractor to bid the number of days in which the work can be accomplished, in addition to the traditional cost bid. The SHA is then presented with the problem of determining a reasonable range of contract time submitted by the bidders. Most SHAs do not currently restrict the range of B. However, several problems may arise from an unrestricted range of B. First, if no minimum is set for B, a bidder may inflate the cost bid and submit an unreasonably low B, using the excess cost bid to cover the disincentives charged for exceeding the time bid. Second, if no maximum is set for B, then a bidder with a high B and a low-cost bid may be awarded the job and make an unreasonable amount of money from incentive payments. This study develops a quantified model of the price-time bidding contract. A construction cost-versus-time curve is developed from Florida Department of Transportation (DOT) data. The contractor’s price-versus-time curve is then combined with the road-user cost to determine the optimum lower limit to be set on B. Finally, several projects completed by the Florida DOT will be used to illustrate this model.
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Honegger, G. "NATIVE PLAYWRIGHT: TOMSON HIGHWAY." Theater 23, no. 1 (December 1, 1992): 88–92. http://dx.doi.org/10.1215/01610775-23-1-88.
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Tighe, Susan, Ralph Haas, and Ningyuan Li. "Overlay Performance in Canadian Strategic Highway Research Program’s Long-Term Pavement Performance Study." Transportation Research Record: Journal of the Transportation Research Board 1778, no. 1 (January 2001): 191–200. http://dx.doi.org/10.3141/1778-23.
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Esch, Gregory, Michael H. Scott, and Eugene Zhang. "Graphical 3D Visualization of Highway Bridge Ratings." Journal of Computing in Civil Engineering 23, no. 6 (November 2009): 355–62. http://dx.doi.org/10.1061/(asce)0887-3801(2009)23:6(355).
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Bing, Xue, Quanlun Wei, Jian Lu, Chaoyang Li, and Yi Zhang. "Sustainable Highway Design: Disentangling the Effects of Geometric-Related and Traffic-Related Factors on Urban Highway Traffic Emissions." Advances in Civil Engineering 2018 (September 16, 2018): 1–10. http://dx.doi.org/10.1155/2018/7514612.
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Reducing highway traffic emissions, which is a major part of China's total transportation-related emissions, is a key to China's sustainable development. However, the effects of geometric-related and traffic-related factors on highway traffic emissions are rarely studied in China. Employing data collected from Cao'an Highway in Shanghai, China, and Traffic Software Integrated System (TSIS) as a simulation tool, this paper analyzed the effects of three geometric-related factors and one traffic-related factor on three traffic emissions (HC, CO, and NOx). The geometric-related factors are lane width, number of vehicle lanes, and intersection lane configuration, and the traffic-related factor is free-flow speed. The results indicated that (1) widening the lane width may cause the increase of CO emissions, (2) increasing the number of vehicle lanes may result in the decrease of all three emissions, (3) intersection lane configuration has significant influence on traffic emissions, and (4) the average speed of 23-24 mph is associated with the lowest traffic emissions. The research findings will facilitate the understanding on effects of various factors on highway traffic emissions and provide insights for policy-makers, scholars, and engineers into the improvement of sustainable highway design and management.
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Yeau, Kyong Y., Halil Sezen, and Patrick J. Fox. "Load Performance of In Situ Corrugated Steel Highway Culverts." Journal of Performance of Constructed Facilities 23, no. 1 (February 2009): 32–39. http://dx.doi.org/10.1061/(asce)0887-3828(2009)23:1(32).
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Lee, Yong-Seon, Won-Suk Jang, and Miroslaw J. Skibniewski. "Noise Evaluation for Pavement Maintenance in Metropolitan Highway Bridges." Journal of Performance of Constructed Facilities 23, no. 3 (June 2009): 181–89. http://dx.doi.org/10.1061/(asce)0887-3828(2009)23:3(181).
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Zhao, Tong, Satheesh K. Sundararajan, and Chung-Li Tseng. "Highway Development Decision-Making under Uncertainty: A Real Options Approach." Journal of Infrastructure Systems 10, no. 1 (March 2004): 23–32. http://dx.doi.org/10.1061/(asce)1076-0342(2004)10:1(23).
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Han, Y. H., S. L. Lau, M. Kayhanian, and M. K. Stenstrom. "Correlation analysis among highway stormwater pollutants and characteristics." Water Science and Technology 53, no. 2 (January 1, 2006): 235–43. http://dx.doi.org/10.2166/wst.2006.057.
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Stormwater runoff from highway land use is a common non-point source of pollutants. A large quantity of highway stormwater runoff characteristics were collected in California during the past three years. Correlations among various water quality parameters and constituents were performed using data sets collected over the 2000–2001, 2001–2002, and 2002–2003 wet seasons for 18, 21 and 23 storm events at three highway sites in west Los Angeles, California. In addition, statistical and graphical correlation analysis of the mass first flush ratio (MFF) with storm characteristics was made to determine if the first flush is related to site or storm characteristics. The results and analyses performed indicate that (1) TSS correlates well with most particulate-bound metals. However, TSS was poorly correlated with most other pollutants. (2) Strong correlations were also observed among dissolved and total metals; DOC, COD, TKN and oil and grease; conductivity and Cl. (3) Total metals, COD and DOC were generally well correlated with mass first flush, suggesting that BMPs that treat the early portion of runoff have an opportunity to remove high concentrations of these pollutants. Keywords Correlation analysis; highway stormwater runoff; mass first flush; storm characteristics
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Bayraktar, Alemdar, Ahmet Can Altunişik, Bariş Sevim, Temel Türker, Arman Domaniç, and Yavuzhan Taş. "Vibration Characteristics of Kömürhan Highway Bridge Constructed with Balanced Cantilever Method." Journal of Performance of Constructed Facilities 23, no. 2 (April 2009): 90–99. http://dx.doi.org/10.1061/(asce)0887-3828(2009)23:2(90).
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Kurup, Pradeep U., and Mehmet T. Tumay. "Calibration of a Miniature Cone Penetrometer for Highway Applications." Transportation Research Record: Journal of the Transportation Research Board 1614, no. 1 (January 1998): 8–14. http://dx.doi.org/10.3141/1614-02.
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The electronic cone penetrometer is an important in situ investigation tool of choice for site characterization. Application of this proven concept of the cone penetration test (CPT) to highway design and construction control by miniaturization is described. A miniature cone penetrometer with a projected cone area of 2 cm2 has been developed and implemented in a continuous intrusion miniature cone penetration test system (CIMCPT). This device may be used for rapid, accurate, and economical characterization of sites and to determine engineering soil parameters needed in the design of pavements, embankments, and earth structures. The miniature cone penetration test (MCPT) gives finer details than the standard 10-cm2 cross-sectional area reference cone penetrometer. This makes the MCPT attractive for subgrade characterization, quality-control assessment, compaction control of embankments, and assessment of ground improvement effectiveness for transportation infrastructure. In situ calibration of the CIMCPT system was conducted at a highway embankment site in Baton Rouge, Louisiana. MCPT penetration profiles were compared with those obtained by using the standard cone penetrometer at the same site. The tip resistance of the MCPT was 10 percent higher than that of the reference CPT. The sleeve friction and friction ratio of the reference CPT were higher than that of the MCPT by 12 and 23 percent, respectively. Calibration was also performed to determine empirical cone factors required for estimating undrained shear strength from MCPT data.
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Lyubimov, I. "Path from human capital to economic growth: A free highway or a complicated labyrinth?" Voprosy Ekonomiki, no. 8 (August 20, 2017): 5–23. http://dx.doi.org/10.32609/0042-8736-2017-8-5-23.
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In this paper, we consider a number of causes which can potentially explain why human capital accumulation policies might have limited effect on economic growth. Mixed empirical results can be found in the literature, both supporting and questioning the key role of human capital as an important cause of economic growth. We focus on the latter and start from pointing at inaccurate indicators of human capital accumulation, such as the average years of schooling, which might not reflect with acceptable level of accuracy the level of human capital accumulated in a particular economy. We then consider the role of other causes of economic growth, such as property rights protection or financial markets development, which might affect the demand for human capital, thus potentially limiting the effect of a policy affecting the supply of human capital. We then discuss the efficiency of human capital distribution among various activities in a particular economy and argue that the way the economy uses its human capital stock might matter for its growth rates. Finally we point at potential flaws in education policy, which might result in slow accumulation of human capital.
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Brum, T. R., M. Santos-Filho, G. R. Canale, and A. R. A. Ignácio. "Effects of roads on the vertebrates diversity of the Indigenous Territory Paresi and its surrounding." Brazilian Journal of Biology 78, no. 1 (June 12, 2017): 125–32. http://dx.doi.org/10.1590/1519-6984.08116.
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Abstract Roadkill impact is still underestimated due to the lack of knowledge of its intensity and effect on animal populations. To assess differences between animal roadkills on roads in distinct landscapes, this study recorded meso- and megavertebrate roadkills along 50 km during a year in two highways in the transitional area of Amazonia/Cerrado in Tangará da Serra, Mato Grosso: MT-358 and MT-235, the latter crossing the Paresi Indigenous Land. We assessed roadkill rates and points with higher rates of roadkills, recording the most impacted species, seasonal effects, biomass loss, activity period of species, and traffic volume. We recorded 178 roadkills in 4,950 km travelled, a rate of 0.035 animal/km-travelled. Mammals were the most impacted with 135 roadkills (75.8%), followed by reptiles (6.2%), amphibians (5.6%) and birds (5.1%). Among mammals 51.1% were Carnivora, and the most impacted species was Cerdocyon thous (n = 42). On highway MT-358 (human-modified landscape), we recorded 155 roadkilled mammals, and the most impacted were C. thous (23.9%) and Euphractus sexcinctus (13.5%). Whilst on highway MT-235 (Paresi Indigenous Land), we recorded 23 roadkilled mammals, and the most impacted were Myrmecophaga tridactyla (26.1%) and C. thous (21.7%). The low roadkill rate in the Paresi Indigenous Land might be related to the presence of fauna pathways along the highway and the availability of a forested landscape.
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Lagasse, P. F., E. V. Richardson, and L. W. Zevenbergen. "Comprehensive Bridge Scour Evaluation Methodology." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 204–8. http://dx.doi.org/10.3141/1696-64.
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In the United States, bridge scour technology is discussed primarily in three FHWA publications: Hydraulic Engineering Circular (HEC) 18: Evaluating Scour at Bridges; HEC-2: Stream Stability at Highway Structures; and HEC-23: Bridge Scour and Stream Instability Countermeasures. Together, these documents provide guidance to state highway agencies that is necessary for completing comprehensive scour and stream instability evaluations for the design of new bridges and for repairing existing bridges. Experience has shown that the relationships among the three documents are not always readily apparent, and some scour evaluations have relied primarily on HEC-18. A comprehensive flowchart that illustrates the interrelationship among the three FHWA scour-related documents has been developed. In addition, in 1998, FHWA, TRB, and AASHTO sponsored a scanning review of European practice for bridge scour and stream instability countermeasures. In 1999, ASCE published a compendium of papers on stream stability and scour at highway bridges, and FHWA prepared an annotated bibliography to support revisions to the three HECs. It is anticipated that the flow-chart and the substantial information from the scanning review, the compendium, and the annotated bibliography will be included in the next revisions to HEC-18, HEC-20, and HEC-23. On the basis of information from these sources, a comprehensive approach to bridge scour and stream instability evaluations is outlined, and an overview of planned revisions to the three FHWA HECs is provided.
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Aryal, R. K., H. Furumai, F. Nakajima, and M. Boller. "Characteristics of particle-associated PAHs in a first flush of a highway runoff." Water Science and Technology 53, no. 2 (January 1, 2006): 245–51. http://dx.doi.org/10.2166/wst.2006.058.
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Runoff monitoring of six rainfall events was carried out in a highway, Winterthur, Switzerland focusing on first flush (runoff volume up to 2.88 mm). Six runoff events were used to investigate the characteristics of particle-associated PAHs in first flush. The fine fraction (<45 μm) had a relatively higher contribution than the coarse fraction. A significant contribution of the coarse fraction was observed at some periods when the runoff flow rapidly increased. Fluctuation of PAH content during a runoff event was significant in the coarse fraction and, in contrast, the PAH content in the fine fraction was less fluctuating. The weighted average PAH content in each event ranged from 17 to 62 μg/g in total SS, from 23 to 54 μg/g in the fine fraction and from 16 to 84 μg/g in the coarse fraction. The loading of particle-associated PAHs from the first flush of highway runoff ranged from 0.06 to 0.22 g/ha in a total of 12 PAH species. Keywords First flush; highway runoff; PAH content; PAH profiles; suspended solids
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McCord, Mark R., Dario Hidalgo, Prem Goel, and Morton E. O’Kelly. "Value of Traffic Assignment and Flow Prediction in Multiattribute Network Design: Framework, Issues, and Preliminary Results." Transportation Research Record: Journal of the Transportation Research Board 1607, no. 1 (January 1997): 171–77. http://dx.doi.org/10.3141/1607-23.
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The well-defined concept of value of perfect information (VOPI) was used to assess the value of improving flow prediction and the relative value of improving components of the prediction system. The concept is introduced with a simplified example of choosing whether to build a highway segment in a corridor, and then the example is extended to a network and more realistic components are incorporated. The examples are worked through to illustrate the general approach, the types of results that could be obtained, and the issues that arise. The probability distributions of the attributes—cost, time, fuel consumption, and vehicle emissions—used to summarize uncertainty in prediction are important components when calculating VOPI. An approach to modeling these distributions and the flow distributions on which they are conditioned is presented. Unlike traditional approaches, the present one recognizes uncertainty in the model itself and not only in the inputs and parameters of the model. The VOPI of arc flows is calculated for the network example and is compared with the project costs. VOPI is used to indicate that the marginal value of developing an error-free traffic assignment model would be much greater than that of developing an error-free trip distribution model in the example. The research and implementation issues raised by the example are discussed.
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Le, Xuewen, Jian Lu, Edward A. Mierzejewski, and Yanhu Zhou. "Variations in Capacity at Signalized Intersections with Different Area Types." Transportation Research Record: Journal of the Transportation Research Board 1710, no. 1 (January 2000): 199–204. http://dx.doi.org/10.3141/1710-23.
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The capacity analysis procedure for signalized intersections included in the Highway Capacity Manual (HCM) needs to consider the area type of a given intersection. The area-type adjustment factor used in the procedure is based on conclusions from a limited number of studies. In addition, the procedure for using an area-type adjustment factor is not well defined in the HCM. A study undertaken in central Florida to study the effects of four different area types on the capacity of signalized intersections is summarized. These four area types include recreational, business, residential, and shopping. Study results indicated that differences in saturation headways among different area types were significant. The saturation headways observed in recreational areas were significantly higher than those in other areas for both left-turn and through movements. The through-movement saturation headways obtained in residential, shopping, and business areas were not significantly different. This study resulted in a new area-type adjustment factor of 0.92 for recreational areas, whereas the factor is 1.00 for other areas. Results in this study also indicated that the differences in start-up lost time among different area types were not significantly different. In addition, according to the results of the analysis, 75 percent of the yellow interval in undersaturated conditions and 35 percent of the yellow interval in oversaturated conditions were found to be unused and considered clearance lost time.
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Morrall, John. "Cross-section elements to accommodate passing lanes and vehicle storage during avalanche control for the Trans-Canada Highway in Rogers Pass." Canadian Journal of Civil Engineering 18, no. 2 (April 1, 1991): 191–200. http://dx.doi.org/10.1139/l91-024.
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The two basic problems facing the Trans-Canada Highway through Rogers Pass, namely the winter problem of adequate vehicle storage areas during avalanche control and the summer problem of maintaining an acceptable level of service by ensuring adequate passing opportunities, may be linked through a common denominator — passing lanes. This paper presents the findings of a recently completed study of the Trans-Canada Highway through Mount Revelstoke and Glacier National Park. The study method is based on the fact that traffic flow characteristics, highway conditions, and operational requirements vary considerably from season to season. Thus, the analysis was broken into two parts, namely a separate analysis of winter and summer conditions. A traffic simulation model was used to determine those locations that could serve as potential sites for passing lanes during summer. The traffic simulation model developed for the passing lane analysis utilized files that describe road geometry, summer traffic flow and composition, and vehicle performance. A separate simulation model was developed to determine vehicle storage requirements of ponding areas during avalanche control. The model developed for winter traffic characteristics also provided the basis for a flexible traffic management strategy. Cross-section elements were developed to accommodate an auxiliary lane to be used as a passing lane in summer and as a parking lane to increase the capacity of ponding areas during avalanche control in winter. Design requirements called for triple stacking of vehicles in ponding areas during avalanche control. To accommodate design year traffic volumes at an acceptable level of service during the summer months, 12 passing lanes totalling 23 km in length were recommended. Six ponding areas, totalling 4 km in length, are coincident with four of the passing lane locations. The paper concludes with a general discussion on the benefits of linking traffic simulation with geometric design to demonstrate how the design life of rural two-lane highways can be extended by the use of low-cost operational improvements such as passing lanes. Key words: highway planning and engineering, two-lane highways traffic management during avalanche stabilization, passing lanes, cross-section elements, Trans-Canada Highway.
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Conard, B. E., R. A. Lohnes, F. W. Klaiber, and T. J. Wipf. "Boundary Effects on Response of Polyethylene Pipe Under Simulated Live Load." Transportation Research Record: Journal of the Transportation Research Board 1624, no. 1 (January 1998): 196–205. http://dx.doi.org/10.3141/1624-23.
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The objective of this paper is to evaluate the deflection response of polyethylene pipes when loaded near their ends. Tests were conducted on pipes loaded at the center and near their ends to simulate loading of a vehicle at the center of a roadway and on the shoulder. The tests were performed on 900-mm (36-in.) and 1200-mm (48-in.) diameter polyethylene pipes with 610-mm (2 ft) cover and a variety of backfills. Loads were applied through a 93 025-mm2 (1-ft2) plate that provides very severe loading conditions. At high contact stresses, the load test plate punched into the soil cover so that the crown of the pipe was subjected to stresses in excess of those that would have occurred if the soil surface were paved or stabilized or a less severe loading condition better representing a truck tire had been used. At contact stresses equivalent to moderate highway tire pressures, pipe deflections are slightly higher near the ends of the pipes than at the center. Except for low-density till, the percent deflections are not excessive and the pipe-soil systems have adequate stiffness. For contact stresses near the upper limit of truck tire pressures and when loaded near the ends, the pipes with sand and till backfills fail by local wall bending. For flowable-fill backfill, the ultimate capacity of the pipes is nearly twice that for the soil backfills.
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Dameron, Robert A., Serafim G. Arzoumanidis, Steven W. Bennett, and Ayaz Malik. "Seismic Analysis and Displacement-Based Evaluation of the Brooklyn-Queens Expressway, New York." Transportation Research Record: Journal of the Transportation Research Board 1845, no. 1 (January 2003): 213–25. http://dx.doi.org/10.3141/1845-23.
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The Brooklyn–Queens Expressway (BQE), Interstate 278 between Atlantic Avenue and Washington Street in Kings County, is an approximately 1,500-m-long multiple-level highway reinforced concrete structure that was built in 1948. It is an important transportation link in the New York City metropolitan area and serves a daily traffic volume of 122,000 vehicles. The longest portion of the BQE consists of elevated one-, two-, and three-level cantilever structures. They are built into the hillside of Brooklyn Heights in successive levels, set back to provide light and air to three lanes of traffic in each direction. They have a unique configuration consisting of rigid frames supporting the roadways with long cantilevers, serving also as retaining walls supporting the hillside beneath adjacent brick buildings. The reinforced concrete portions of the BQE were modeled with finite elements that explicitly represented the concrete and reinforcement and used nonlinear material models. The displacement performance was determined in cyclic pushover analysis that predicted concrete cracking and reinforcing bar yielding. This performance was compared with recently developed displacement performance criteria to establish displacement capacities. The displacement demands were determined by time history analyses using nonlinear models. The methods and criteria that were used for evaluation of the BQE structures are described, and conclusions that may be applicable to future seismic evaluations using the displacement-based approach are provided. Other project challenges are also discussed, including the seismic effects of adjacent buildings and subway tunnels.
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You, Yuan, Ralf M. Staebler, Samar G. Moussa, Yushan Su, Tony Munoz, Craig Stroud, Junhua Zhang, and Michael D. Moran. "Long-path measurements of pollutants and micrometeorology over Highway 401 in Toronto." Atmospheric Chemistry and Physics 17, no. 22 (November 28, 2017): 14119–43. http://dx.doi.org/10.5194/acp-17-14119-2017.
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Abstract. Traffic emissions contribute significantly to urban air pollution. Measurements were conducted over Highway 401 in Toronto, Canada, with a long-path Fourier transform infrared (FTIR) spectrometer combined with a suite of micrometeorological instruments to identify and quantify a range of air pollutants. Results were compared with simultaneous in situ observations at a roadside monitoring station, and with output from a special version of the operational Canadian air quality forecast model (GEM-MACH). Elevated mixing ratios of ammonia (0–23 ppb) were observed, of which 76 % were associated with traffic emissions. Hydrogen cyanide was identified at mixing ratios between 0 and 4 ppb. Using a simple dispersion model, an integrated emission factor of on average 2.6 g km−1 carbon monoxide was calculated for this defined section of Highway 401, which agreed well with estimates based on vehicular emission factors and observed traffic volumes. Based on the same dispersion calculations, vehicular average emission factors of 0.04, 0.36, and 0.15 g km−1 were calculated for ammonia, nitrogen oxide, and methanol, respectively.
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Samuilov, Valery M., Dmitry G. Nevolin, Dmitriy N. Paryshev, and Tatiana A. Kargapoltseva. "Increase of highway capacity of two-way federal roads for transport corridor of Silk Road economic belt." Innotrans, no. 4 (2018): 19–23. http://dx.doi.org/10.20291/2311-164x-2018-4-19-23.
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Pakes, Angela, Tuncer Edil, Morgan Sanger, Renee Olley, and Tyler Klink. "Environmental Benefits of Cold-in-Place Recycling." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 24 (September 21, 2018): 11–19. http://dx.doi.org/10.1177/0361198118758691.
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The conventional highway resurfacing technique of mill and overlay (M&O) partially removes the existing pavement and replaces it with asphalt derived from some recycled but mostly virgin materials. Cold-in-place recycling (CIR) is an alternative highway resurfacing method that partially mills the existing pavement and uses it beneath a thinner layer of new asphalt. CIR has become widely used for convenience and cost benefits, but the environmental impacts are poorly quantified. The objective of this study was to quantify the environmental life cycle benefits of using CIR for highway resurfacing instead of M&O. Material quantities and equipment used for CIR and what would have been used in M&O for the same project were provided by contractors for nine highway resurfacing projects in Wisconsin. With this information, a life cycle assessment (LCA) tool was used to determine the relative environmental impacts of the two methods, with energy consumption, water usage, and carbon dioxide emissions chosen as the metrics of the LCA. Results show average environmental savings of 23% in energy consumption and carbon dioxide emissions and 20% in water consumption when using CIR instead of M&O for highway resurfacing. Additionally, CIR reduced virgin aggregate consumption by 37%. Environmental savings achieved by using CIR were found to be directly related to the reduction in volume of new hot mix asphalt (HMA) used, and to the reduction in transportation of materials to and from the site. Linear correlations that can be used to estimate savings of future CIR projects were projected.
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Hasan, Mehedi, and Mohd Abdus Sobhan. "Highway Failure and Their Maintenance: A Study of Rajshahi Metropolitan City, Rajshahi, Bangladesh." International Journal of Sustainable Transportation Technology 3, no. 2 (October 31, 2020): 45–50. http://dx.doi.org/10.31427/ijstt.2020.3.2.2.
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Total length of paved road in Rajshahi City is about 186.64 km (2011 census). It shows that about 23% of total road lengths are present in failure condition. This study shows an investigation to compute the flexible pavement’s failure types, to define and identify the causes, and select the best maintenance for that failures of flexible pavement within Rajshahi City. There are many types of failures occur on the roads such as different types of cracks, potholes, raveling, water bleeding, corrugation and shoving, depression, and rutting. The possible causes of flexible pavement failures are improper bituminous mixes with poor quality of materials, heavy traffic loads, heavy rainfall, and bad drainage on pavement. The failures are gradually raised due to lack of proper planning, inspection, and treatment. These failures create different types of disadvantages like traffic jam, discomfort to the passengers as well as drivers, increasing vehicle operating, maintenance cost, etc. This study proves that the authorities practice maintenance procedures to repair the failures of pavement which are about 60% similar to the conventional road maintenance procedures. The authorities as Roads and Highway Department and Rajshahi City Corporation are suggested to do maintenance according to the requirements of urgent maintenance and availability of fund which is found in this investigation.
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Sargand, Shad M., Roger Green, and Issam Khoury. "Instrumenting Ohio Test Pavement." Transportation Research Record: Journal of the Transportation Research Board 1596, no. 1 (January 1997): 23–30. http://dx.doi.org/10.3141/1596-04.
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The Ohio Department of Transportation (ODOT) constructed a test pavement on US-23 in Delaware County, Ohio. Of the nine Specific Pavement Studies (SPS) formulated by the Strategic Highway Research Program (SHRP), four (SPS-1, SPS-2, SPS-8, and SPS-9) were included at the OH-SHRP DEL-23 site. Sensors were carefully selected and installed to monitor structural response and seasonal parameters on the basis of prior field experiences accumulated in the United States and Canada. Criteria used to select the sensors were cost, accuracy, sensitivity, longevity, and level of success in previous pavement research projects, especially projects in Ohio. Described here is the development of the Ohio test pavement in terms of objectives, overall instrumentation plan, and selection of sensors as well as typical instrumentation plans for asphalt concrete and portland cement concrete sections.
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Barton, Raymond A., and John Morrall. "Study of Long Combination Vehicles on Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 1613, no. 1 (January 1998): 43–49. http://dx.doi.org/10.3141/1613-06.
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In 1988, the Council of Ministers of Transportation and Highway Safety in Canada endorsed a memorandum of understanding designed to improve uniformity between provinces and territories. The regulations covering weights and dimensions for tractor-semitrailers and double combination trucks specified a maximum length of 23 m. However, in western Canada, which includes the provinces of British Columbia, Alberta, Saskatchewan, and Manitoba, a maximum vehicle length of 25 m was adopted. Vehicles longer than 25 m are generally referred to as long combination vehicles (LCVs) and include the following vehicles: triple trailer combinations, 35 m in length; Rocky Mountain doubles, 30 m in length; log haul trucks, which can be up to 30.5 m in length; and turnpike doubles, 38 m in length. A study was conducted to develop recommendations relating to the use of LCVs on two-lane highways in Alberta. The basic approach was to examine the incremental impact of LCV-type vehicles on two-lane highway operations compared with a baseline vehicle type, namely, 25-m standard double heavy trucks. Although the study of LCVs examined a range of issues that included low- and high-speed offtracking, and aerodynamic buffeting, only the findings related to traffic volume criteria are presented. The main recommendation with respect to passing opportunities and level of service was the development of maximum traffic volumes for two-lane highways with and without passing lanes and with a given percentage of passing zones. The main criteria are to ensure that a net passing opportunity of at least 30 percent is provided to drivers impeded by LCVs. This is roughly comparable to providing to Level of Service C. For example, the maximum volume below which Rocky Mountain doubles may operate on a two-lane highway is 425 veh/h for a section with 100 percent passing zones. If 2-km passing lanes are provided every 10 km, Rocky Mountain doubles could operate at traffic volumes up to 734 veh/h and still ensure a net passing opportunity of 30 percent.
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Hakkert, Alfred-Shalom, and Victoria Gitelman. "Consideration of Bollard Treatment at Exit Gore Areas." Transportation Research Record: Journal of the Transportation Research Board 1635, no. 1 (January 1998): 133–39. http://dx.doi.org/10.3141/1635-18.
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The efficiency of bollards—soft plastic post delineators which are installed at exit gore areas of some highways in Israel—is considered. The devices are expected to contribute to better arrangement of traffic streams and to reduce erratic vehicle maneuvers at highway exits. The treatment was examined in three ways: (1) a review of current experience concerning delineation techniques and tools for safety enhancement at exit gore areas, (2) a detailed consideration of accidents occurring on freeways with emphasis on specifics relevant to exit area occurrences, and (3) field observations of driver behavior at exit areas before and after bollard installation. The literature review showed that use of bollards for highway traffic arrangements has not been investigated closely, at least over the past 20 years. However, practice demonstrated that different kinds of delineation treatments did contribute to better traffic operations and decreased the number of erratic maneuvers at exit area approaches. A detailed consideration of accidents for two highways revealed that the accidents occurring at “exit” and “on” areas are a major part of interchange area accidents (69 percent), while explicit “gore area crossing” maneuvers appear only in six cases (23 percent of exit accidents). In total, a potential benefit of bollard application could be relevant to 11 percent of the accidents. Field observations of driver behavior were conducted for two sites. The comparison proved a significant reduction in erratic maneuver rates after the treatment: up to 60 percent in daytime and up to 65 percent at nighttime. Finally, the bollard treatment was recommended for use at freeway exits.
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Lindly, Jay K. "Draft State Utility Pole Safety Program for Alabama." Transportation Research Record: Journal of the Transportation Research Board 1851, no. 1 (January 2003): 143–48. http://dx.doi.org/10.3141/1851-14.
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The Code of Federal Regulations [23 CFR 645.209(k)] requires highway agencies to work with utility companies to initiate corrective measures to utility facilities that are found to be likely to cause injury to motorists. The contribution that a reduction in utility pole–related crashes could make to the overall highway safety effort in Alabama was studied, and methods of accomplishing such reductions were examined. A review of the programs of nearby states with utility pole safety programs shows that they address utility pole safety principally during state department of transportation (DOT) construction projects. Crash data investigations showed that a specific utility pole safety program would have a small effect on overall roadway safety in Alabama. Additionally, there is strong competition for safety funds. After examination of the situation for Alabama DOT-controlled roads, the limitation of pole remediation projects to active construction projects or to any sites that can be positively identified through the normal cost–benefit studies used for safety projects was endorsed.
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Potekhina, R. M., Yu V. Larina, Z. Kh Sagdeeva, N. N. Mishina, V. Yu Titova, and A. R. Valiev. "BIODIVERSITY OF MOLD FUNGI IN THE AREAS OF THE CITY OF CHEBOKSARY." Scientific Notes Kazan Bauman State Academy of Veterinary Medicine 247, no. 3 (September 5, 2021): 218–22. http://dx.doi.org/10.31588/2413-4201-1883-247-3-218-222.
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A study of 12 soil samples in the summer period in the districts of the city of Cheboksary was conducted. The aim of the research was to conduct a mycological analysis of the soil and isolate particularly dangerous micromycetes in the urban environment. Soil samples were taken from the Moskovsky, Kalininsky, Leninsky districts of Cheboksary and Marposadsky highway. The pH of the soil environment of the city of Cheboksary was: Embankment of the Moskovsky district – 7.67, Kirovsky – 7.23; Leninsky – 7.28; Marposadskoe highway – 7.51. In mycological analysis of soil samples on agarized media of Chapek, the highest concentration of micromycetes was recorded in soil samples from the Moskovsky district on the Embankment, where the concentration of fungi of the genus Aspergillus fumigates was 27 %, fungi of the genus Fusarium sporotrichioides and Fusarium graminearum was 15 %. The soil of the Leninsky district was dominated by fungi of the genus Penicillium, their concentration was 23 %, Aspergillus flavus – 18 %. Isolates of fungi of the genus Penicillium spp. were isolated in the soil of the Kalininsky district, and their concentration was – 7 %, Aspergillus flavus – 21 %. The soil from the Marpasad highway was dominated by fungi of the genus Mucor sp. Testing on Paramecium caudatum infusoria showed that the field isolate of Aspergillus fumigates had toxic properties, the evaluation criterion for biotesting was 38 %. Aspergillus flavus showed a 78 % survival rate when tested on infusoria.
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Azura, Yahya, Heny Purwanti, and Wahyu Gendam Prakoso. "REVIEW OF ROAD DRAINAGE SYSTEM (CASE STUDY: JALAN CIGOMBONG KM 16 - KM 23)." Journal of Science Innovare 2, no. 2 (December 5, 2019): 40–43. http://dx.doi.org/10.33751/jsi.v2i2.1531.
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A good road drainage system is needed to ensure that road user activities are not disrupted due to rain puddles. The cause of inundation that occurs is land use change, there is no drainage channel, the channel is not well connected, the channel is closed due to widening of the road without considering drainage channels. Given this, research needs to be carried out on the condition of the existing drainage system as a material consideration for evaluating its feasibility and planning a drainage system that is able to overcome the inundation that occurs. Writing this final project refers to primary data and secondary data that already exist. The rainfall data came from the Climatology and Geophysics Meteorological Agency, Balai Besar Region II, Bogor Regency, which is the Darmaga huajn rainfall measurement station and the PUPR Binamarga Office of Bogor Regency. Meanwhile, to find out the dimensions of the existing drainage channels obtained by conducting surveys and direct observation to the field. Data analysis which was carried out was hydrological and hydraulics analysis. Hydrological analysis includes the analysis of rainfall frequency, determining the repeat period, calculating the concentration time, analyzing the rainfall intensity, and calculating the flow flow plan. Based on the results of hydrological analyzes, the hydraulics analysis is then performed, such as calculating the plan channel profile and calculating the height of the planned channel guard. From all of these analyzes, the results of the drainage study on the Cigombong KM 16 - KM 23 highway were carried out, that is, the entire capacity of the existing canals was not able to accommodate the planned flow discharge for a return period of 2 years 5 years 50 years. In addition, the results of the analyzes that have been carried out show that the rain that occurs during a certain period of time and a certain return period greatly affects the planned drainage channel profile and is due to the large amount of garbage in the channel which affects the reservoirs in the drainage that often occur frequently
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Ilha, Paulo, and Marianna Dixo. "Anurans and Lizards, Rio Preto da Eva, Amazonas, Brazil." Check List 6, no. 1 (February 1, 2010): 017. http://dx.doi.org/10.15560/6.1.017.
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This study presents a list of anurans and lizards of a Central Amazonian terra-firme rainforest site at Rio Preto da Eva, Amazonas, Brazil sampled for 38 days from December 2003 to February 2004. The study area is located close to highway AM-010 (Manaus-Itacoatiara), where deforestation represents the main threat to the local biota. Using two complementary sampling methods, active search and pitfall traps with drift fence, we recorded 23 anuran species in 12 genera and six families and 20 lizard species in 16 genera and seven families. Relative to other sites in Central Amazon, our study site presented a similar number of species of lizards but fewer amphibians.
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Grogg, Max, Kelly Smith, Chris Williges, and Scott Schram. "Incorporating Pavement Smoothness Benefits to Enhance the Iowa Department of Transportation’s Pavement Type Determination Process." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 5 (May 2020): 563–71. http://dx.doi.org/10.1177/0361198120917161.
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The Federal Highway Administration (FHWA)’s Pavement Policy as codified in 23 CFR 626 states, “Pavement shall be designed to accommodate current and predicted traffic needs in a safe, durable, and cost effective manner” to be eligible for federal highway funding. To meet this requirement, state highway agencies have developed pavement type determination (PTD) policies, also known as pavement type selection, and implemented pavement management. Iowa Department of Transportation (DOT)’s PTD has been in place for many years; but in 2018, Iowa DOT looked at enhancing their PTD process to address gaps between past practice and best practice. Among the enhancements, user benefit as defined by pavement smoothness was utilized when net present value (NPV) alone could not definitively distinguish a preferred alternative. The smoothness benefit would become the divisor in a cost–benefit (C/B) ratio that would be used to determine the preferred alternate for the PTD. The cost portion of the ratio would remain the NPV of agency costs for the construction and projected rehabilitations during the analysis period. After a literature review and interviews of comparable state DOTs, several modifications to Iowa DOT’s PTD and the C/B ratio were analyzed and adopted. The modifications range from accepted practice changes, such as the use of a longer analysis period (50 years), to unconventional techniques, such as the consideration of smoothness. Iowa DOT believes these changes provide a more robust PTD. They are also considering additional improvements based upon additional research and policy making.
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Rybakova, Natal'ya, and Yuriy Glazunov. "THE INFLUENCE OF MOTOR TRANSPORT POLLUTION ON THE GROWTH OF EUROPEAN LARCH." Forestry Engineering Journal 10, no. 2 (July 6, 2020): 70–80. http://dx.doi.org/10.34220/issn.2222-7962/2020.2/7.
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The results of an 18-year monitoring of the growth of European larch (Larixdecidua Mill.) in the zone of influence of the Moscow Ring Road (MKAD), one of the largest highways in the European part of Russia with a load of about 9 thousand cars per hour, are presented. The studies have been carried out on three trial plots located at 15, 35 and 100 m (control) from the highway. The morphometric parameters of European larch were determined 4, 8 and 18 years after planting four-year-old seedlings. Significant inhibition of European larch growth near the MKAD was revealed by height, trunk diameter, and crown parameters. The largest negative impact of the MKAD on its growth was manifested in the first 4 years after the creation of forest crops. The area of influence of the motorway on larch stands is about 40 m. Dendrochronological analysis of larch wood has showed that the total annual growth in the control section is significantly higher than in the area near the highway. Moreover, the growth of early wood in the area near the Moscow Ring Road is on average 23% higher than in the control one, the growth of late wood in the control area exceeds the growth in the area near the Moscow Ring Road by 34%. An analysis of the radial increment of European larch wood has showed that the growth of early wood is most closely related to the total amount of rainfall in May, June and July (correlation coefficient r = 0.33), of late wood to the amount of heat in August and September (r = - 0.44)
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Wu, Luolin, Ming Chang, Xuemei Wang, Jian Hang, Jinpu Zhang, Liqing Wu, and Min Shao. "Development of the Real-time On-road Emission (ROE v1.0) model for street-scale air quality modeling based on dynamic traffic big data." Geoscientific Model Development 13, no. 1 (January 3, 2020): 23–40. http://dx.doi.org/10.5194/gmd-13-23-2020.
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Abstract. Rapid urbanization in China has led to heavy traffic flows in street networks within cities, especially in eastern China, the economically developed region. This has increased the risk of exposure to vehicle-related pollutants. To evaluate the impact of vehicle emissions and provide an on-road emission inventory with higher spatiotemporal resolution for street-network air quality models, in this study, we developed the Real-time On-road Emission (ROE v1.0) model to calculate street-scale on-road hot emissions by using real-time big data for traffic provided by the Gaode Map navigation application. This Python-based model obtains street-scale traffic data from the map application programming interface (API), which are open-access and updated every minute for each road segment. The results of application of the model to Guangzhou, one of the three major cities in China, showed on-road vehicle emissions of carbon monoxide (CO), nitrogen oxide (NOx), hydrocarbons (HCs), PM2.5, and PM10 to be 35.22×104, 12.05×104, 4.10×104, 0.49×104, and 0.55×104 Mg yr−1, respectively. The spatial distribution reveals that the emission hotspots are located in some highway-intensive areas and suburban town centers. Emission contribution shows that the dominant contributors are light-duty vehicles (LDVs) and heavy-duty vehicles (HDVs) in urban areas and LDVs and heavy-duty trucks (HDTs) in suburban areas, indicating that the traffic control policies regarding trucks in urban areas are effective. In this study, the Model of Urban Network of Intersecting Canyons and Highways (MUNICH) was applied to investigate the impact of traffic volume change on street-scale photochemistry in the urban areas by using the on-road emission results from the ROE model. The modeling results indicate that the daytime NOx concentrations on national holidays are 26.5 % and 9.1 % lower than those on normal weekdays and normal weekends, respectively. Conversely, the national holiday O3 concentrations exceed normal weekday and normal weekend amounts by 13.9 % and 10.6 %, respectively, owing to changes in the ratio of emission of volatile organic compounds (VOCs) and NOx. Thus, not only the on-road emissions but also other emissions should be controlled in order to improve the air quality in Guangzhou. More significantly, the newly developed ROE model may provide promising and effective methodologies for analyzing real-time street-level traffic emissions and high-resolution air quality assessment for more typical cities or urban districts.
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Le, Phuong Dong, Michael Leonard, and Seth Westra. "Spatially dependent flood probabilities to support the design of civil infrastructure systems." Hydrology and Earth System Sciences 23, no. 11 (November 27, 2019): 4851–67. http://dx.doi.org/10.5194/hess-23-4851-2019.
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Abstract. Conventional flood risk methods typically focus on estimation at a single location, which can be inadequate for civil infrastructure systems such as road or railway infrastructure. This is because rainfall extremes are spatially dependent; to understand overall system risk, it is necessary to assess the interconnected elements of the system jointly. For example, when designing evacuation routes it is necessary to understand the risk of one part of the system failing given that another region is flooded or exceeds the level at which evacuation becomes necessary. Similarly, failure of any single part of a road section (e.g., a flooded river crossing) may lead to the wider system's failure (i.e., the entire road becomes inoperable). This study demonstrates a spatially dependent intensity–duration–frequency (IDF) framework that can be used to estimate flood risk across multiple catchments, accounting for dependence both in space and across different critical storm durations. The framework is demonstrated via a case study of a highway upgrade comprising five river crossings. The results show substantial differences in conditional and unconditional design flow estimates, highlighting the importance of taking an integrated approach. There is also a reduction in the estimated failure probability of the overall system compared with the case where each river crossing is treated independently. The results demonstrate the potential uses of spatially dependent intensity–duration–frequency methods and suggest the need for more conservative design estimates to take into account conditional risks.
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NAKAO, Yoshihiro, and Shojiro KATAOKA. "STATISTICAL STUDY ON DAMAGE TO HIGHWAY BRIDGES DUE TO THE 2011 OFF THE PACIFIC COAST OF TOHOKU EARTHQUAKE." Journal of Japan Society of Civil Engineers, Ser. A1 (Structural Engineering & Earthquake Engineering (SE/EE)) 73, no. 4 (2017): I_628—I_633. http://dx.doi.org/10.2208/jscejseee.73.i_628.
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Saidkulova, Feruza Farmonovna, and Mokhichekhra Abdukholikovna Rajabova Mokhichekhra Abdukholikovna Rajabova. "PROSPEC PROSPECTIVE DEVEL TIVE DEVELOPMENT OF WOMEN'S PIL T OF WOMEN'S PILAGNIC TOURISM IN UZBEKISTAN." Scientific Reports of Bukhara State University 5, no. 2 (May 24, 2021): 265–76. http://dx.doi.org/10.52297/2181-1466/2021/5/2/23.
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Introduction. Diversification of tourism products and services aimed at various segments of the country's tourism market, further increasing their competitiveness, creating a favorable and convenient domestic and international tourism environment, expanding transport routes, improving the quality of transport services, promoting tourism products, as well as a number of decisions were made aimed at strengthening its image as a safe place to receive. A list of countries has been compiled that from January 1, 2020, will introduce a 30-day visa-free regime for their citizens. A working group has been created to study the state of roads and roadside infrastructure along the Tourist Highway of Uzbekistan. Decree of the President of the Republic of Uzbekistan on measures to further develop the tourism industry in the Republic of Uzbekistan in order to dramatically increase the number of foreign citizens entering the country, as well as in accordance with the main directions of the tourism concept. Development in the Republic of Uzbekistan in 2019-2025:
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Kermanshachi, Sharareh, Stuart D. Anderson, Paul Goodrum, and Timothy R. B. Taylor. "Project Scoping Process Model Development to Achieve On-Time and On-Budget Delivery of Highway Projects." Transportation Research Record: Journal of the Transportation Research Board 2630, no. 1 (January 2017): 147–55. http://dx.doi.org/10.3141/2630-18.
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Transportation agencies have significantly improved many aspects of project delivery, yet they continue to be challenged by cost increases and time delays that occur after a project is programmed and funded. An increase or a change in the scope of a project to improve facility performance is a common source of such cost increases and schedule delays. Therefore, this study focused on improvement in the project scoping process (PSP) to achieve on-time and on-budget delivery of highway projects. The thrust of this research was to develop a framework that could help transportation agencies improve their scope development processes and practices. A key effort in this study was to assess current project scoping practices. After a literature review, the research team developed a survey protocol, distributed questionnaires, collected survey data, and performed data analysis. Forty responses were received that represented 23 state transportation agencies (STAs). On the basis of the survey responses, six STAs were selected for face-to-face interviews. The intent of the interviews was to confirm survey results and delve into topics not covered in the survey. As a result of these tasks, the research team identified considerable variation in scope development processes across the agencies with respect to the definition of a PSP, formality of the process, timing of the PSP, and project maturity when a project is programmed. On the basis of what was learned from the literature review, surveys, and follow-up interviews, the research team developed a PSP definition and framework. This PSP framework contains three major actions, namely, to select the project, to analyze the project, and to advance the preferred alternative.
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Honggang, Xu, Ali N. Mashayekhi, and Khalid Saeed. "Effectiveness of infrastructure service delivery through earmarking: the case of highway construction in China." System Dynamics Review 14, no. 2-3 (1998): 221–55. http://dx.doi.org/10.1002/(sici)1099-1727(199822/23)14:2/3<221::aid-sdr149>3.0.co;2-i.
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Singh, A. K., M. F. Gin, F. Ni, and E. R. Christensen. "A Source-Receptor Method for Determining Non-Point Sources of PAHs to the Milwaukee Harbor Estuary." Water Science and Technology 28, no. 8-9 (October 1, 1993): 91–102. http://dx.doi.org/10.2166/wst.1993.0607.
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The purpose of this work is to determine non-point sources of PAHs to the Milwaukee Harbor Estuary. Sediment samples were collected from the Milwaukee River, the Menomonee River, the Kinnickinnic River, and the Inner and Outer Harbor of the Milwaukee Harbor Estuary. Source samples were collected from a major highway, a leaking underground storage tank, and two river banks. All samples were analyzed for sixteen PAHs, which are identified as priority pollutants by the U.S. EPA. In addition to this, literature values of concentrations of PAHs in known non-point sources viz. coal tar, coal tar air emissions, No. 2 fuel oil, and gasoline engine exhaust tar were considered. A computer program, using the mathematics of least-squares, was adopted to determine the best combination of sources to the mixed PAH signature of the sediment, and to calculate the contribution of each source to the concentration of total PAHs. Chi square and the multiple correlation coefficient were used to evaluate the fits. For apportionment of sediment PAHs into sources, only those PAHs are considered whose concentrations are above the instrument's (GC-MS) detection limit. Of the 211 regressions considered, about half present good fits to the proposed sources. Highway dust is found to be a significant source in 88%, gasoline engine exhaust tar in 33%, coal tar air emissions in 23%, and coal tar in 17% of the successful regressions.
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Dong, Yaping, Jinliang Xu, Menghui Li, Xingli Jia, and Chao Sun. "Association of Carbon Emissions and Circular Curve in Northwestern China." Sustainability 11, no. 4 (February 22, 2019): 1156. http://dx.doi.org/10.3390/su11041156.
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Carbon emissions, produced by automobile fuel consumption, are termed as the key reason leading to global warming. The highway circular curve constitutes a major factor impacting vehicle carbon emissions. It is deemed quite essential to investigate the association existing between circular curve and carbon emissions. On the basis of the IPCC carbon emission conversion methodology, the current research work put forward a carbon emission conversion methodology suitable for China’s diesel status. There are 99 groups’ test data of diesel trucks during the trip, which were attained on 23 circular curves in northwestern China. The test road type was key arterial roads having a design speed greater than or equal to 60 km/h, besides having no roundabouts and crossings. Carbon emission data were generated with the use of carbon emission conversion methodologies and fuel consumption data from field tests. As the results suggested, carbon emissions decline with the increase in the radius of circular curve. A carbon emission quantitative model was established with the radius and length of circular curve, coupled with the initial velocity as the key impacting factors. In comparison with carbon emissions under circular curve section and flat section scenarios, the minimum curve radius impacting carbon emissions is 500 m. This research work provided herein a tool for the quantification of carbon emissions and a reference for a low-carbon highway design.
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Davies, Alistair J., Vinod Sadashiva, Mohammad Aghababaei, Danielle Barnhill, Seosamh B. Costello, Briony Fanslow, Daniel Headifen, et al. "Transport infrastructure performance and management in the South Island of New Zealand, during the first 100 days following the 2016 Mw 7.8 “Kaikōura” earthquake." Bulletin of the New Zealand Society for Earthquake Engineering 50, no. 2 (June 30, 2017): 271–99. http://dx.doi.org/10.5459/bnzsee.50.2.271-299.
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At 00:02 on 14th November 2016, a Mw 7.8 earthquake occurred in and offshore of the northeast of the South Island of New Zealand. Fault rupture, ground shaking, liquefaction, and co-seismic landslides caused severe damage to distributed infrastructure, and particularly transportation networks; large segments of the country’s main highway, State Highway 1 (SH1), and the Main North Line (MNL) railway line, were damaged between Picton and Christchurch. The damage caused direct local impacts, including isolation of communities, and wider regional impacts, including disruption of supply chains. Adaptive measures have ensured immediate continued regional transport of goods and people. Air and sea transport increased quickly, both for emergency response and to ensure routine transport of goods. Road diversions have also allowed critical connections to remain operable. This effective response to regional transport challenges allowed Civil Defence Emergency Management to quickly prioritise access to isolated settlements, all of which had road access 23 days after the earthquake. However, 100 days after the earthquake, critical segments of SH1 and the MNL remain closed and their ongoing repairs are a serious national strategic, as well as local, concern.
This paper presents the impacts on South Island transport infrastructure, and subsequent management through the emergency response and early recovery phases, during the first 100 days following the initial earthquake, and highlights lessons for transportation system resilience.
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Proudfoot, Steven L., and Edward Lee Husting, PhD, MPH. "Fire truck crashes with apparatus driver fatalities: Fatality Analysis Report System (FARS): 1991-2000." Journal of Emergency Management 2, no. 2 (April 1, 2004): 52. http://dx.doi.org/10.5055/jem.2004.0024.
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This analysis reports crashes in which firefighters were killed on fire apparatus. The National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) from 1991 through 2000 included 33 incidents with 38 firefighter fatalities, including 23 apparatus drivers. Crashes increased steadily from two in 1991 to six in 2000. The average age of the victims was 37.7 years and the average of the drivers was 38.3. Alcohol was a possible factor in two incidents. The most commonly cited driver-related factors are “failure to keep in proper lane or running off road” and “driving too fast for conditions or in excess of posted speed limit.” Of 33 total incidents, 25 involved rollover. In 19 crashes involving rollover in which the apparatus drivers were killed, 12 drivers were either totally or partially ejected from the vehicle. Eleven were not wearing restraints. Twelve of the drivers were killed while using lights and sirens. Most fatalities took place on dry roads, in fair weather, during daylight hours. Twenty-one of 23 incidents occurred on rural roads. In 11 of the incidents, the driver was the sole vehicle occupant. Drivers should wear seat belts and adjust for vehicle limitations and hazardous conditions. Semiannual refresher driver training is recommended.
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Turnbull, Katherine F., Jon Obenberger, Antonette Clark, and Dawn Helou. "Effects of Changing Occupancy Requirements for High-Occupancy Vehicle Lane: El Monte Busway Case Study, July 23, 2002." Transportation Research Record: Journal of the Transportation Research Board 1856, no. 1 (January 2003): 143–51. http://dx.doi.org/10.3141/1856-15.
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In 1999, the California Legislature passed Senate Bill 63, lowering the vehicle-occupancy requirement on the El Monte Busway on the San Bernardino Interstate 10 Freeway from three persons per vehicle (3+) to two persons per vehicle (2+). The California Department of Transportation (Caltrans) was directed to implement this change on January 1, 2000, and to monitor and evaluate the effects of the 2+ requirement on the operation of the busway and the freeway. Based on the operational effects of the change, new legislation was approved increasing the vehicle-occupancy requirement back to 3+ during the morning and afternoon peak periods effective July 24, 2000, with a 2+ requirement at other times. Information is presented on the effect of the change in the vehicle-occupancy requirement on operation of the busway and freeway, public transit services, violation rates, accidents, and public response. The assessment is based on information from Caltrans, Foothill Transit, the Los Angeles County Metropolitan Transportation Authority, and the California Highway Patrol. Lowering the vehicle-occupancy requirement had a detrimental effect on the busway. At the same time, significant improvements were not realized in the general-purpose freeway lanes. Morning peak-period average travel speeds on the busway were reduced from 65 to 20 mph, while travel speeds in the general-purpose lanes decreased from 25 to 23 mph. Morning peak-period busway vehicle volumes increased from 1,100 to 1,600 with the 2+ designation, but the number of persons carried declined from 5,900 to 5,200. The freeway lane vehicle volumes and passengers per lane per hour remained relatively similar. Peak-period travel times on the busway increased from 20 to 30 minutes. Bus schedule adherence and on-time performance declined significantly and passengers reported delays.
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Heydinger, Andrew G. "Evaluation of Seasonal Effects on Subgrade Soils." Transportation Research Record: Journal of the Transportation Research Board 1821, no. 1 (January 2003): 47–55. http://dx.doi.org/10.3141/1821-06.
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One objective of the FHWA’s Long-Term Pavement Performance (LTPP) program is to determine climatic effects on pavement performance. The LTPP instrumentation program includes seasonal monitoring program (SMP) instrumentation to monitor the seasonal variations of moisture, temperature, and frost penetration. Findings from the SMP instrumentation are to be incorporated into future pavement design procedures. Data from SMP instrumentation at the Ohio Strategic Highway Research Program Test Road (US-23, Delaware County, Ohio) and other reported results were analyzed to develop empirical equations. General expressions for the seasonal variations of average daily air temperature and variations of temperature and moisture in the fine-grained subgrade soil at the test site are presented. An expression for the seasonal variation of resilient modulus was derived. Average monthly weighting factors that can be used for pavement design were computed. Other factors such as frost penetration, depth of water table, and drainage conditions are discussed.
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Liu, Huifen, Liansheng Tang, Peiyuan Lin, and Guoxiong Mei. "Accuracy assessment of default and modified Federal Highway Administration (FHWA) simplified models for estimation of facing tensile forces of soil nail walls." Canadian Geotechnical Journal 55, no. 8 (August 2018): 1104–15. http://dx.doi.org/10.1139/cgj-2017-0237.
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The accuracy of the default Federal Highway Administration (FHWA) simplified model for estimation of facing tensile forces for soil nail walls under in-service conditions was evaluated using a large quantity of measured long-term and short-term facing tensile force data collected from the literature. The estimation accuracy was quantified by the mean and coefficient of variation (COV) of the bias where bias is defined as the ratio of measured to calculated facing tensile force. Based on the available data, the default FHWA simplified model equation was found to overestimate long- and short-term facing tensile forces by about 15% and 23% on average, respectively. The corresponding spreads in estimation accuracy expressed as the bias COV were about 43% and 67%. Undesirable correlations between bias values and calculated facing tensile forces using the default FHWA simplified model equation were detected. A modified FHWA simplified model was proposed to improve the on average accuracy, reduce the spread in estimation accuracy, and remove the hidden correlations noted above. In addition, the modified equation has fewer empirical coefficients than the current formulation (i.e., four versus five). The facing tensile force equations developed in this study are a contribution to the design of facing of soil nail walls within the current FHWA soil nail wall design framework.
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Guerrette, Jonathan J., and Daven K. Henze. "Four-dimensional variational inversion of black carbon emissions during ARCTAS-CARB with WRFDA-Chem." Atmospheric Chemistry and Physics 17, no. 12 (June 22, 2017): 7605–33. http://dx.doi.org/10.5194/acp-17-7605-2017.
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Abstract. Biomass burning emissions of atmospheric aerosols, including black carbon, are growing due to increased global drought, and comprise a large source of uncertainty in regional climate and air quality studies. We develop and apply new incremental four-dimensional variational (4D-Var) capabilities in WRFDA-Chem to find optimal spatially and temporally distributed biomass burning (BB) and anthropogenic black carbon (BC) aerosol emissions. The constraints are provided by aircraft BC concentrations from the Arctic Research of the Composition of the Troposphere from Aircraft and Satellites in collaboration with the California Air Resources Board (ARCTAS-CARB) field campaign and surface BC concentrations from the Interagency Monitoring of PROtected Visual Environment (IMPROVE) network on 22, 23, and 24 June 2008. We consider three BB inventories, including Fire INventory from NCAR (FINN) v1.0 and v1.5 and Quick Fire Emissions Database (QFED) v2.4r8. On 22 June, aircraft observations are able to reduce the spread between a customized QFED inventory and FINNv1.0 from a factor of 3. 5 ( × 3. 5) to only × 2. 1. On 23 and 24 June, the spread is reduced from × 3. 4 to × 1. 4. The posterior corrections to emissions are heterogeneous in time and space, and exhibit similar spatial patterns of sign for both inventories. The posterior diurnal BB patterns indicate that multiple daily emission peaks might be warranted in specific regions of California. The US EPA's 2005 National Emissions Inventory (NEI05) is used as the anthropogenic prior. On 23 and 24 June, the coastal California posterior is reduced by × 2, where highway sources dominate, while inland sources are increased near Barstow by × 5. Relative BB emission variances are reduced from the prior by up to 35 % in grid cells close to aircraft flight paths and by up to 60 % for fires near surface measurements. Anthropogenic variance reduction is as high as 40 % and is similarly limited to sources close to observations. We find that the 22 June aircraft observations are able to constrain approximately 14 degrees of freedom of signal (DOF), while surface and aircraft observations together on 23/24 June constrain 23 DOF. Improving hourly- to daily-scale concentration predictions of BC and other aerosols during BB events will require more comprehensive and/or targeted measurements and a more complete accounting of sources of error besides the emissions.
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Shaburov, Sergei S., and An Cong Pham. "FORECASTING ROAD CARRYING TRAFFIC FOR THE CASE OF THE FEDERAL HIGHWAY «P-255 «SIBERIA» NOVOSIBIRSK – KEMEROVO – KRASNOYARSK – IRKUTSK ON THE SECTION KM 0+00 – KM 23+940 IRKUTSK BYPASS ROAD»." Proceedings of Irkutsk State Technical University 21, no. 5 (May 2017): 179–90. http://dx.doi.org/10.21285/1814-3520-2017-5-179-190.
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Gaither, Thomas W., Thomas A. Sanford, Mohannad A. Awad, E. Charles Osterberg, Gregory P. Murphy, Bruce A. Lawrence, Ted R. Miller, and Benjamin N. Breyer. "Estimated total costs from non-fatal and fatal bicycle crashes in the USA: 1997–2013." Injury Prevention 24, no. 2 (June 1, 2017): 135–41. http://dx.doi.org/10.1136/injuryprev-2016-042281.
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IntroductionEmergency department visits and hospital admissions resulting from adult bicycle trauma have increased dramatically. Annual medical costs and work losses of these incidents last were estimated for 2005 and quality-of-life losses for 2000.MethodsWe estimated costs associated with adult bicycle injuries in the USA using 1997–2013 non-fatal incidence data from the National Electronic Injury Surveillance System with cost estimates from the Consumer Product Safety Commission's Injury Cost Model, and 1999–2013 fatal incidence data from the National Vital Statistics System costed by similar methods.ResultsApproximately 3.8 million non-fatal adult bicycle injuries were reported during the study period and 9839 deaths. In 2010 dollars, estimated adult bicycle injury costs totalled $24.4 billion in 2013. Estimated injury costs per mile bicycled fell from $2.85 in 2001 to $2.35 in 2009. From 1999 to 2013, total estimated costs were $209 billion due to non-fatal bicycle injuries and $28 billion due to fatal injuries. Inflation-free annual costs in the study period increased by 137% for non-fatal injuries and 23% for fatal injuries. The share of non-fatal costs associated with injuries to riders age 45 and older increased by 1.6% (95% CI 1.4% to 1.9%) annually. The proportion of costs due to incidents that occurred on a street or highway steadily increased by 0.8% (95% CI 0.4% to 1.3%) annually.ConclusionsInflation-free costs per case associated with non-fatal bicycle injuries are increasing. The growth in costs is especially associated with rising ridership, riders 45 and older, and street/highway crashes.
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Raghavendra, Suresh, Claudia E. Zapata, M. Waseem Mirza, William N. Houston, and Matthew W. Witczak. "Verification and Improvement of the Rate of Asphalt Aging Simulated by AASHTO PP1–98 Protocol." Transportation Research Record: Journal of the Transportation Research Board 1901, no. 1 (January 2005): 24–32. http://dx.doi.org/10.1177/0361198105190100104.
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It is well documented that environmental effects play a significant role in characterizing material properties, which in turn affect pavement performance. Studies under the Strategic Highway Research Program (SHRP) were carried out on the age-hardening characteristics of asphalt binders and mixes. As a result, laboratory procedures to simulate the field hardening of asphalt binders and mixes, AASHTO Provisional Protocols PP1–98 and PP2–99, were developed. The approaches followed in these procedures are of great value for the ongoing research on pavement aging; however, due to limited resources and time constraints under the SHRP program, these provisional procedures have certain limitations. A research study, NCHRP Project 9–23, was initiated to overcome these limitations and enhance the predictive capabilities of these protocols. The current research paper is a part of NCHRP 9–23, which deals with the PP1–98 protocol. Binders and field cores were obtained from long-term pavement performance and other sites across the United States. Original, laboratory-aged, and field-aged binders were characterized through dynamic shear rheometer testing. The existing protocol was verified; on the basis of the findings, the protocol was improved to include the effect of field aging conditions and mix properties. The developed model was calibrated and validated with field data. Parametric analysis was performed on the final model to ascertain the practicality of the output. On the basis of those findings, a recommended provisional protocol was developed. The recommendations apply only for conventional, nonmodified binders.