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1
Sui, Haigang, Ning Zhou, Mingting Zhou, and Liang Ge. "Vector Road Map Updating from High-Resolution Remote-Sensing Images with the Guidance of Road Intersection Change Detection and Directed Road Tracing." Remote Sensing 15, no. 7 (March 30, 2023): 1840. http://dx.doi.org/10.3390/rs15071840.
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Updating vector road maps from current remote-sensing images provides fundamental data for applications, such as smart transportation and autonomous driving. Updating historical road vector maps involves verifying unchanged roads, extracting newly built roads, and removing disappeared roads. Prior work extracted roads from a current remote-sensing image to build a new road vector map, yielding inaccurate results and redundant processing procedures. In this paper, we argue that changes in roads are closely related to changes in road intersections. Hence, a novel changed road-intersection-guided vector road map updating framework (VecRoadUpd) is proposed to update road vector maps with high efficiency and accuracy. Road-intersection changes include the detection of newly built or disappeared road junctions and the discovery of road branch changes at each road junction. A CNN-based intersection-detection network (CINet) is adopted to extract road intersections from a current image and an old road vector map to discover newly built or disappeared road junctions. A road branch detection network (RoadBranchNet) is used to detect the direction of road branches for each road junction to find road branch changes. Based on the discovery of direction-changed road branches, the VecRoadUpd framework extracts newly built roads and removes disappeared roads through directed road tracing, thus, updating the whole road vector map. Extensive experiments conducted on the public MUNO21 dataset demonstrate that the proposed VecRoadUpd framework exceeds the comparative methods by 11.01% in pixel-level Qual-improvement and 13.85% in graph-level F1-score.
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Nurmala, Corry, Baba Barus, and Umar Mansyur. "Kajian Daya Dukung Jalan dan Prioritas Penanganannya di Perbatasan Kota Depok dengan Kota Administrasi Jakarta Selatan." TATALOKA 22, no. 1 (February 28, 2020): 15–26. http://dx.doi.org/10.14710/tataloka.22.1.15-26.
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Roads carrying capacity can be interpreted as a road capacity to support passing vehicles. This study was aimed to determine the priority of road handling at border of Depok City with South Jakarta by looking at the physical condition, road equipment and supporting facilities, costumer satisfaction and roads carrying capacity. Using descriptive analysis method for the physical conditions of roads and road equipment, CSI methods for the results of questionnaires and LoS for roads carrying capacity. The results showed that the road conditions in the category of moderate and lightly damaged conditions, conditions of road equipment and supporting facilities in South Jakarta were better than those on roads in Depok City and roads costumer satisfaction index in the category was less satisfied and quite satisfied. Roads carrying capacity at the border is in the fairly good to very bad category. The priority of road handling is determined, for roads at Depok City are first priority for Margonda Road, second priority for Kukusan Raya Road and Tanah Baru Road and for roads at South Jakarta are first priority for Lenteng Agung Raya Road, second priority for Srengseng Sawah Road, third priority for Moh. Kahfi 1 Road and Moh. Kahfi 2 Road.Keywords: Carrying Capacity, Handling Priority, Road
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Zhou, Cheng, Wenjing Li, and Hongguo Jia. "ROAD NETWORK GENERALIZATION BASED ON FLOAT CAR TRACKING." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLI-B4 (June 10, 2016): 71–77. http://dx.doi.org/10.5194/isprs-archives-xli-b4-71-2016.
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Road generalization is not only helpful to simplify complicated road networks but can also satisfy the needs of reasonable display of roads under varying scales, thus offering basis for updating and grading urban roads. This paper proposes a selection method for road network generalization by integrating road-associated vehicle trajectory dynamic properties and road features and calculating the importance of urban roads. First of all, the location and motion information of floating vehicles are associated to relevant roads to generate the dynamic properties of roads. Then, the dynamic and static properties of roads are analyzed, and the cluster analysis is conducted to the trajectory points at road intersections to obtain the importance of some road intersections there are vehicles passing by. Afterwards, the weights of roads are calculated using the dominance rough set, the roads are ranked by weight and the practical significance of ranking results is analyzed. Finally, the selection rules for the basic framework of road network are determined to meet with different requirements and guarantee both connectivity and completeness of road networks. The results show that the relative importance of roads is made clear by taking advantage of the rough set and the generalized road network highlights the distribution and connection of urban main roads.
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Zhou, Cheng, Wenjing Li, and Hongguo Jia. "ROAD NETWORK GENERALIZATION BASED ON FLOAT CAR TRACKING." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLI-B4 (June 10, 2016): 71–77. http://dx.doi.org/10.5194/isprsarchives-xli-b4-71-2016.
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Road generalization is not only helpful to simplify complicated road networks but can also satisfy the needs of reasonable display of roads under varying scales, thus offering basis for updating and grading urban roads. This paper proposes a selection method for road network generalization by integrating road-associated vehicle trajectory dynamic properties and road features and calculating the importance of urban roads. First of all, the location and motion information of floating vehicles are associated to relevant roads to generate the dynamic properties of roads. Then, the dynamic and static properties of roads are analyzed, and the cluster analysis is conducted to the trajectory points at road intersections to obtain the importance of some road intersections there are vehicles passing by. Afterwards, the weights of roads are calculated using the dominance rough set, the roads are ranked by weight and the practical significance of ranking results is analyzed. Finally, the selection rules for the basic framework of road network are determined to meet with different requirements and guarantee both connectivity and completeness of road networks. The results show that the relative importance of roads is made clear by taking advantage of the rough set and the generalized road network highlights the distribution and connection of urban main roads.
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Steinbergs, Raitis, and Maris Kligis. "Improving Traffic Safety By Using Waze User Reports." IOP Conference Series: Materials Science and Engineering 1202, no. 1 (November 1, 2021): 012031. http://dx.doi.org/10.1088/1757-899x/1202/1/012031.
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Abstract Road inspection regularity and existing types made by road maintenance crew have not been good enough to be aware what is really happening on the roads. Road users' contribution in road traffic safety is very important to ensure fast reaction on different road hazards. It is important to ensure not only the most common ways to report road hazards on state roads by phone, by email and on social media, but also expand data sources options in modern and user-friendly way. Waze navigation application already had functionality to report road hazards – to warn other application users, but no one acted to solve these road hazards until someone reported them through existing communication channels supported by Latvian State roads or Latvian road maintainer. To ensure better road traffic safety and faster reaction time on road hazards solving, Latvian road maintainer gained access to Waze report feed, and, in corporation with Riga Technical university, made a system for analysing and processing Waze data. As the result - Latvian roads maintainer can improve road safety by faster reaction to road hazards reported by Waze users. Today, up to 70 % from total reports processed by Latvian road maintainer are generated by Waze.
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Susankar, Chandra Acharjee. "Effects of Rural Roads for Improving Road Traffic Safety in Bangladesh." Indian Journal of Transport Engineering (IJTE) 4, no. 1 (June 30, 2024): 6–17. https://doi.org/10.54105/ijte.B1908.04010524.
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<strong>Abstract:</strong> Road Traffic crashes not only claim active lives and inflict injuries but also create an economic burden on society through the loss of productivity of the killed or injured persons. The problem of deaths and injuries as a result of road traffic crashes is now acknowledged to be a global public health problem all over the world, especially in low-and middle-income countries like Bangladesh. However, the state of road traffic crashes in a developing country is much worse compared with that of developed countries. For better planning, improvement, maintenance and operations, the total road systems in Bangladesh are assigned primarily to the Roads and Highways Department (RHD) and the Local Government Engineering Department (LGED) which are called rural roads. However, road traffic safety depends on the reduction of road traffic crashes on RHD road networks and simultaneously LGED road networks. However, the key activities taken by the Government for improving road traffic crashes mainly for the road networks belonging to the RHD leaving a huge volume of rural roads. Moreover, the present recording and reporting systems of road traffic crashes are based on the RHD networks leaving the rural roads. Therefore, the actual state of road traffic safety on rural roads is unknown and the present state of road traffic safety in this country is underreporting. So, it is necessary to identify the effects of rural roads for improving the total traffic safety of the country. Since rural roads have no specific traffic crash data and the volume of rural roads is significantly high, it is impossible to consider all the rural roads to evaluate the state of traffic safety. The research was performed by assessing the traffic safety of randomly selected 8 rural roads from each of the country's divisions representing the country's demographic and topographic characteristics through Road Safety Inspection (RSI). The primary and secondary data for this research were collected by road inspections and from the Accident Research Institute (ARI) of Bangladesh University of Engineering and Technology (BUET), RHD, LGED and different publications.
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Ajitoni, Johnson Adebayo, Adebayo Oluwasegun Adewole, and Oluwasanmi Adewole. "Perception of Farmers towards Government Policy on Rural Transportation." Journal of Sustainable Construction and Project Management 3, no. 2 (August 4, 2020): 1–11. https://doi.org/10.5281/zenodo.3971849.
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This work investigated the perception of farmers towards government policy on rural road transportation, noting that government at all level design developmental agenda to enhance it farming sector, however, road as a special tool for social well-being and for movement of agricultural produce cannot be overemphasized. Major objectives were to this examine the relationship between source of financing rural roads and rural road infrastructural development and elucidate the rate of rural roads maintenance. The research findings revealed that source of financing rural road has impact on rural road infrastructure development in Nigeria. Rural road infrastructural developmental condition depicted the ownership structure, Funder of the rural roads, constructor and maintainer of the rural roads. The findings also uncovered that rural road transportation infrastructure in Nigeria is poorly funded and managed. Rural roads are not ply-able all-year round, and it is noted that government had no clear policies on rural roads, attention to rural road maintenance is poor and most roads were not regularly maintained. For the rural road transport infrastructure to be invigorated, government should design sound clear policies on the rural roads.
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Lenahatu, Jermias Ravi, and Ida Ayu Ari Anggreni. "ANALISIS NILAI KERUSAKAN DAN PRIORITAS PERBAIKAN JALAN PADA LAPISAN PERMUKAAN KAKU MENGGUNAKAN METODE PCI." Jurnal Proyek Teknik Sipil 1, no. 1 (November 2, 2018): 1–7. http://dx.doi.org/10.14710/potensi.2018.3076.
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Road is an infrastructure in support of the economic rate and play a very big role in the progress and development of a region. With the increasing age of roads and roads continuously experiencing the stresses due to traffic loads borne from the initial conditions of the pavement design, the ability of road services will decrease further. Therefore, research is needed to identify road damage in 5 secondary arterial roads of Depok City, West Java. This study aims to determine the condition of roads and the determination of road maintenance priority in 5 secondary arterial roads Depok City. This research uses Pavement Condition Index method (PCI) which is used to know the condition of road and Analytical Hierarchy Process (AHP) method to determine the order of prirotas of road maintenance. The criteria used for decision making are budget, road condition, LHR, regional development and economy. Result of research by PCI method, from 5 road segment, it is found that the most damaged road is Jalan Merawan with PCI value is 23 (Serious). For the determination of road maintenance criteria by AHP method resulted in the criterion of road condition as the highest criterion with a weight of 0,505. From the assessment of each criteria on the 5 road segments found that Access UI access road becomes the first priority with the weight of 0.242.Keywords: AHP, Road Condition, PCI, Priority setting.
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Kumar, Akash. "Comparison Between Bitumen Road and Concrete Paver Block Road." International Journal for Research in Applied Science and Engineering Technology 13, no. 5 (May 31, 2025): 7067–71. https://doi.org/10.22214/ijraset.2025.71866.
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Abstract: In this paper, the comparative study between bituminous roads (asphalt roads) and concrete paver block roads is presented here with the material composition, durability, cost, maintenance, environment and comfort as the main considerations. Bituminous roads consist of bitumen, sand, and aggregates. They are usually faster and less expensive to build and involve a clean surface to walk or drive on. However, such signs have higher maintenance needs (they tend to have shorter lives, particularly in areas with heavy traffic or extreme weather) and are usually more expensive. Interlocking concrete paver block roads have a high initial construction cost and installation time for this type of road are greater. Another, they last longer meaning less maintenance, they are more cost effective long term. Ecological is that, bituminous road construction emits less carbon than cement road construction, which creates a rise in temperature on the surface of the road which is often referred to as the heat island effect for animals, humans in the urban area. In comparison, concrete paver block roads, while having a carbon footprint that is more than double that of tar in production, reflects more sunlight and are cooler at all times. Choice between bituminous paver block road and concrete paver block road we make taking into consideration many a specific factors like budget, climatic conditions, traffic conditions, level of flexibility desired, and lifespan of road that we want to achieve. An objective comparison of these aspects facilitates the selection of the appropriate road type for sustainable infrastructure planning.
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Choudhary, Pratibha, and Prerana Arora. "Forgiving Roads Design – Way to achieve SDG 3.6." Ecology, Environment and Conservation 28 (2022): 193–97. http://dx.doi.org/10.53550/eec.2022.v28i07s.031.
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Road engineering is a major component of entire road ecosystem and its design plays a significant role in creating safe or unsafe road environment for any crash to be happen or not. Pillar 2 of Decade of Action for Road Safety talks about “Safer Road Infrastructure” where roads are to be designed to meet atleast 3 star safety ratings to 5 star ratings of safety standards of all types of road users – pedestrians, bicyclists, 2- wheeler and four wheeler motorized vehicles. Thus, a concept of Forgiving roads adopted where roads are designed with considering safety features that accepts the mistakes of road users and reduces the chances of intensity of fatalities and injuries on roads.
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Pollard, Danica, and Tamzin Furtado. "Public Roads as Places of Interspecies Conflict: A Study of Horse-Human Interactions on UK Roads and Impacts on Equine Exercise." Animals 11, no. 4 (April 9, 2021): 1072. http://dx.doi.org/10.3390/ani11041072.
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Real or perceived traffic risk is a significant barrier to walking and cycling. To understand whether similar barriers influence equestrians, this study obtained exercise behaviours, road use and experiences of road-related incidents from UK equestrians (n = 6390) via an online questionnaire. Multivariable logistic regression models were used to identify factors associated with road use and experiencing a near-miss or injury-causing incident in the previous year. Content analysis identified themes around equestrians’ decisions not to use roads. Our results show that most equestrians (84%) use roads at least once weekly, and in the previous year, 67.7% had a near-miss and 6.1% an injury-causing incident. Road use differs regionally, with exercise type and off-road route availability. Road-using equestrians covered greater daily distances and were younger. However, younger equestrians were at higher risk of near-misses. Respondents’ decisions not to use roads were based on individualised risk assessments arising from: the road itself, perceptions of other road users, the individual horse and the handler’s own emotional management. Roads were perceived as extremely dangerous places with potentially high conflict risk. Injury-causing incidents were associated with increasing road-use anxiety or ceasing to use roads, the proximity of off-road routes, having a near-miss and type of road use. Targeted road-safety campaigns and improved off-road access would create safer equestrian spaces.
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Sanjaya, Hamdan Tri, and Ricardo O. M. Hutapea. "GEOMETRI JALAN ANGKUT DAN JARI-JARI TIKUNGAN MENGGUNAKAN TEORI AASHTO PADA PT PRO INTERTECH INDONESIA KOTA SORONG PROVINSI PAPUA BARAT." INTAN Jurnal Penelitian Tambang 3, no. 2 (April 1, 2022): 98–102. http://dx.doi.org/10.56139/intan.v3i2.60.
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Hauling road is an important aspect to support hauling activities in a mining operation. Better hauling road conditions will optimalize production, where is consistent with production plans and targets. The calculation of road conditions should be adjusted to the needs. The road geometry is a part of road planning which focuses on the physical condition of the road so that it can fulfill the road function. In addition to the geometry of the hauling roads, water can also affect the condition of the hauling roads. Therefore, it is important to conduct an evaluation of the hauling road conditions. Based on the calculation results, the straight road width is 8,575 meters, the hauling road width at the bend is 19,356 meters, while the straight road width in the field is about 7.6 meters and for curves in the field about 9 meters. From the field processed data, it is indicated that the existing hauling roads at PT Pro Intertech Indonesia mining operation has not fully met the hauling road requirements. Therefore, it is necessary to widen the hauling road in the operation area.
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Jakulytė, Sandra, Alfredas Laurinavičius, and Virgaudas Puodžiukas. "KELIO SKERSINIO PROFILIO PARINKIMO PAGAL PROJEKTINĮ VIDUTINĮ PAROS EISMO INTENSYVUMĄ IR SUDĖTĮ METODIKOS ANALIZĖ / ANALYSIS OF ROAD CROSS-SECTION DESIGNING CONSIDERING DESIGNED TRAFFIC VOLUME." Mokslas - Lietuvos ateitis 11 (October 10, 2019): 1–5. http://dx.doi.org/10.3846/mla.2019.10589.
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Road design elements are being discussed in society. Traffic congestion is a reason why sometimes new road elements is not working. Roads are designed by their function in the world. It is known that the roads are classified according to their functional purpose. Functional purpose is a criteria, which determines road design class and road category. Normative documents in analyzed countries define analysis of road capacity and road level of service. This analysis must be done in road design process. Methodology of road cross-section designing rewied in this arcticle.
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Shinta Eka Setyarini, Ni Luh Putu, and Michael Gani Virgantara. "Road Safety Audit Tangerang - Merak Toll Road." Eduvest - Journal of Universal Studies 4, no. 4 (April 20, 2024): 1921–29. http://dx.doi.org/10.59188/eduvest.v4i4.1164.
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Tangerang-Merak Toll Road is a toll road connecting Tangerang and Merak Port, which includes Cikupa Toll Road, East Balaraja, West Balaraja, Ciakande, Ciujung, East Serang, West Serang, East Cilegon, West Cilegon, and Merak. With the more congested, will make the risk of car accidents also increased. In an effort to improve of road safety, especially toll roads, a Road Safety Audit (AKJ) is needed. Aspects examined and observed include geometric, traffic management, pavements, street furnitures and complementary buildings. As a result, it is concluded that in geometric aspect, in general has been designed in accordance with the provisions, but nevertheless there are parts that still require improvement. This research will discussed the existing condition of Tangerang-Merak Toll Road based on direct observation. The aspects reviewed are geometric, pavement, street furnitures and road complementary buildings such as Signs, Markings and Median roads. In the end, accident-prone areas will be obtained on tangerang- merak toll road with a comparison analysis of direct observation data, and traffic accident data.
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Zhang, Zhonggui, Yi Ming, and Gangbing Song. "Identify Road Clusters with High-Frequency Crashes Using Spatial Data Mining Approach." Applied Sciences 9, no. 24 (December 4, 2019): 5282. http://dx.doi.org/10.3390/app9245282.
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This paper develops a three-step spatial data mining approach to directly identify road clusters with high-frequency crashes (RCHC). The first step, preprocessing, is to store the roads and crashes in a spatial database. The second step is to describe the conceptualization of road–road and crash–road spatial relationships. The spatial weight matrix of roads (SWMR) is constructed to describe the conceptualization of road–road spatial relationships. The conceptualization of crash–road spatial relationships is established using crash spatial aggregation algorithm. The third step, spatial data mining, is to identify RCHC using the cluster and outlier analysis (local Moran’s I index). This approach was validated using spatial data set including roads and road-related crashes (2008–2018) from Polk County, IOWA, U.S.A. The findings of this research show that the proposed approach is successful in identifying RCHC and road outliers.
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Lubis, Edo Rizki Pradana, Gina Cynthia Raphita Hasibuan, and M. Ridwan Anas. "Analysis of Secondary Local Road Conditions Using the Surface Distress Index (SDI) Method in Medan Amplas District." ASTONJADRO 14, no. 1 (January 2, 2025): 201–10. https://doi.org/10.32832/astonjadro.v14i1.16884.
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Road network data and information and spatial supporting infrastructure are important to a road database management planning process. Medan Amplas District, Medan City has a road network divided into national authority roads, provincial roads and city roads, which is 143.14 km. The study area in this research is a flexible pavement-type secondary local road with a length of 33.12 km. The method used in this research is the Surface Distress Index (SDI) Method. SDI divides road conditions into 4, namely good condition, moderate condition, lightly damaged condition and heavily damaged condition. According to RCS or SKJ 2011, there are only 4 elements that are used as support for calculating the SDI value, namely % crack area, average crack width, number of holes, and average rutting depth. From the results of the analysis of the level of road damage in secondary local roads with flexible pavement type in Medan Amplas District, namely 51 road sections in good condition (98%) and 1 road section in fair condition (2%). It can be concluded that the condition of Secondary Local roads in Medan Amplas District is in good condition and only requires routine maintenance at certain points on each road section. The condition of the Secondary Local roads in Medan Amplas District using the SDI Method is in Good Rating, but the Denai River Inspection Road section has a rating of moderate damage.
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Nugrahani, Eri, and Moh Faiqun Niam. "ANALYSIS OF DISTRICT MAINTENANCE ROAD ACCORDING TO THE ROAD MINIMUM SERVICE STANDARD (Case Study of the Jepara Regency Road Section in the District & Pecangaan Industrial Zone)." Pondasi 24, no. 1 (August 1, 2019): 1. http://dx.doi.org/10.30659/pondasi.v24i1.4993.
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The convenience of road management has changed from the pattern of achieving the use of road stability models to achieving road Minimum Service Standards (MSS). In order to realize the minimum road service standards in Jepara, the regional government is still having difficulties in drafting the budget needed for road maintenance. The purpose of this research is to know the standard of road conditions, the condition of the existing district road and the strategy to realize the condition of district roads that are in accordance with Road MSS. Data analysis is done by calculating the standard of road conditions where the method of determining conditions uses IRI (International Roughness System) and RCI. Road conditions standarts according to the MSS Road are roads that have good and moderate conditions of 60% of the overall road segment in the region, with a standard assessment value of 0≤IRI≤ 8 or equivalent to 10≥RCI≥4.5. The condition of the good and moderate Pecangaan road - Damarjati is 2.7 km (87%), Bakalan-Pendosawalan-Pancur is 1.9 Km (32%), Damarjati - Gotri is 1.93 Km (35% ) roads in good and moderate conditions, and Lebuawu – Banyuputih is all good and moderate: 1.64 Km (100%). MSS Road conditions are only fulfilled in Lebuawu – Banyuputih (MSS 100%) and Pecangaan - Damarjati roads (87%). The handling strategy in order to reach MSS is prioritized on Bakalan - Pendosawalan - Pancur which requires a budget of Rp. 2,942,814,918, - and Damarjati - Gotri need a budget requirement of Rp. 2,228,207,878, -. Keywords: Road Maintenance; Minimum Service Standards; Road Conditions; IRI; RCI
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Gaca, Stanisław, and Mariusz Kieć. "Studies on the impact of the technical characteristics of local roads on road safety." MATEC Web of Conferences 262 (2019): 05006. http://dx.doi.org/10.1051/matecconf/201926205006.
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Local roads (district roads) constitute an important part of the road network in Poland, making up around 29.7 % (124,945 km) of all public roads. In 2017, 10,578 accidents, which is 35.7% of all accidents in Poland, took place on local roads. These roads are used primarily by regular users who are very familiar with the defects of these roads. This means that the effects of the low technical standard of local roads and the insufficient number of road traffic devices on the safety on the road can be partly compensated for by the fact that drivers adjust their behaviour to the conditions on the road. This hypothesis can be verified through developing dependency models of road safety measures of local roads’ and technical characteristics. The article presents the research carried out based on regression models of accident prediction. The models were developed with the use of the data on the road surroundings arrangement (built-up areas, access), road condition and the extent of signposting, including data on speed limits and overtaking as well as risk exposure variables. Due to the incomplete data on accidents and the small number of accidents, different approaches to the modelling of the number of road accidents were applied.
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Pei, Hongxing, Renjian Zhai, Fang Wu, Jinghan Li, Xianyong Gong, and Zheng Wu. "Automatic matching of multi-scale road network under the constraint of small-scale road mesh." Journal of Geography and Cartography 5, no. 2 (August 29, 2022): 98. http://dx.doi.org/10.24294/jgc.v5i2.1677.
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Aiming at the problem of road network multi-scale matching, a multi-scale road matching method under the constraint of road mesh of small-scale data has been proposed. First, two road meshes with different scale data are constructed; Secondly, under the constraint of the small-scale road mesh, the composite mesh composed of several road meshes in the large-scale road is extracted, and the mesh matching with the small-scale road mesh is completed; Then, many-to-many matching of road meshes with different scales is realized; finally, the matching relationship between composite mesh and small-scale road mesh is transformed into the matching between multi-scale road mesh boundary roads and internal roads, and the matching of the whole road network is completed. The experimental results show that this method can better realize the matching of multi-scale road network.
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Fu, Mi. "The Application of “Humanized” Concept in Urban Road Design." Journal of World Architecture 6, no. 4 (July 27, 2022): 1–7. http://dx.doi.org/10.26689/jwa.v6i4.4071.
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In order to promote the development of urban roads, enhance urban road design, and fully maximize the role of urban roads, this study first discusses the fundamental requirements of urban road design, the “humanized” concept in urban road design, and the importance of “humanized” urban road design, as well as proposes several “humanized” design strategies for urban roads as references.
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Sakamoto, Shinichi, Taiki Fukuda, Miki Yonemura, and Hyojin Lee. "Road traffic noise mapping based on aerial photographs - sound power level determination of road vehicles." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no. 1 (August 1, 2021): 5523–27. http://dx.doi.org/10.3397/in-2021-3130.
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As the first step to obtain a city urban area noise map of road traffic noise, sound power levels of vehicles on the roads should be accurately estimated over a wide area. In Japan, ASJ RTN-Model 2018 was proposed as the representative road traffic noise prediction model, and by using the model sound power level of a vehicle can be determined if the vehicle type, traveling speed, and driving mode are known. As such data on urban road network, the Ministry of Land, Infrastructure and Transport of Japan publishes the road traffic census including road traffic volume and travel speed of major roads in Japan. The data, however, is limited to major roads and there is no data on minor roads. In this study, to estimate noise condition and situation on arbitrary road, a method for estimating the traveling speed and the traffic volume of vehicles on the road from aerial photographs was examined. Road traffic noise levels along several roads in Tokyo were analyzed by the proposed method and the validity of the calculation results were verified by comparing with short-time measurement results obtained along the target roads.
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Ravi Kiran, E., and K. Muralidhar Saralaya. "Road Safety at Cross-Roads." Journal of Indian Academy of Forensic Medicine 26, no. 4 (December 2004): 147–52. https://doi.org/10.1177/0971097320040407.
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Elliot, William J., Sarah A. Lewis, and Chelsea L. Cannard. "Measuring and Modeling Impacts of Gravel Road Design on Sediment Generation in the Southeastern U.S." Journal of the ASABE 66, no. 5 (2023): 1229–54. http://dx.doi.org/10.13031/ja.15539.
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Highlights The erodibility of heavily trafficked gravel roads can be much greater than that of low volume forest roads. Improved designs of heavily trafficked gravel roads can decrease sediment generation by more than 90 percent. The WEPP Model can be successfully parameterized for high traffic gravel roads to reflect the effects of weather, road design, and topography. Abstract. The purposes of this study were to support a watershed modeling analysis by evaluating the ability to the Water Erosion Prediction Project (WEPP) model to estimate sediment generated by high traffic gravel roads, and to determine the erodibility of two designs of high-traffic gravel roads. In many watersheds, the road network can be a major source of sediment. The ability to predict erosion from roads, evaluate the effects of design and management on road sedimentation, and compare sediment from roads to other sources of sediment in the watershed is an ongoing need by watershed managers. The Water Erosion Prediction Project (WEPP) model is a widely used model for predicting sediment from forest roads. There has, however, been little information published on erosion from high traffic gravel roads and WEPP applications to such roads. To evaluate road erosion predictions, a study was conducted incorporating two road designs at Fort Benning, Georgia, U.S. One design followed a common practice of starting with a native material road and adding gravel and grading as required. Erosion and rutting on the road surface were common occurrences on this type of road. The improved design was a “graded aggregate base” design, built with compacted aggregate layers. To evaluate erosion risks for these two road designs, runoff and sediment delivery were measured from ten plots ranging in size from 63 to 150 m2. Runoff depths up to 50 mm occurred from daily rainfall amounts up to nearly 60 mm, with least square mean event runoff values of 6.5 mm from unimproved plots and 14.9 mm from improved road plots. Delivered sediment ranged from zero to 18 Mg ha-1 from individual storms with least square mean amounts of 2.27 Mg ha-1 of sediment delivered from unimproved road plots compared to only 0.026 Mg ha-1 delivered from improved road design plots for a given runoff event. Hydraulic conductivity was found by calibration to be 3.0 mm h-1 for unimproved roads and 1.3 mm h-1 for improved road segments. Rill erodibility was 0.09 s m-1 for unimproved roads and 0.0008 s m-1 for improved roads, values that were greater than had been measured on road erosion studies elsewhere that were typically less than 0.0004 s m-1. The critical shear for the unimproved roads was the minimum that the WEPP model would accept, 0.0001 Pa, but was a more typical value of 1.5 Pa for the improved road segments. When applying the calibrated erodibility values to a validation data set, the Willmott indices of agreement were 0.62 and 0.82 for runoff for unimproved and improved roads, respectively, and 0.67 and 0.66 for sediment delivery from unimproved and improved roads, respectively, indicating good agreement between observed and WEPP-estimated runoff and erosion rates. A sensitivity analysis and calibration analysis found that the WEPP model was not sensitive to interrill erosion for this application. A sensitivity analysis coupled with a WEPP validation analysis showed that WEPP could incorporate weather, topography, soil, and road design features to predict sediment delivery from highly erodible road segments. The study suggests that there is a need for a simulated runoff study to determine high values of rill erodibility more precisely on unimproved high traffic roads, and that there is a need to incorporate more erodible road erodibility values into the online WEPP:Road interface for the WEPP model. The road erosion rates and effectiveness of improved road designs for reducing off-road sediment reported in this study will be useful to managers seeking to quantify and reduce road erosion rates from high-traffic gravel roads in sensitive watersheds. Keywords: Erodibility, Gravel Roads, Soil Erosion, WEPP.
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Bondar, Tetiana, Olga Belenchuk, Yevhen Tepliuk, and Oleksandr Pyna. "ACCIDENT ANALYSIS – THE WAY TO EFFECTIVE TRAFFIC SAFETY MANAGEMENT ON ROADS." Avtoshliakhovyk Ukrayiny, no. 2 (266) ’ 2021 (June 20, 2021): 46–52. http://dx.doi.org/10.33868/0365-8392-2021-2-266-46-52.
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Road safety management begins with a detailed analysis of accidents, which is reflected in Article 24 of the Law of Ukraine “On Road Traffic” which states that when performing repairs and maintenance of roads, streets and railway crossings road maintenance organizations in the first place should take measures for road safety on the basis of accounting and analysis of road accidents, results of inspections and surveys of roads, streets and railway crossings, and especially in emergency and dangerous areas and in places of concentration of road accidents. The problem of reducing the accident rate and reducing the number of victims of road accidents during the maintenance of roads has so far been solved mainly by identifying areas (places) of concentration of accidents with the development of measures to improve road conditions and improve the organization of traffic on them and conducting annual commission spring and autumn inspections of the road network by representatives of road organizations and the police. However, the areas of concentration of road accidents were not fully covered on the road network of local significance due to the lack of accurate reference of the places of accident in the accident registration cards, as well as they were not identified on the streets and roads of cities and other settlements due to the absence of any criteria for their identification and therefore the maximum efficiency from introduction of management of sites (places) of concentration of road accident isn’t reached. The article analyzes the criteria for determining the areas of concentration of accidents on public roads in different periods, examines the dynamics of the number of areas of concentration of accidents and considers other modern opportunities for effective traffic safety management, in particular, inspection (inspection) of existing roads.
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McTiernan, David. "Road Safety – Is It a Local Government Priority? (What Does the Experience Suggest?)." Journal of the Australasian College of Road Safety – Volume 30, Issue 1, 2019 30, no. 1 (February 12, 2019): 46–53. http://dx.doi.org/10.33492/jacrs-d-18-00285.
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As the road authority for the unclassified (i.e. local) roads in their local government area, councils have the legislated responsibility to manage their road infrastructure; this fundamentally includes the safety of road users on their networks. Almost 70% of the 392 fatalities on NSW roads in 2017 occurred on country roads (Transport for NSW, 2018). The contribution of the local road network to road trauma across Australasia is significant with over half (52%) of all fatal and serious injuries recorded on roads that are the sole responsibility of local government (McTiernan et. al., 2016). Governments at all levels - Local, State and Federal – can no longer ignore the contribution of local roads to the national tragedy and trauma occurring each year. Without a concerted effort by all tiers of government to address road safety performance on the vast local road network, Australia will not achieve the 30% reduction target in fatal and serious injuries as set out in the National Road Safety Plan. Unfortunately, the current status for managing safety on local roads sees a myriad of systemic hurdles and failures that ultimately result in local government not making road safety a genuine priority. But what is required to change this situation? Two case studies are presented to assist a discussion about some of the systemic failures that contribute to local councils not taking, or not being able to take, action to make road safety a genuine priority.
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Amarsanaa, Sainchuluu, Ariuntsetseg Lkhagva, Bolorchuluun Chogsom, Batbileg Bayaraa, Byambasuren Damdin, Bolormaa Tsooj, Javkhlan Nyamjav, Batkhishig Baival, and Chantsallkham Jamsranjav. "Quantifying the Spatial Extent of Roads and Their Effects on the Vegetation in Mongolia’s Gobi Desert." Land 11, no. 6 (May 31, 2022): 820. http://dx.doi.org/10.3390/land11060820.
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Thirty years ago, Mongolia’s Gobi Desert was intact, roadless and had low traffic, and it was a refuge for many endangered and rare species. A large mining boom and significant livestock grazing are currently putting pressure on the desert. Mining products were transported by trucks on dirt (gravel) roads between 2000 and 2012. Emphasizing its importance in the Mongolian economy, a paved road was constructed in 2012 along the dirt road. Unfortunately, vegetation along the paved road was removed without restoration. In the desert, locals continue to use, create and extend dirt roads. The impact of these roads on the vegetation has yet to be studied. We estimated the spatial extent of the dirt-road corridors in three time intervals (the years 2010, 2015 and 2020) and evaluated the vegetation along both paved and dirt roads at three distances (100, 500, and 900 m) from the road. Within ten years, the length of paved roads and soil dirt roads nearly doubled, although the majority of them were developed and created between 2015 and 2020. A single track makes up around 42 percent of the soil road, whereas the remaining 58 percent are roads consisting of three to four tracks with an average width of 26.5 m. The vegetation along the paved road was lower in terms of species richness, canopy cover, and the basal gap between perennial plants and biomass, compared to the soil road. Although the effects of soil roads on the vegetation along the roads is less negative than the effects of the paved road, the corridors formed along the soil roads span a non-negligible area of pastureland in the region. The vegetation along the already-constructed paved road in the desert should be artificially reclaimed with the aim of expediting natural revegetation. Moreover, a “new legislation” is required to prevent continued degradation due to the ongoing creation and extension of soil road corridors by local populations in the desert.
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Popovych, Natalia, Olha Belenchuk, Tetyana Bondar, and Yevhen Tepliuk. "DETERMINATION OF THE ROAD SAFETY RATING FOR SELECTING THE PRIORITY OF CARRYING OUT THE ROAD SAFETY INSPECTION." Dorogi i mosti 2022, no. 25 (March 17, 2022): 222–30. http://dx.doi.org/10.36100/dorogimosti2022.25.222.
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Abstract Introduction. Compared to European countries, the level of road safety in Ukraine is extremely unsatisfactory due to high mortality and road traffic injuries. Improving road safety is one of the important social problems of our time, which is associated with the preservation of human life and health. Problem statement. The problem of road safety in Ukraine is well visible due to the number of dead and injured people on the roads. Road accidents cause huge social losses for citizens and place a heavy burden on the health care system and the economy as a whole. Reducing injuries from road accidents and saving people’s lives is one of the most important tasks for our country. Purpose. In the article the evaluation of safety level on roads of national importance will be conducted (according to certain indicators), which allows to make a conclusion about the compliance of the road network or individual sections of roads with traffic conditions and, accordingly, to decide on planning and prioritization of traffic safety measures. Materials and methods. The study used the method of statistical data processing for the analysis of roads by safety level. Results. The rating of highways according to the level of safety has been established to determine the priority of the road safety inspection in conditions of limited funding. Conclusions. According to the value of the weighted average coefficient of accident rate and severity of consequences of road accidents, it is possible to draw a conclusion about the general level of road safety. This allows to assess the level of safety on the road network as a whole in Ukraine and within a particular region, which helps to develop and implement measures to improve traffic safety on the most dangerous sections of roads. Key words: road, accident, road safety, traffic accidents, dead, road network rating, safety level, injured.
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Yastawan, I. Nyoman, Dewa Made Priyantha Wedagama, and I. Made Agus Ariawan. "PENILAIAN KONDISI JALAN MENGGUNAKAN METODE SDI (SURFACE DISTRESS INDEX) DAN INVENTARISASI DALAM GIS (GEOGRAPHIC INFORMATION SYSTEM) DI KABUPATEN KLUNGKUNG." JURNAL SPEKTRAN 9, no. 2 (July 31, 2021): 181. http://dx.doi.org/10.24843/spektran.2021.v09.i02.p10.
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Assessment of road conditions using the SDI method and inventoried in the GIS in Klungkung Regency is carried out on the Jl. Gn Agung, Jl. Gn Rinjani, Jl. Gn Batukaru, Jl. Gn Semeru, and Jl. Gn Batur. Selection of district roads used by roads in the city of Semarapura which is the center of travel in Klungkung district should get more attention through road handling. In addition, the sections used are roads that visually have road damage. This research was conducted because there are still damaged roads that must be treated quickly. This study aims to analyze road conditions, analyze road handling types and inventory road conditions in a GIS map. The data used in this research are primary data and secondary data. Primary data was obtained through a survey of road conditions by measuring road damage, while secondary data was obtained from the Bina Marga section of the PUPRPKP Office of Klungkung Regency, namely, SK Klungkung regency roads, Klungkung regency road maps and Klungkung district road baseline data. The stages of research analysis were identification of road damage by measuring, data recapitulation by processing survey results, data analysis using the SDI method and inventorying in a GIS map. The results of the assessment for the Jl. Gn Agung is in moderate condition 0.416 km and slightly damaged condition is 0.300 km. Jl. Gn Rinjani, 0.277 km is slightly damaged. Jl. Gn Batukaru is slightly damaged by 0.119 km. Jl. Gn Semeru is slightly damaged by 0.288 km. Jl. Gn Batur condition is slightly damaged 0.546 km. For the type of handling carried out Jl. Gn Agung periodic maintenance and routine maintenance, Jl. Gn Rinjani, Jl. Gn Batukaru, Jl. Gn Semeru and Jl. Gn Batur is regular maintenance. Inventory of road condition data and basic road data of Klungkung district using GIS provides an overview of road conditions in the form of a road network map so as to provide convenience in monitoring road conditions and determining the type of handling. This research can be used as a reference in determining the type of handling of district roads in Klungkung district.
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Tri Hermani, Wahyunigsih, Ary Setyawan, and Syafi'i. "THE EFFECT OF TOLL ROAD OPERATION ON NATIONAL ROAD PERFORMANCE IN CENTRAL JAVA PROVINCE." Journal of Applied Engineering Science 21, no. 2 (June 19, 2023): 741–48. http://dx.doi.org/10.5937/jaes0-43041.
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One of the major infrastructure development programs of the Indonesian government is the construction of toll roads, such as the Trans-Central Java toll road. The construction of these toll roads subsequently affects various aspects of the country, including the capacity and performance of the national road network. However, the government needs to analyze the effect of the toll road network on the performance of the national road network both in the existing and the coming years. Therefore, this study aims to determine the effect of the Trans Java toll road network on the performance of national roads. The study area used was the Central Java Province with a specific focus on toll roads and national roads. The analysis was processed on the EMME/3 software to form a road network with Gravity Model. The findings showed that the largest movement between 2022 and 2048 is in internal zones. It was also discovered that the Volume-Capacity Ratio value of the road network in 2022 was stable while 512 roads were projected to be unstable in 2048. Moreover, the average travel speed on national road sections in 2022 with toll roads was found to be stable up to 2030 but the speeds started reducing from 2035 to 2048 where the value was recorded to be less than 40 km/hour.
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Matos, Cátia, Neftalí Sillero, and Elena Argaña. "Spatial analysis of amphibian road mortality levels in northern Portugal country roads." Amphibia-Reptilia 33, no. 3-4 (2012): 469–83. http://dx.doi.org/10.1163/15685381-00002850.
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Animal mortality caused by vehicle collisions is one of the main ecological impacts of roads. Amphibians are the most affected group and road fatalities have a significant impact on population dynamics and viability. Several studies on Iberian amphibians have shown the importance of country roads on amphibian road mortality, but still, little is known about the situation in northern Portugal. By being more permeable to amphibian passage, country roads represent a greater source of mortality than highways, which act as barriers. Thus, mitigation measures should be applied, but due to the extensive road network, the identification of precise locations (hotspots) and variables related to animal-vehicle collision is needed to plan these measures successfully. The aim of the study was to analyse the spatial occurrence and related factors linked to amphibian mortality on a number of country roads in northern Portugal, using spatial statistics implemented in GIS and applying a binary logistical regression. We surveyed 631 km of road corresponding to seven transects, and observed 404 individual amphibians: 74 (18.3%) alive and 330 (81.7%) road-killed. Bufo bufo represented 80% of the mortality records. Three transects showed clustered distribution of road-kills, and broadleaved forests and road ditches were the most important factors associated with hotspots of road-kill. Logistic regression models showed that habitat quality, Bufo bufo’s habitat preferences, and road ditches are positively associated with amphibians’ road mortality in northern Portugal, whereas average altitude and length of walls were negatively associated. This study is a useful tool to understand spatial occurrence of amphibian road-kills in the face of applying mitigation measures on country roads from northern Portugal. This study also considers the necessity of assessing the condition of amphibian local populations to understand their road-kills spatial patterns and the urgency to apply mitigation measures on country roads.
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Madzikigwa, Bizzar B. "Nature and Effects of Low-Volume Roads in Botswana." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 88–95. http://dx.doi.org/10.3141/1819a-14.
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The road sector in Botswana continues to develop its road network throughout the country at a tremendous rate. When Botswana gained independence in 1966, it had only 10 km (16 mi) of bitumen road. By 1992 the total length of bituminous surfaced road reached 3500 km (2,175 mi) out of a total road network of 18 000 km (11,285 mi). These statistics clearly show that the majority of roads are not yet surfaced; these are low-volume roads that provide access to the rural areas where most of the country’s population is found, though in low density. In spite of the rapid improvement in the quality of the national road network in recent years, much remains to be done. In the early 1970s and early 1980s the rural roads unit was introduced in the Ministry of Works Transport and Communications, which was charged with the responsibility of design and construction of low-volume roads around the country in a bid to integrate the country’s road network. This unit was later disbanded in the 1990s, and all roads are improved through the conventional procurement system using private contractors. For these roads the justification of a surfacing project based on conventional economic return methods does not apply, and worse still, the road improvements have to compete with other amenities for the same limited resources. Three ministries in Botswana are responsible for roads: Ministry of Works Transport and Communications, Ministry of Local Government, and Ministry of Trade, Industry, Wildlife and Tourism. These ministries have different responsibilities for different roads within the country, and earth, sand, and gravel roads are found under the jurisdiction of each of the ministries. The major drawbacks concerning low-volume roads in Botswana are inadequate maintenance, poor road construction materials, and the environmental impacts of the roads. Since the budget and resources are inadequate to keep these roads in good condition, it would be prudent to find technological means that would improve the locally available road construction materials so as to minimize their effects on the environment and vehicle operating costs.
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Popp, Jesse N., and Victoria M. Donovan. "Fine-scale tertiary-road features influence wildlife use: a case study of two major North American predators." Animal Biology 66, no. 3-4 (2016): 229–38. http://dx.doi.org/10.1163/15707563-00002500.
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Roads have become a major concern for wildlife managers. Determining if fine-scale features influence wildlife road use is crucial information when developing management strategies to protect species at risk or to assist in preventing negative trophic interactions. We investigated the effects of fine-scale habitat and road-related features on the tertiary-road use of two major predator groups, the American black bear (Ursus americanus) and wolves (Canis lupus,C. lycaon, and hybrids). Scat occurrence, used as a measure of a species’ intensity of use, along with several road-related features and surrounding fine-scale habitat variables, were recorded within tertiary-road segments near Sudbury, Ontario, Canada. An information theoretic approach was used to determine which of several different candidate models best predicted tertiary-road use by our major predator groups. Road width and distance to primary roads were found to be the strongest predictors of occurrence on tertiary roads for both predators, with smaller road width and greater distances to primary roads leading to higher levels of occurrence. Habitat cover and cover type, expected to influence foraging opportunities, were not found to be strong predictors of tertiary-road use. Our findings highlight the importance of fine-scale studies for understanding road use.
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Bano, Iqra, Nasir Abbas, Sadaf Ali Abbas, Muhammad Abubakar, Raheema Elahi, and Fatima Akhtar. "Assessment and Mapping of Vulnerable Roads to Accidents Through Geospatial Techniques." Vol 2 Issue 4 2, no. 4 (December 18, 2020): 195–201. http://dx.doi.org/10.33411/ijist/2020020406.
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In Pakistan, about 36000 people were killed in road accidents in the year 2019. This study focuses on hazard assessment through geo-spatial techniques using both quantitative and qualitative research methodologies. An attempt was made to demarcate the most vulnerable roads to accidents for the years 2015 to 2019 through geospatial techniques. The data used in this research was collected through real time field observation using questionnaire-based survey. The results show that the ratio of reported accidents was higher in 2019 which was 53,979, in comparison to the number of accidents occurred in 2015 which were 19,073. It caused 478 casualities in 2019 in comparison to 308 in 2015. We found various reasons behind these accidents at both administration and individual levels e.g., about 67% increase was observed in number of vehicles from 2015 to 2019 whereas only 14% driving licenses were issues against this number. The most vulnerable roads where most of accidents occurred were Ferozepur Road, Ring Road, Mall Road and Jail Road whereas, in Iqbal Town, the roads were Canal Road, Multan Road, College Road and Raiwind Road. Geospatial techniques proved efficient for mapping the vulnerable roads to accidents.
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Li, Jiale, Muqing Jia, Bo Li, Lingxin Meng, and Linkai Zhu. "Multi-Grade Road Distress Detection Strategy Based on Enhanced YOLOv8 Model." Buildings 14, no. 12 (November 29, 2024): 3832. http://dx.doi.org/10.3390/buildings14123832.
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The total mileage of the road network in China has been growing rapidly during the last twenty years. With the development of deep learning, the automatic road distr ess detection method is more accurate and effective than manual detection. However, the road are classified into five grades according to the Chinese road standard and each grade has its own characteristics. A single model cannot effectively identify multi-grade roads with different materials and levels of road distress. This study proposes a YOLOv8-based road distress detection strategy adapted for multiple road grades. The improved URetinex-Net network is used to enhance the spatial features and scenario diversity of the road distress datasets. Compared to the base YOLOv8 model, the enhancements have led to a 12% increase in accuracy for cement roads, a 22.3% improvement in detection speed, a 5.5% increase in accuracy for ordinary asphalt roads, a 7.5% increase in recognition accuracy for highways, and a 9.3% improvement in detection speed, with significant effects. This study refines the classification of roads based on their grades and matches them with corresponding artificial intelligence training strategies, providing guidance for road inspection and maintenance.
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Jin, Menglin, and Douglas G. McBroom. "Investigating Road Ice Formation Mechanisms Using Road Weather Information System (RWIS) Observations." Climate 12, no. 5 (May 2, 2024): 63. http://dx.doi.org/10.3390/cli12050063.
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Ice formation on roads leads to a higher incidence of accidents and increases winter de-icing/anti-icing costs. This study analyzed 3 years (2019–2021) of Road Weather Information System (RWIS) sub-hourly measurements collected by the Montana Department of Transportation (MDT) to understand the first-order factors of road ice formation and its mechanisms. First, road ice is formed only when the road pavement surface temperature is equal to or below the freezing point (i.e., 32 °F (i.e., 0 °C)), while the corresponding 2 m air temperature could be above 32 °F. Nevertheless, when the road pavement was below 32 °F ice often did not form on the roads. Therefore, one challenge is to know under what conditions road ice forms. Second, the pavement surface temperature is critical for road ice formation. The clear road (i.e., with no ice or snow) surface pavement temperature is generally warmer than the air temperature during both day and night. This feature is different from a natural land surface, where the land skin temperature is lower than the air temperature on cloud-free nights due to radiative cooling. Third, subsurface temperature, measured using a RWIS subsurface sensor below a road surface, did not vary as much as the pavement temperature and, thus, may not be a good index for road ice formation. Fourth, urban heat island effects lead to black ice formation more frequently than roads located in other regions. Fifth, evaporative cooling from the water surface near a road segment further reduces the outlying air temperature, a mechanism that increases heat loss for bridges or lake-side roads in addition to radiative cooling. Additionally, mechanical lifting via mountains and hills is also an efficient mechanism that makes the air condense and, consequently, form ice on the roads. Forecasting road ice formation is in high demand for road safety. These observed features may help to develop a road ice physical model consisting of functions of hyper-local weather conditions, local domain knowledge, the road texture, and geographical environment.
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Gu, Haijun, Qiang Dai, Qian Wang, and Yuezhao Wang. "Factors contributing to amphibian road mortality in a wetland." Current Zoology 57, no. 6 (December 1, 2011): 768–74. http://dx.doi.org/10.1093/czoolo/57.6.768.
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Abstract To understand road characteristics and landscape features associated with high road mortality of amphibians in Zoige Wetland National Nature Reserve, we surveyed road mortality along four major roads after rainfall in May and September 2007. Road mortality of three species, Rana kukunoris, Nanorana pleskei and Bufo minshanicus, was surveyed across 225 transects (115 in May and 110 in September). Transects were 100 m long and repeated every two kilometers along the four major roads. We used model averaging to assess factors that might determine amphibian road mortality. We recorded an average of 24.6 amphibian road mortalities per kilometer in May and 19.2 in September. Among road characteristics, road width was positively associated with road morality for R. kukunori and B. minshanicus. Traffic volume also increased the road mortality of B. minshanicus in September. Of the landscape features measured, area proportions of three types of grassland (wet, mesic and dry) within 1 km of the roads, particularly that of wet grassland, significantly increased road mortality for R. kukunori and total mortality across all three species. To most effectively reduce road mortality of amphibians in the Zoige wetlands, we suggest better road design such as avoiding wet grasslands, minimizing road width, underground passes and traffic control measures. The implementation of public transit in the area would reduce traffic volume, and hence mortality.
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Sunil and Abhishek Sharma. "Roadway Safety Assessment and Star Rating using iRAP along SH-11A (Jind-Kaithal) in Haryana." IOP Conference Series: Earth and Environmental Science 889, no. 1 (November 1, 2021): 012036. http://dx.doi.org/10.1088/1755-1315/889/1/012036.
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Abstract Figures cross 3,500 deaths and casualties on roads all around world every day in low- and middle-income countries and contribute about 90% of the 1.25 million road deaths. This number of road deaths is projected to increase by 50 percent by 2020. The compound problem for developing countries is caused by the rapid development of roads, irrespective of design or security, lack of attention to vulnerable road users and lack of a culture of road safety (i.e., safe behaviour, vehicle safety regulations, road safety policy, road safety assessment, and enforcement). This paper deals with the star rating and road safety assessment of State Highway-11A, Jind-Kaithal, Haryana though the section is straight but numerous causalities were reported on the route in recent years. ViDA, an online road safety assessment and star rating analysis tool is used to get the Star Rating Scores and Safer Roads Investment Plans.
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Abimanyu, Angga, Sri Wiwoho Mudjanarko, and Hary Moetriono. "ANALISIS INVESTASI PADA PROYEK PEMBANGUNAN JALAN TOL PASURUAN - PROBOLINGGO." Jurnal Spesialis Teknik Sipil (JSpTS) 3, no. 2 (October 12, 2022): 139–49. http://dx.doi.org/10.30996/jspts.v3i2.8563.
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Toll roads are public roads that are part of the road network system and as national roads, for which users are required to pay tolls. The existence of toll roads is very important in the smooth flow of traffic along with the increasing amount of traffic caused by the increase in the number of vehicles and the condition of arterial road pavements that have been damaged (wavy and cracked) at several locations on the road and congestion that occurs due to damaged roads. damaged. The benefits of toll road operations are to influence regional development and economic improvement, as well as increase mobility and accessibility of people and goods, also provide benefits to users in the form of saving vehicle operating costs (BOK) and time compared to passing through non-toll roads, as well as providing returns on investment, maintenance, and toll road development for the Business Entities involved. One form of cooperation between the government and the private sector is the construction of the Pasuruan-Probolinggo (Paspro) Toll Road. Through the Toll Road Business Entity (BUJT) PT. Trans-Java Paspro Toll Road, the government cooperates in the construction of a 31 km toll road. PT. Trans-Java Paspro Toll Road received a 45-year concession to operate the toll road. The purpose of this study was to determine the investment feasibility of the Pasuruan-Probolinggo Toll Road based on the investment feasibility parameters of Net Present Value (NPV), Benefit Cost Ratio (B/C Ratio), Internal Rate Return (IRR), Payback Period (PBP), and determine the length of time. payback period (Payback Period) Pasuruan-Probolinggo Toll Road, and get a comparison of Vehicle Operating Costs (BOK) between Toll Roads and Arterial Roads. The final result of the analysis obtained that the NPV value was negative Rp. -1,773,803,000,000, and the IRR value is 9.56%, which is smaller than WACC = 13.07%, and the BCR value is less than 1.00, which is 0.763 so that it can be seen that the investment is not financially feasible for investors. However, BEP < 45 years concession period is April 2043, so it can be seen that it is still in the feasible category. The Vehicle Operational Cost (BOK) for arterial roads is Rp. 3,647/km for Goal I, Rp. 6,413/km for Gol II, Rp. 9,498/km for Gol III, Gol IV, and Gol V. Meanwhile, BOK for toll roads and added toll tariffs of Rp. 3.226/km for Goal I, Rp. 6,767/km for Gol II, Rp. 7,763/km for Gol III, Rp. 8.113/km for Gol IV and Rp. 8,463 for Gol V. From the analysis it is known that the cost of passing through the toll road is cheaper than going through the arterial road for all vehicle classes and is certainly very beneficial for toll road users.
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Stefaniak, Renata. "Road traffic safety analysis on the example of selected national roads in the Lubelskie Voivodeship." Scientific Journal of the Military University of Land Forces 201, no. 3 (September 15, 2021): 572–84. http://dx.doi.org/10.5604/01.3001.0015.3410.
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The article shows the essence of road safety in the Lubelskie Voivodeship on the example of two longest and most dangerous No. 19 and 74 national roads running through the voivodeship. The article aims to diagnose the current state of road safety in the Lubelskie Voivodeship and identify opportunities for its improvement. The statistical data of the Central Statistical Office in Lublin, annual reports on road accidents of the Police Headquarters in Warsaw, reports of the National Road Safety Council, and documents of the General Directorate for National Roads and Motorways Branch in Lublin were used to analyze the safety. The analysis of the statistical documents allowed the conclusion that ten national roads run through the Lubelskie Voivodeship. Roads No. 9, 17, and 74 are the longest ones. However, on a national scale, roads No. 19 and 74 are of great importance to road safety. It has been observed that the number of road accidents in the Lubelskie Voivodeship is decreasing year by year; thus, the number of accident victims is also falling. The national road No. 19 remains the most dangerous. Passenger car drivers most frequently caused road accidents since they did not adopt the speed to road conditions or obey the right of way. The Provincial Road Safety Improvement Program in Lublin assumed a significant reduction in the number of victims killed and injured on the roads. Unfortunately, after analyzing the statistical data over the years, it can be stated that even though the assumed goal was not achieved, the accident victim rate improved.
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Wicaksana, Perwira Manggala, Erika Buchari, and Melawaty Agustien. "The Impact of Trans Sumatera Toll Road Development on The National Road in Palembang City." Cantilever: Jurnal Penelitian dan Kajian Bidang Teknik Sipil 11, no. 1 (September 14, 2022): 65–72. http://dx.doi.org/10.35139/cantilever.v11i1.137.
Full textAbstract:
The toll road network in Indonesia is growing very rapidly in line with the plan of the Government of the Republic of Indonesia to build 24 toll roads on the island of Sumatra which will connect every provincial capital. The impact of toll road construction is certainly different in each region, and those who feel the greatest impact in the areas closest to them. Toll roads, both existing and planned, cause the development of local roads in the vicinity directly or indirectly. Development of road network systems can affect the movement so that network performance becomes better and increasing road capacity is not the right solution to overcome congestion on the road. This study discusses the impact of the construction of the Trans Sumatra toll road on the national road network in the city of Palembang by using four-step models and a macro simulation program, namely the software PTV Visum. The model reliability test resulted in a determinant coefficient (R2) of 0.7227, which means it represents the existing traffic conditions in the field. The modeling stage is continued to predict the performance of the road network after the Trans Sumatra Toll Road operates. Prediction results show in 2036 there will be a decrease in the level of service with the increase in the V/C Ratio of National Roads that directly access the Trans Sumatra Toll Road. Adding more traffic lanes in 2031 and 2036 on these roads, will significantly improve the performance of the National Road network. The unification of the Trans Sumatra toll gate also helps to increase the level of service on the nearest road.
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Козлов, Вячеслав, Vyacheslav Kozlov, Алексей Скрыпников, Aleksey Skrypnikov, Елена Микова, Elena Mikova, Роман Могутнов, Roman Mogutnov, Евгений Чирков, and E. Chirkov. "FORMATION OF THE MODEL OF DESIGNING THE SYSTEM "ROAD CONDITIONS - TRANSPORT FLOWS" AND WAYS OF ITS IMPLEMENTATION." Forestry Engineering Journal 8, no. 1 (March 19, 2018): 104–11. http://dx.doi.org/10.12737/article_5ab0dfbe6ece23.91630316.
Full textAbstract:
A model for managing the system "road conditions - traffic flows" is proposed that allows to ensure the functioning of the complex "driver - car - road - environment" in any weather and climate conditions. The analysis of the proposed model and target functional shows that optimization of the "road conditions - traffic flow" system can proceed in many directions, the main of which are: optimal development and placement of the network of forest roads, improving their technical level and level of maintenance, road engineering equipment , efficient traffic management, excluding the rational distribution of forest traffic on the network of forest roads and the management modes on individual logging roads and sections of forest roads. The developed model makes it possible to carry out a theoretical analysis and experimental verification of the interaction between «driver-car-road-environment" system in order to identify the reserves of increasing efficiency of its operation and purposeful management of this process. Transport-operational characteristics of logging roads are the main factors that shape the conditions of timber transport on the road, mode, convenience and safety of traffic and determine the efficiency of road transport, and connections of many characteristics of roads with the traffic modes have deterministic, corrective character. These patterns are the basis for the development of technical requirements for logging roads. The proposed model for integrated creation and management of the functioning of a forest road may already be implemented. However, the design of roads is expedient to provide complex control engineering and organizational measures to ensure the estimated traffic conditions during the whole period of operation of the road, regardless of the time of year and weather and climate conditions. Evaluation of the effectiveness of taken decisions should be made with mandatory consideration for ensuring the required performance of logging road in adverse periods of the year and in difficult weather conditions
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Immanuel, Candra Great, Dimas Nugroho Putro, Salsabilla Varadinta, and Joko Siswanto. "Aplikasi Layanan Pengaduan Kerusakan Jalan (APZARD)." Proceedings Series on Physical & Formal Sciences 6 (October 13, 2023): 154–62. http://dx.doi.org/10.30595/pspfs.v6i.864.
Full textAbstract:
Many roads suffer potentially harmful damage to road users. The slow pace of road repair and limited surveillance are constraints to create a road that is safe for the user. The APZARD application is a service of road damage between people and governments so that a faulty road can be found and repaired quickly. The research method used is the waterfall method with the steps of analysis, design, code and test. Results from the study indicate that the application could be run and used by the public to file road damage received by admin and then proceed to road repair. The APZARD application helps the government watch over the damaged roads and follows up complaints from road related damages.
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Mustonen, Jyri, Janne Lintilä, and Tauno Mäkiö. "Turning Deteriorated Paved Roads Back into Gravel Roads: Sheer Lunacy or Sustainable Maintenance Policy?" Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 96–103. http://dx.doi.org/10.3141/1819a-15.
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In the late 1980s, many Finnish low-volume gravel roads were paved. This option was reasonable at that time because the price of bitumen was exceptionally low. No heavy structural rehabilitation was carried out on these roads before paving. It was assumed that these cheap and light pavements would last some 5 years. Now many of those roads have reached 10 to 15 years in age, still without any proper reconstruction, and are becoming increasingly deteriorated. For almost a decade now, the Finnish government has been reducing its spending on public roads. Maintenance and repair efforts have been concentrated on the main road network, and the minor network has deteriorated more and more. Calculations show that from the road agency’s point of view, upkeep of gravel roads is economically feasible compared with maintaining paved roads that are in poor condition. Therefore, road authorities have converted some of these paved low-volume roads back to gravel roads. In 2001, the Häme, Turku, and Uusimaa road districts agreed on common principles for these actions. Furthermore, they described minimum requirements for each case in which a paved road in poor condition was turned into a gravel road. Public opposition and political resistance were quite strong before these actions, since the gravel roads are seen as a decline of service level. People living along the road, however, generally admit that new gravel roads are more comfortable to drive on throughout the year than old deteriorated pavements. The road agency still has to focus on problems such as dust.
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Orłowski, Grzegorz. "Spatial distribution and seasonal pattern in road mortality of the common toad Bufo bufo in an agricultural landscape of south-western Poland." Amphibia-Reptilia 28, no. 1 (2007): 25–31. http://dx.doi.org/10.1163/156853807779799045.
Full textAbstract:
AbstractAmphibians are the group of animals suffering particularly from the presence of roads and vehicle traffic. The seasonal migration to breeding places undertaken by amphibians in the temperate climate zone is the main reason for their appearance on roads. Between June 2001 and August 2003, 957 common toads Bufo bufo were recorded killed on 48.8 km road network with various traffic volumes (350-10500 cars per 24 h), situated in the agricultural landscape of south-western Poland. The highest mortality was recorded in April (57% of all road-kills). The places with highest recorded mortality varied markedly throughout the year. In spring, many more animals died within the built-up areas, while in summer and autumn their number increased in the open countryside. During the whole study period, 73% of all road-kills were recorded on roads (55% of all controlled) with the lowest traffic volume (350-470 cars per 24 h). The average number of road-kills on roads with the high traffic volume (5700-10500 cars per 24 h) was over 15 times lower than on the roads with low traffic (0-0.17 road-kills per 100 m on roads with high traffic vs 2.59 road-kills per 100 m on roads with low traffic). The number of road-kills on 15 road sections was most closely related to the abundance of local populations of Bufo bufo and to the size of water bodies situated in the road vicinity. The yearly level of local mortality in breeding populations of Bufo bufo due to the vehicle traffic ranged from 2 to 18%.
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Nos, Nofrida. "Studi Waktu Perjalanan dan Tundaan Rute Danau Sunter-Mall Kelapa Gading." ULIL ALBAB : Jurnal Ilmiah Multidisiplin 3, no. 1 (December 24, 2023): 540–46. https://doi.org/10.56799/jim.v3i1.2716.
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Danau Sunter Selatan Road is the name of one of the roads in North Jakarta, specifically in the Sunter area. This road connects the Kelapa Gading area through two roads, namely Mitra Sunter Boulevard Road and Yos Sudarso Road. Meanwhile, Boulevard Barat Kelapa Gading Road is the name of one the roads located in the Kelapa Gading area of North Jakarta. Both of these roads often experience traffic jams or delays during peak hours, so researchers wanted to conduct research on these to roads. The purpose of this study is to find out how the travel time is on the Danau Sunter Selatan Road section and Boulevard Barat Kelapa Gading Road and also to find out what factors cause delays on the two road sections. Research data collection conducted from July 3 to July 7, 2023 is in the form of travel time data, delays, vehicle speeds, and traffic volumes. From the results of collecting this data, it was found that the longest travel time occurred on July 4, 2023 at 16.00 – 17.00 with a total time traveled for 35 minutes 58 seconds with the lowest vehicle speed being 38 km/ hour, while the highest traffic volume occurred on July 7 at 17.00 – 18.00 Kelapa Gading direction with a total number of vehicles passing through the studied road sections of 8795.
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Mintiya, Richo Ardidarmawan. "ANALYSIS TYPE OF ROAD DAMAGE IN THE NATIONAL ROAD TEUKU UMAR TUBAN." Jurnal Proyek Teknik Sipil 5, no. 2 (December 6, 2022): 34–39. http://dx.doi.org/10.14710/potensi.2022.14832.
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The road is an object that can help humans in their lives. One example is that roads can be a link between one place and another, no wonder there are often road damages due to excessive vehicle loads. To overcome it all, it is necessary to have an accurate maintenance to make the road can be used according to the age of the plan. One of the roads that suffered damage wasTeuku Umar Road Tuban, where on this road there were several damages at several points so that the driver had to be more careful to cross this road
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Zhang, Haojie, David Hernandez, Zhibao Su, and Bo Su. "A Low Cost Vision-Based Road-Following System for Mobile Robots." Applied Sciences 8, no. 9 (September 13, 2018): 1635. http://dx.doi.org/10.3390/app8091635.
Full textAbstract:
Navigation is necessary for autonomous mobile robots that need to track the roads in outdoor environments. These functions could be achieved by fusing data from costly sensors, such as GPS/IMU, lasers and cameras. In this paper, we propose a novel method for road detection and road following without prior knowledge, which is more suitable with small single lane roads. The proposed system consists of a road detection system and road tracking system. A color-based road detector and a texture line detector are designed separately and fused to track the target in the road detection system. The top middle area of the road detection result is regarded as the road-following target and is delivered to the road tracking system for the robot. The road tracking system maps the tracking position in camera coordinates to position in world coordinates, which is used to calculate the control commands by the traditional tracking controllers. The robustness of the system is enhanced with the development of an Unscented Kalman Filter (UKF). The UKF estimates the best road borders from the measurement and presents a smooth road transition between frame to frame, especially in situations such as occlusion or discontinuous roads. The system is tested to achieve a recognition rate of about 98.7% under regular illumination conditions and with minimal road-following error within a variety of environments under various lighting conditions.
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Kim, Hyungkyu, and Doyoung Jung. "Estimation of Optimal Speed Limits for Urban Roads Using Traffic Information Big Data." Applied Sciences 11, no. 12 (June 20, 2021): 5710. http://dx.doi.org/10.3390/app11125710.
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The use of an inconsistent speed limit determination method can cause low speed limit compliance. Therefore, we developed an objective methodology based on engineering judgment considering the traffic accident rate in road sections, the degree of roadside development, and the geometric characteristics of road sections in urban roads. The scope of this study is one-way roads with two or more lanes in cities, and appropriate sections were selected among all roads in Seoul. These roads have speed limits of the statutory maximum speed of 80 km/h or lower and are characterized by various speeds according to the function of the road, the roadside development, and traffic conditions. The optimal speed limits of urban roads were estimated by applying the characteristics of variables as adjustment factors based on the statutory maximum speed limit. As a result of investigating and testing various influence variables, the function of roads, the existence of median, the level of curbside parking, the number of roadside access points, and the number of traffic breaks were selected as optional variables that influence the operating speed. The speed limit of one-way roads with two or more lanes in Seoul was approximately 10 km/h lower than the current speed limit. The existing speed limits of the roads were applied uniformly considering only the functional road class. However, considering the road environment, the speed limit should be applied differently for each road. In the future, if the collection scope and real-time collection of road environment information can be determined, the GIS visualization of traffic safety information will be possible for all road sections and the safety of road users can be ensured.
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Devia, Devia. "Analisis Ketidakrataan Jalan Menggunakan Aplikasi Smartphone Di Kota Palangka Raya." Media Ilmiah Teknik Sipil 10, no. 1 (December 30, 2021): 22–29. http://dx.doi.org/10.33084/mits.v10i1.2834.
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The International Roughness Index (IRI)'s survey is a longitudinal profile survey to determine Roughness Index of road. The purpose of this survey is to provide an overview of road conditions and provide input in optimizing the maintenance and rehabilitation of the existing roads in the city of Palangka Raya. The data used for analysis is IRI’s data from surveys on several roads that represent conditions in Palangka Raya City with the RoadLabPro application on car. The results showed that the Beruk Angis road had an average IRI value of 9 m/km. On the Yos Sudarso road with an average IRI value of 5.06 m/km. On the Tjilik Riwut road section, the average IRI value is 4.53 m/km. On the Beruk Angis road section with conditions of light damage to severe damage. Proper handling of the Beruk Angis road section needs to be considered for road improvement. The Yos Sudarso and Tjilik Riwut roads with moderate conditions and are handled with regular maintenance.
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Żukowska, Joanna, and Paweł Słomiński. "Analysis and design improvement of high class roads’ arched sections in Poland." E3S Web of Conferences 63 (2018): 00003. http://dx.doi.org/10.1051/e3sconf/20186300003.
Full textAbstract:
Although Polish road network standards, in particular higher classes of roads are improving dynamically the number of fatalities on the network is still higher that EU’s average. Ensuring road safety and high maintaining standards is a complex issue and one that poses a major challenge for all road authorities. Road accidents at high speed roads characterize specially serious material and social consequences, thus research into road safety is of a special interest and numerous analyses and debates are being conducted worldwide as well as in Poland. In this paper the authors provide the results and recommendations coming from the analysis of accidents which happened on high speed roads during the heavy rainfall. The analysis of incidents which happened on sections with changing vertical alignment shows that a properly designed road geometry does not eliminate road accidents or conflicts.