District Roads Research Articles

PENENTUAN PRIORITAS PENANGANAN RUAS JALAN KABUPATEN DI KABUPATEN KLUNGKUNG DENGAN METODE ANALYTICAL HIERARCHY PROCESS (AHP)

Budget limitations are a problem in road handling programming. The purpose of this study is to determine the hierarchical arrangement and quantitative measurements of each sub-criteria so that a mathematical formula is formed to develop a priority scale for handling district roads with the study location in Klungkung Regency. The decision making method used is Analytical Hierarchy Process (AHP). The hierarchical arrangement of the research results consisting of Level-1 is the objective, namely determining the priority scale for handling district roads in Klungkung Regency. Level-2 is a criterion, and Level-3 is a sub-criteria that affects the criteria. The criteria used are i). Network system (A) with sub-criteria for road conditions (A1), pavement width (A2) and disaster-prone areas (A3), ii). Land Use System (B) with sub-criteria for access to government offices (B1), to areas of tourist attraction (B2), to strategic transportation areas (B3), and to areas of holy places and cultural heritage (B4), iii). Movement System Criteria (C) with sub-criteria LHR (C1), and iv). Institutional System Criteria (D) with subcriteria included in the proposal in the Musrenbang (D1), according to the direction of RENSTRA (D2), and equal distribution of road stability (D3). The weights of each sub-criteria A1, A2, A3, B1, B2, B3, B4, C1, D1, D2, and D3 are 15.23%, 7.80%, 5.80%, 3.25%, respectively. 9.50%, 8.10%, 3.24%, 19.9%, 6.32%, 7.63%, and 13.24%. The mathematical formula based on the weight of the quantitative measurements, namely Y = 15.23A1 + 7.80A2 + 5.80A3 + 3.25B1 + 9.50B2 + 8.10B3 + 3,24B4 + 19.9C1 + 6,32D1 + 7,63D2 + 13 , 24D3. Obtained a priority scale arrangement of road handling, namely 62 very high priority scale roads, 58 high priority scale roads, 60 medium priority scale roads, 59 low priority scale roads, and 60 very low priority scale roads.

Identification and Improvement of Accident Black Spots on SH-1 and SH-38 Dist. Khargone (Madhya Pradesh) - A Case Study

we know that as the increment in population is directly connected to increment in vehicles. And if number of vehicles increase number of accidents is also increased. The reason of accidents are road parameters or human error. We find out from the previews analysis of data that 66% accidents are occur due to human errors and 33% due to the parameters of road. We have 3.3 million km network in India which consist all types of road just like National Highway (NH), State Highway (SH),, Major District Road (MDR) and other District Road (ODR). The Road safety is major important considarable thing in present time because accident cases goes very high in past some years. So the identification of the some sites that called black spots are important for the better road safety policies. So in this thesis we taking a route of a district khargone and find out the black spots, accidents cases, reason of accident cases and after the all calculations we also give the suggestion for the improvement of road. Mandleshwar is a town and Nagar panchayat in the Khargone district of the India state of Madhya Pradesh. It is on the banks of Narmada River 8 kilometres (5.0 mi) east of Maheshwar and 99 kilometres (62 mi) south of Indore. It is a "Pavitra Nagri" as termed by the government of Madhya Pradesh, as it is an ancient town. It is the education centre of Maheshwar block, the location of the district court and district jail of Khargone, and is also the political centre of Maheshwar block In mandleshwar city district Khargone roads has major connectivity and there are not big industries but these road carries large numbers of passengers to industrial area of Indore,and other state Gujarat ,Maharashtra ,Rajasthan through state highways and district road. Mandleshwar is also connected to other state highways just like: Mandleshwar to barwaha( SH 38) 41.4 km Mandleshwar to Mhow (SH 1) 56.2 km Mandleshwar to Dhamnod (SH 38) 21.4 km Mandleshwar to Khargone (SH 1) 47.0 km This paper presents an analysis of accidents on small portion state highway city mandleshwar to connect the other cities.The data for analysis is collected for the period of 2015 to 2019.

The Comparison of Prediction Model of Lowering Rate Road Surface Damage Between RCI and SDI Method in Lumajang Regency

Sand mining was a non-metal mineral commodity which had very good quantity and quality for building materials in Lumajang district. It was found in lava routes or large rivers in the Pasirian sub-district at Lumajang district. The location of sand material was in a river that passes through the regency road. This result was in many road damage in the district area. The efforts to overcome the damage that often occurs on roads in Pasirian sub-district included road improvement activities supported by road surface surveys using the RCI method which has been used in reporting basic road conditions. This study aim conducted of comparing the RCI survey method and predicting a decline in the last 3 (three) years to 2021 with the SDI survey method in 2021. The value being compared was in good condition from the overall report. After predicting the reduction in road damage with the regression method from the survey results of road conditions in 2017 - 2020 with the RCI method, the equation Y = -11,807 x 2021 + 23868 has a prediction of a decrease of 6,053%. After carrying out a survey of road conditions used the SDI method in 2021 on district roads in the Pasirian sub-district. There was an 8% decrease in good conditions. On the road in the Pasirian regency area, the decrease in the condition of the road surface was due to one of the factors being the excessive traffic load (over loaded) which causes a steady condition of the sections around the sand mine in the Pasirian sub-district.

Investigation of factors contributing to injury severity in single vehicle motorcycle crashes in India

Single-vehicle crashes are of major concern in both developed as well as in Low Middle Income Countries due to the severity of injuries, particularly fatal accidents. In India, a significant proportion of crashes are single-vehicle crashes. The vehicles which are involved in accidents due to causes such as self skidding, hitting stationary objects, trees that are simply contributed by the drivers themselves are referred to as out-of-control single-vehicle crashes. The main objective of this study is to evaluate the risk factors associated with single-vehicle motorcycle collisions in Tamilnadu, India and identifies the unique characteristics and injury outcomes associated with these collisions. Crash dataset for the present study was prepared from the police-reported crashes for the past nine years that occurred within the state of Tamilnadu between 2009 and 2017. The identified contributory factors which influence injury severity include driver characteristics, crash-related factors, traffic-related factors, vehicle and environment-related factors. In this study, injury severity is classified into three categories, i.e. fatal, serious, and minor injuries. Since the outcome of the injury severity could be measured on an ordinal scale, a discrete ordered outcome model, an ordered logit model is applied. To summarise the results, thirteen of the studied factors are found to have a significant influence on the injury severity of drivers. Results show that the likelihood of fatal injuries increases in crashes where motorcyclists hit stationary fixed objects, hit trees, ran-off road, inclement weather conditions, urban areas. It is also found that winter season, north districts of Tamilnadu, single and two-lane roads, highways, village roads and, other district roads, daylight conditions, drivers who are younger and working-age group, overtaking from left, taking u-turn are associated with less likelihood of fatal crashes. To increase the overall safety of the roads, targeted countermeasures may be designed in light of injury severity of the drivers with respect to single-vehicle crashes also. This study provides useful insights for reducing injury severity in single-vehicle motorcycle crashes.

Development of Cost-Effective Restriping Strategies using Standard Width and Wide Waterborne Paints on Asphalt Pavements in Hot and Humid Climates

In Louisiana, most districts restripe their roadways using waterborne paints every other year; this strategy is questionable in relation to efficiency and economy. Previous studies show substantial variability in paint service life throughout the U.S.A., ranging between 0.25 and 6.2 years. Shortcomings in modeling the retroreflectivity of waterborne paints appear to significantly contribute to these variations as several studies predicted these values using degradation curves with a coefficient of determination (R2) as low as 0.1. Therefore, the objective of this study was to develop new cost-effective restriping strategies using 4 in. and 6 in. wide waterborne paints (15 and 25 mils thickness) when applied on asphalt pavements in hot and humid climates. To achieve this objective, National Transportation Product Evaluation Program data were collected and analyzed to evaluate the field performance of waterborne paints commonly used in southern states of the U.S.A. and to develop a decision making model that may be used by transportation agencies to predict when to restripe their roadways. Results indicated that 4 in. wide standard paints exhibited service life up to four years depending on the line color, traffic and initial retroreflectivity, while 4 in. wide high build paints had a service life of at least three years. Based on a life-cycle cost analysis, it was concluded that Louisiana Department of Transportation and Development could restripe its district roads every three years instead of the current two-year period using the same product (4 in. or 6 in. wide) saving about $20 million or $2 million, respectively, every year when restriping a 5,000-mi network.

The Impact Assessment of Increasing Population Density on Jeddah Road Transportation Using Spatial-Temporal Analysis

This paper aimed to measure and analyze the impact of temporal population density changes on transportation in Jeddah, a fast-growing city in Saudi Arabia. Local cooperative interpretation is first used to quantify the temporal population density and transportation changes for three sample districts in Jeddah from 2007 to 2014. Three temporal indicators were developed to measure the impact of increasing population density on transportation: (1) District Road Density Index (DRDI); (2) District Parking Index (DPI); and (3) District Trip Index (DTI). Then, a statistical analysis was conducted to examine the temporal relationship between population density and transportation for the years 2007 and 2014, by performing a Pearson correlation analysis, a paired t-test and a bootstrap for paired samples test. The results of temporal indicators revealed a significant change in population density in Jeddah from 2007 to 2014, which seems to indicate intensified demand for transportation infrastructure. The Pearson correlation analysis indicated a strong positive relationship between population density variables and temporal impact indicators. Both a paired t-test and a bootstrap for paired samples test results indicated the effect of population density changes on transportation changes in Jeddah as a result of population density regulation changes in Jeddah from 2007 to 2014. This study presents sophisticated tools to study the impact of temporal population density change on transportation in a fast-growing city, which will facilitate the measurement and evaluation of urban sustainability.

Flexible pavement design of district road

In nowadays it is very important to have a proper road network for the purpose of good transportation. Few places road network is not available while the traffic is higher and enough. Pavement is generally being constructed and used for the purpose of smooth and comfort moment of the traffic. Flexible pavements will be subjected to load by wheel develop stress particles-to-particles transmit to the lower grades of layers through the granular structure. The pavement is subjected to the wheel loading action on it and the load is to be distributed to a larger area, such that the decrease in stress will occur with respect to the depth. The patch considered in this project is of KKY District Road. [KKY-Karimnagar Kamareddy Yellareddy]. The current condition of the KKY road is very much disturbed with the presence of uneven undulations as heavy loaded vehicles like moment of trucks took part. Hence, for the purpose of the fulfilment of all the above requirement factors and for the comfort moment of traffic. Adopted the effective design of flexible pavement. In this paper, we are enclosing the design report KKY road which includes all the which comes under the project of the pavement construction.

PRIORITAS PENANGANAN JALAN KABUPATEN PIDIE MENGGUNAKAN METODE ANALISIS MULTI KRITERIA (AMK)

Pidie District has a district road length of 1,015 Km and is divided into 445 roads. The lack of funds makes it difficult to determine the priority of handling the road, it is necessary to examine the method of setting road priority in accordance with the needs of the community. The purpose of this study was to obtain criteria weights based on perceptions of importance between criteria using 15 stakeholder respondents and to determine the priority order of handling road infrastructure in Pidie District due to limited funding capacity in Pidie District Government using the Multi Criteria Analysis (AMK) method accessibility, regional development, economic sector development, cost aspects, environmental impact and road damage as the selection criteria. The results of this study are that road damage criteria get the highest weight, which is 0.197, then environmental impact criteria 0.190, economic development criteria 0.184, accessibility criteria for accessibility 0.152, regional development criteria 0.147 and cost aspect criteria 0.130. This can be interpreted that the aspect of road damage is a major consideration in determining the priority of road development in Pidie District but not significant to other criteria. Based on the weighting and scoring of these criteria, a sequence of priorities for road handling in Pidie District is obtained, where Jalan Bangkeh - Leupu is the first priority with a performance value of 4.152

On the tiger trails: Leopard occupancy decline and leopard interaction with tigers in the forested habitat across the Terai Arc Landscape of Nepal

Better conservation planning requires updated information about leopard distribution to prioritize and allocate limited resources available. The long-term persistence of leopards and sympatric tigers can be compromised by linear infrastructure development such as roads that fragment habitat. We used detection and non-detection data collected along walking search paths (~4140 km) in 96 grid cells (each cell 15 km by 15 km) spread across potential habitat (~13,845 km2) in the Terai Arc Landscape, Nepal. Multi-season occupancy models allowed us to make both spatial and temporal inferences between two surveys in 2009 and 2013, based on ecologically relevant covariates recorded in the field or remotely sensed. Additionally, we used 2013 data to make inferences on co-occurrence between tigers and leopards at the landscape level. We found the additive model containing deforestation and district roads negatively influenced leopard detection across the landscape. Although weak, we found anthropogenic factors such as extent of deforestation (decrease in forest cover) negatively affected leopard occupancy. Road abundance, especially for the east-west highway and district roads, also negatively (but weakly) influenced leopard occupancy. We found substantially lower occupancy in the year 2013 (0.59 (SE 0.06)) than in 2009 (0.86 (SE 0.04)). Tigers and leopards co-occurred across the landscape based on the species interaction factor (SIF) estimated at 1.47 (0.13) but the amount of available habitat and the prey index mediated co-occurrence. The SIF decreased as habitat availability increased, reaching independence at large habitat patches, but leopard occupancy declined in sites with tigers, primarily in large patches. The prey index was substantially lower outside of protected areas and leopards and tigers co-occurred more strongly in small patches and at low prey indices, indicating potential attraction to the same areas when prey is scarce. Mitigation measures should focus on preventing loss of critical leopard, tiger, and prey habitat through appropriate wildlife-friendly underpasses and avoiding such habitat when building infrastructure. Leopard conservation has received lower priority than tigers, but our metrics show a large decline in leopard occupancy, thus conservation planning to reverse this decline should focus on measures to facilitate human-leopard coexistence to ensure leopard persistence across the landscape.

Estimated Maintenance Costs of Brazilian Highways Using Machine Learning Algorithms

The road infrastructure is considered to be a key prerequisite of social and economic development of any country and therefore solutions that assist in the management and maintenance of this key infrastructure are important. This paper presents the application of Machine Learning algorithms, such as Multilayer Perceptron Neural Network and K-means for estimating the level of services required for highway conservation in Brazil. The data used is from the Federal District highways, recorded in the form of Service Orders in the Road Administration System, as well as the road solutions catalog elaborated from the price table of the Federal District Roads Department. A database was created containing data for routine maintenance history, road solutions catalog and price lists. The machine learning algorithms were applied and evaluated, and it was concluded that the K-means algorithm had the best performance for estimating the maintenance costs of Brazilian highways.

Sistem Pendukung Keputusan Penentuan Lokasi Perbaikan Jalan Menggunakan Metode Simple Additive Weighting (SAW) (Studi Kasus : Dinas P.U Bina Marga Kabupaten Ogan Ilir)

Currently the system to determine the location of roadworks at the Department of Public Works Highways Ogan Ilir already running properly with the working guidelines of government regulation No. 34 of 2006 on the road needs to be improved in accordance with the streets according to their status as district roads. However, the process to determine which path should be repaired first they compare with the printed document, so that problems that occur are not effective in the process of decision-making and reporting. Therefore, this study about decision support systems determining the location of roadwork that aims to speed up the decision making process regarding the location of which road to be repaired first by a ratio of specified criteria. The method used mainly in the development of the system is a Simple Additive weighting method (SAW) that can help best decision against several alternative decisions to obtain an accurate and optimal decision. The system is developed using PHP programming language and MySQL database in order to produce a support system that can provide an alternative in the decision.

Analysis Traffic Volume of Rigid Pavement Damage on Roads Badami Karawang

The road was a means of land transport is very important to the social relations and economic goods and services, and with a population that is increasing in every year to year, increasing the number of vehicles passing on the road that there is, therefore, in need planning a safe way according to the function, volume, and nature of traffic. Road repairs cost a lot and this action is felt not quite right because remedies can not survive by age plans and in kutif of IDN Times in 2019 that the condition damages the highway in the district of Karawang based on data from the Department of Public Works and Spatial Planning (PUPR) Khanewal district, along with the road status 1937.53 kilometers of district roads in poor condition. (IDN Times, 2019). This study was conducted to assess how much influence the volume of vehicles to the damage occurred on roads Badami karawang at STA 0 + 000-0 + 500 and STA 2 + 250-2 + ??750, to examine the above problems by analyzing data from LHR and road damage the method of Highways, then further by looking at the correlation between the volume of vehicles on the road destruction by using SPSS and to increase the strength of rigid pavement using cement concrete road pavement planning 2003 is an additional layer (overlay) using the rigid pavement. From the analysis and discussion get Simultaneous Effect Hypothesis Test results that the Sig. (0,000) <? (0.05) and f count (35.671)> F table (3.89) H0 is rejected. It can be concluded that the simultaneous effect of the Light Vehicle Road damage of 33.8%, the simultaneous effect of the Heavy Vehicle Road damage amounted to 47.7%, Motorcycles simultaneous effect on road damage by 12.1% and the simultaneous effect of Motor Vehicles not to road damage by 14.2%, the result of the identification of the type and class of road damage indicates that the need for administration of additional layer (overlay) as a treatment for damage to roads, based on the analysis of the design used road repair method with a design life of 10 years, namely: (Overlay) Rigid Pavement (Rigid Pavement) as thick as 18 cm .and of analysts earn fees at cost (overlay) Rigid Pavement (Rigid Pavement) Rp. 9,114,626,20 / segments.

Old Dumped Fly Ash as a Sand Replacement in Cement Composites

The use of industrial residues to replace natural resources for the production of building materials is economically and ecologically justified. Fly ash (FA) taken directly from electro-filters is commonly used as a cement replacement material. This is not the case, however, for old dumped fly ash (ODFA) that has been accumulating in on-site waste dumps for decades and currently has no practical use. It causes environmental degradation, which is not fully controlled by the governments of developed countries. The aim of the study was to assess the possibility of using ODFA as a partial replacement for sand in cement composites. ODFA replaced part of the sand mass (20% and 30%) in composites with a limited amount of cement (a cement-saving measure) and sand (saving non-renewable raw material resources). ODFA was activated by the addition of different proportions of hydrated lime, the purposes of which was to trigger a pozzolanic reaction in ODFA. The quantitative composition of the samples was chosen in such a way as to ensure the maximum durability and longevity of composites with a limited amount of cement. The 28-day samples were exposed to seawater attack for 120 days. After this period, the compressive strength of each sample series was determined. The results suggest the possibility of using ODFA with hydrated lime to lay town district road foundations and bike paths of 3.5 to 5 MPA compressive strength. What is more, these composites can be used in very aggressive environments.

Analysis of a Pollution Transmission Process in Hefei City Based on Mobile Lidar

The air pollution has been regional in China with the development of economy. To monitoring the air pollution transmission, a new technique, mobile lidar system (GBQ-S01), was introduced. In this paper, a pollution transmission process happened on October 26th, 2017, was analyzed with the use of mobile lidar, air quality monitoring stations data, and Hysplit backward trajectories. The results showed that the polluted air mass was transferred from northeast under the force of air pressure. Under the influences of air pollution transmission and bad meteorological diffusion conditions, The PM10 quality concentrations in Hefei increased a lot within 5 hours; among all the 10 national air quality monitoring stations, the Luyang District (the northernmost one) and Changjiang Middle Road (the easternmost one) received the most serious impact with PM10 concentration reached up to 252 μg/m3 and 219 μg/m3 at 22:00 (Beijing Time).

Assessment of modulus using falling weight deflectometer and cores for stabilized layer

There are conventional methods available for designing of flexible pavement based on the past experience whereas for the design of Cement Treated Base (CTB) and Cement Treated Sub Base (CTSB) layers no such conventional methods are available. Use of cement stabilization in granular material is an effective technique to increase the stiffness of base and sub base layers and also in the thickness reduction in comparison to conventional layers. Furthermore, cement base layers can improve the fatigue behaviour of asphalt surface layer and subgrade rutting over the short and long term. In our country, there is no performance data available for CTB and CTSB layers in in-situ conditions. This paper deals with the investigation of the resilient modulus (MR) of stabilized pavement layers through field data collection on in-service flexible pavement sections which may be useful for design purpose. The main objective of this research study is to make a comparison of MR values for cement stabilized layers using non-destructive method viz. Falling Weight Deflectometer (FWD) and destructives test method through cores. The field data has been collected from State Highway (SH) and Major District Road (MDR) around Lucknow, Uttar Pradesh. No visual distress was observed on both the road sections at the time of field surveys. Two study sections on SH and one on MDR of about 500 m length has been identified for the study.The in-situ cores were obtained from CTB and CTSB layers which were tested for determination of MR values through Unconfined Compressive Strength (UCS) as per IRC:37-2018. FWD deflection data was used for determination of MR values using backcalculation software for CTB and CTSB layers. Furthermore, the thickness and the properties of each layer were determined by conducting test pits on the existing pavement.

Operating Speed Differential Model for Heavy Vehicles using GPS Driving Data

It is well known that the operating speed varies continuously from the approach tangent to curve on the highways. In other words, it indicates the lack of consistency in geometric design element or combination of the design elements which fail to meet the driver’s expectations to maintain the consistent operating speed. It is necessary to evaluate the inconsistency in highway geometric design elements by continuous measurement of the operating speed along the tangent to curve. The current study analyses and models the speed differential along the approach tangent-to-curve of the highway alignment. The data was collected for the heavy vehicles plying on the rural state highway and the major district road having geometrically constrained elements. High-end GPS data loggers were fixed in the vehicles to collect the required data. Variables such as speed, lateral-longitudinal acceleration/deceleration and temporal and spatial coordinates, of the vehicles were analysed, and models were developed to predict the 85th percentile speed differential (∆85V) using continuous speed profile data. The analysis results revealed that, most of the times vehicle starts to decelerate near the approach tangent which continuous to the curve portion where it reaches minimum speed and again accelerates in the curve portion to the departure tangent till it attains the free-flow speed. The insights from the study can be used to evaluate the consistency in the geometric design elements of the rural highways for the heavy vehicles observed in developing world traffic.

Utilizing different wastes in rural roads of Karad, District – Satara, India

The rural roads in India comprise of village roads (VR) and other district roads (ODR). The traffic intensity is taken as 2 million standard axles (msa) since traffic load has increased on the rural roads. The design guidelines have recommended the utilization of wastes accessible in the nearby vicinity for road construction. Effective disposal of wastes such as plastic, rubber and electronic waste is the main concern in India. The adverse effects of these identified wastes could be put to a beneficial use if utilized in road construction. Due to the increasing trend of heavy traffic on rural roads, a bituminous Macadam layer is generally laid over granular layers of the pavement. As such, the primary objective of the research is to discover the optimum content of using the identified wastes to replace bitumen and aggregates of rural roads. Numbers of laboratory tests have been carried out on modified mixtures to understand the aptness and optimum content of the wastes in construction of rural roads. The strength property of the naturally available soil was studied for the rural roads in Karad. The California bearing ratio test analysis and their outcomes were employed to assess the strength of the subgrade in the study area. Further, based on the suitability of identified wastes in bituminous layer, IITPave software was used to analyze the performance of rural roads of the study area. Using the IITPave software, design charts were created based on utilizing the wastes for rural roads in Karad, District – Satara, India.

Road traffic injury happened on the way to school, among primary and secondary school students in Mengzi city, Honghe prefecture, Yunnan province in 2018

Objective: To understand the current situation of road traffic injuries among primary and secondary school students in Mengzi city. Methods: Using the cluster random sampling method, more than 9 000 primary and secondary school students from 20 primary and secondary schools in Mengzi city, were randomly sampled. A questionnaire survey was conducted on the occurrence of road traffic injuries in school students. Results: A total of 9 197 students were surveyed, including 150 from road traffic injuries. The incidence rates of road traffic injuries was 1.63% among students in Mengzi city and 2.85% among junior high school students, with the high incidence in May. The leading places of injuries were village roads (38.00%), city roads (33.33%) and district roads (12.67%), respectively. 26.67% of the traffic injuries occurred on the way to or from schools, with riding on electric bicycle (52.00%) as the major cause and contusion/abrasion (75.33%) appeared as the major signs. Both lower and upper limbs plus multiple parts were accounting for 45.51%, 22.16% and 16.17%, respectively of all the injuries. 70.67% of all the cases with road traffic injuries in children, recovered after treatment. Children with road traffic injuries would stay in the hospital for up to 90 days but spent less than 30 000 Yuan. Conclusion: The incidence of road traffic injuries among students in Mengzi city seemed relatively high, with junior high school students reached the highest. Riding electric bicycle appeared as the leading cause for traffic injuries in children in Mengzi city of Yunnan province.

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)

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

Studies on the impact of the technical characteristics of local roads on road safety

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.