Main Trunk Roads Research Articles

Study on the Relationship between Urban Street-Greenery Rate and Land Surface Temperature Considering Local Climate Zone.

Relationship exploration between the street-greenery rate (SGR) of different street types and land surface temperature (LST) is of great significance for realizing regional sustainable development goals. Given the lack of consideration of the local climate zone concept (LCZ), Chongqing's Inner Ring region was selected as a case to assess the relationship between SGR and LST. Firstly, the LST was retrieved based on Landsat 8 imagery, which was calibrated by the atmospheric correction method; next, the street-greenery rates of different streets were calculated based on the semantic segmentation method; finally, street types were classified in detail by introducing LCZ, and the relationship between SGR and LST was investigated. The results showed that: (1) The LST spatial distribution pattern was closely related to human activity, with the high-temperature zones mainly concentrated in the core commercial areas, dense residential areas, and industrial cluster areas; (2) The average SGR values of expressways, main trunk roads, secondary trunk roads, and branch roads were 21.70%, 22.40%, 24.60%, and 26.70%, respectively. The level of SGR will decrease when the street width increases; (3) There is a negative correlation between the SGR and the LST in most streets. Among them, the LST of secondary trunk roads in low-rise and low-density built-up areas with a south-north orientation had a strong negative correlation with the SGR. Moreover, the wider the street, the higher the cooling efficiency of plants. Specifically, the LST of streets in low-rise and low-density built-up areas with south-north orientation may decrease by 1°C when the street-greenery rate is increased by 3.57%.

Identification of Recurrent Congestion in Main Trunk Road Based on Grid and Analysis on Influencing Factors

To reduce the risk of traffic congestion to residents and the urban transportation system, this paper extracted frequently congested areas and major trunk roads based on the GPS (global positioning system) data of cabs and TPI (traffic performance index) data and identified traffic patterns and main trunk roads in the traffic grid, so as to analyze the evolution of traffic congestion and make effective suggestions. The results can not only enable travelers to effectively avoid peak periods and congested sections but also support the managers to optimize urban planning and implement efficient traffic management methods. The research process of this study is as follows: firstly, the research object area was divided into different grids based on one-week taxi GPS data and the distribution characteristics of taxi operations in Qingdao. Secondly, the two-dimensional grid traffic attribute information is constructed using the following two indicators: number of vehicles and the average speed of passenger trajectory. Then, the congestion discriminant model based on the three-dimensional traffic attribute information was established according to the variation rules of the number of position point in the grid. Finally, the TPI data was applied to compare and evaluate the identification results of the above two models to identify frequently congested grids and main trunk roads. The case analysis showed that the result of grid’s congestion status identification considering three-dimensional traffic attribute information (25.198%) was better than that of grid congestion state considering two-dimensional traffic attribute information (23.997%).

A Bi-Level Multi-Objective Optimization Model for Micro-Circulation Road Networks in the Open Block Area Considering Traffic Pollution and Intersection Delays

It is important for urban traffic micro-circulation to improve the density of urban branch road networks by opening roads inside blocks. To reasonably optimize the micro-circulation road network in the open block area, a bi-level multi-objective programming model that considers traffic pollution and intersection delays was developed. In this paper, the goals of minimizing traffic pollution and total travel cost are added to the upper-level programming model and the user equilibrium assignment model with the consideration of intersection delay was presented as the lower-level programming model. A modified genetic algorithm (GA) embedded with the Frank-Wolfe algorithm was designed to solve the established model. The traffic conditions of arterial roads and micro-circulation branch roads before and after optimizing the micro-circulation block road network were compared and analyzed by a numerical example. The results demonstrated that the bi-level programming model can effectively determine the traffic direction of branch roads and the forbidden situation of intersections in the micro-circulation network. Compared with the closed block, the average saturation of the main trunk road decreased from 0.97 to 0.83 with a decline ratio of 14.43% after optimizing the micro-circulation network in the open block area; the average saturation of the secondary trunk road decreased from 0.86 to 0.77, with a decline ratio of 10.47%. The travel time cost decreased by approximately 6.55%, and the traffic pollution decreased by approximately 3.40%, which verified the optimization effect of the model and the algorithm.

Noise reduction of plenum windows on the façade of a high-rise residential building next to heavy road traffic

Extensive traffic noise transmission loss measurements were carried out inside selected residential units of a standalone 32-storey housing block located next to a very busy and noisy main trunk road in the present study. A total of 35 units, which were all equipped with plenum windows, was surveyed. These plenum windows are intended to help reduce noise exposure of the residents and at the same time allow for a reasonable level of natural ventilation. The results show that the traffic noise transmission losses of the unit façades installed with the plenum windows adopted in this housing block vary between 10.6 and 13.0 dBA and are only weakly dependent on elevation from the trunk road. The results also validate in-situ the prediction model established previously by the authors using laboratory and site mockup data. Generalized models for both empirical and experimental estimation of the traffic noise transmission loss across a residential flat unit façade installed with multiple plenum windows are developed. The differences between their estimations are well within engineering tolerance.

Mining urban sustainable performance: GPS data-based spatio-temporal analysis on on-road braking emission

The on-road braking emission has been proved by former studies to account for a considerable part of on-road transportation. To improve cleaner air in urban area, the spatio-temporal analysis on emission performance of on-road braking is necessary as a guideline for decision-making. In this paper, we propose a framework for analysis on the particle matter emission of on-road vehicle braking events on an urban scale. We used massive vehicle trajectories in Tokyo area with short time interval as the database for analysis. From the result, we found that within the in the study area, the average driving distance during braking takes up about 20.60% of total driving distance. The average quantity of PM10 emission from braking for each driving trajectory is 14.09 mg and the one from exhaust emission is 35.36 mg. The emission from braking can averagely occupy 39.85% of exhaust emission. What’s more, in our finding, the braking emission from heavy duty vehicle is 2.33 times of light duty vehicle. From the spatial distribution of PM10 braking emission, we found that braking emission usually happened in the city center and popular crowded areas due to the large traffic volume, as well as the main trunk roads of capital expressway or highway. We also found a different spatial pattern between the light duty vehicle and heavy-duty vehicle. In temporal change, we found that rapid peaks during the rush hour on weekday and contrastive stabilization on weekend. We believe our finding can provide a clearer pattern and understanding on the emission behavior of on-road vehicle braking.

Technology and threshold: An empirical study of road passenger transport emissions

This paper analyzes the influencing factors of road transport carbon emissions from the perspective of “human-vehicle-environment”. The investigation data of Chongqing Transportation Group passenger transport emissions is used to carry out stepwise regression analysis. Influencing factors are selected to determine the main factors affecting road transport emissions; meanwhile, the road passenger transport emissions model is established. The influence degree of the main factors and the stability of the model are studied, and the calculation effect of the actual emission test model is compared. The results show that: a. the main influencing factors are the driving mileage of the secondary trunk road, the service life of the vehicle, the load quality and the oil products, among which the driving age, the driving mileage of the main trunk road and the highway are not the main influencing factors. b. The regression model is tested for multicollinearity, equal variance and residual distribution. It is found that the regression model does not have multicollinearity, which meets the hypothesis of equal variance and residual approximate normal distribution. It indicates that the model was stable. c. The simulation results show that the calculated value and the actual value almost coincide, and the fitting effect is optimal.

Стратегия развития кампуса ИРНИТУ

There are three main models of university spaces. The dispersed model comprises historical universities integrated into the urban development, with educational buildings and accommodation scattered throughout the city. The main variant form consists of an autonomous out-of-town campus. Here, the main functions of study, accommodation and recreation are compactly located on a single large site in an extra-urban loca-tion. However, a third type is exemplified by the INRTU, which consists of a large campus with a full range of educational and residential functions, but which is also integrated into the city with the main trunk road and bridge adjoining the site. At the same time, there are some problems: the lack of functions, places and the internal street network. While the university is beneficially located on the bank of the river, it does not presently have access to it. Moreover, the railway and low-value individual building continue to interfere with the site. Although there is a real opportunity to develop a full-spectrum recreational framework on the territo-ry consisting of a green cross, presently garages and parking lots are preventing this possibility. The for-mation of a dense internal street network will allow the desired level of connectivity of the territory featuring the construction and development of technology parks, a youth palace, a water-sports centre and an infor-mation-library complex in the form of individual buildings. The formation of a riverside university embank-ment will help to overcome the fragmentation of the environment and establish effective ties with neighbour-ing universities and the academic centre.

Design and construction of the new railway bridge over the River Neckar – Challenges of the foundations

AbstractAs part of the Stuttgart 21 infrastructure project, German Railways is building a four‐line railway bridge across the River Neckar in Stuttgart, work started in 2016.The Neckar railway bridge has an overall length of 345 m and has two abutments and six support axes. The structure crosses rail lines from the urban transit (Stadtbahn), the main trunk road B 10, inner city roads, the Neckar River, pedestrian and cycle ways as well as diverse public and private utilities.The bridge structure is located within the core mineral water protection zone, with its strict restrictions regarding the permissible depth of penetration into the subsoil and groundwater reservoirs. The mineral water springs lie within the construction site 26 m below the surface as artesian aquifers with an artesian pressure of ca. 10 m above ground level. From a groundwater management perspective, and following a program of five ground investigations and their evaluation, a raft foundation at the mid‐level of the lower Keuper, built using cut‐and‐cover technique with a compressed air caisson, was chosen as the most economical foundation type for the three primary supports.A further programme of hydrochemical and geomechanical ground investigations was undertaken during the construction design phase. Following an evaluation of these additional ground parameters, it was possible to replace the compressed air caisson with a more economical deep foundation using large diameter piles. A management concept for possible scenarios was needed for the large diameter pile construction to achieve the required consent for exceptions from the ban on ground penetration in the area of the mineral springs.

Road Network Management: Repair Action Plans for Self-governing Regions

The article describes road network of Slovak republic and structure of administration of this network. Road Network Management System is explained as a pavement management system used by road administrators of main trunk roads and limited access roads. Finally, the article describes the reasons and consequences of lacking pavement management system for regional roads - road administrators of self-governing regions and municipal authorities. Three different approaches of pavement management system (or its substitution) implementation are explained addressing limited pavement data collection capacities, and/or lack of technical experience of regional road administrations.

Natural resources complex of Russia: An unsustainable development trajectory

A brief geoecological analysis of Russia’s natural resources complex is presented in this work. The informational provision for the sphere of natural resources has worsened over the post-Soviet years. The role of industries based on mineral resources has been increasing. Imbalances are growing in the system of the extraction-processing-domestic consumption-export of mineral resources. The utilization of renewable natural resources is being ever more concentrated in compact areas near central locations and the main trunk roads. The boundaries of predominance in agriculture of plant cultivation are observed to have significantly extended from the latitudes of steppes in the 1980s to the tundra. As a result, the character and scales of agrarian impacts on natural complexes have dramatically changed. Important changes in the natural resources complex are not in conformity with the sustainable development criteria. A prominent role of natural complexes in the country’s economy determines the priority of the Earth sciences in the country’s science sphere, including geography and geoecology.

Economic Evaluation of Trends in Travel Time Reliability in Road Transport

This study aimed to demonstrate that travel time reliability and road network robustness from the user's perspective could be measured with the use of detailed traffic data and according to a definition proposed by international experts. These measurements can be used to describe and explain the trend of travel time reliability and to describe the trend of extreme travel time delays (or nonrecurrent congestion). In the Netherlands, the trend of travel time unreliability increased until 2008 but was followed by a decline in subsequent years until 2011. Socio-economic factors, such as population growth and employment, appeared to be the underlying factors for the increase in travel time unreliability. Serving as a counterbalance were various transport policy measures, such as the addition of lanes, traffic management, and speed limitation and control, which were implemented primarily during the years 2009 to 2012. Finally, the study demonstrated how the volume of travel time reliability could be used as a component for the cost–benefit analyses of adding infrastructure and for calculating the social costs of travel time unreliability for users of the main trunk road network.

Prediction and Study of Air Thermal Parameters in Unexploited Mine Regions Based on Temperature Prediction Model in Whole Ventilation Network

Abstract Mines with heat disaster danger have been increased year by year, in order to provide basic data for mine air- conditioning design, prediction of air thermal parameters in the mine unexploited region becomes particularly important. But at present, prediction of air thermal parameters is realized mainly by empirical formula and forecast method of single-line(main trunk road method), existing many disadvantages such as strong individual subjectivity, bad theoretical property and low forecasting precision. Therefore, a kind of air temperature prediction model in whole ventilation network based on wind enthalpy equation is put forward. By the model, air temperature prediction software in whole ventilation network which can make reasonable forecast of thermal parameters for different high temperature mines is programmed by determining air thermal parameters through wind energy equation and considering the influence of natural wind pressure. Through the prediction of the air thermal parameters of the wind route in the fifth mining area in east wing of Dongtan colliery, it can be seen that air temperature prediction model in whole ventilation network is scientific, reasonable and with strong operating nature, which can meet the requirements of the prediction of air thermal parameters in unexploited region of high temperature mines.

Traffic-Related Heavy Metal Accumulation in Soils and Plants in Northwest China

Pollution caused by traffic activities is increasingly becoming a great threat to urban environmental quality and human health in many municipalities in Northwest China. The Sophora japonica L., a native tree species occurring widely in many regions of Northwest China, was used as a case study to assess the potential effects of traffic pollution on heavy metal accumulation in leaves of S. japonica trees and associated soils. Fifty-four leaf samples and 41 relevant soil samples (0–10 cm) were collected systematically along main trunk roads and at parks distant from main trunk roads in the city of Lanzhou, Northwest China, respectively. Traffic pollution has resulted in significant accumulation of heavy metals in both the roadside leaves and soils, but the pattern and level of accumulation varied remarkably between elements. The nine elements examined can be classified into three groups relating to their responses to traffic pollution. The first group, including Zn, Cd, Hg, Pb and Cr, showed greater accumulation in both roadside soils and leaves. The second group, including Co, Ni and As, indicated greater accumulation in the roadside leaves only. The third group included only Cu and demonstrated a greater accumulation in the roadside soils only. Overall, Zn, Cd, Hg, Pb, Cu and Cr concentrations in the roadside soils were higher (8–72%) than those in the park soils, as well as much higher (32–300%) than the background values of the respective elements set for local soils (Lanzhou). Zn, Cd, As, Hg, Pb, Cr, Ni and Co concentrations in the roadside leaves were higher (27–111%) than those in the park leaves. The differences found among elements in the levels of accumulation suggest that the relative importance of the individual elements contributing to urban environmental deterioration will vary considerably.

Determination of metal accumulation in deposited street dusts in Amman, Jordan

Street dust samples (120 in total) were collected under stable weather conditions during the hot, dry season (August and September) of 2004 from six different localities (industrial, heavy traffic, medium traffic, light traffic, low traffic and rural) in greater Amman, the capital of Jordan. The concentrations of Fe, Cu, Cd, Pb, Zn and Ni in the dusts were determined by atomic absorption spectrophotometry. The high concentrations of Pb, Fe and Zn in the street dust samples were related to both anthropogenic (industrial sources combined with traffic sources) and natural sources. Surprisingly, the concentrations of Cd in the dusts were low. Correlation coefficient analysis and principle component analysis identified three main sources of these elements and the corresponding distributions. The elements Pb, Zn, Cd, Fe, Cu and Ni were mainly derived from industrial sources, with Pb and Zn additionally derived from traffic sources. The street dusts were found to have highly elevated levels of Zn, particularly along the main trunk roads, indicating that the Zn in the street dusts may be derived from traffic sources, especially vehicle tyres. The concentrations of metals in the different street dust samples were found to vary depending on the density of traffic.

Research on imago space of valley city

Currently domestic researches on urban imago space concentrate in a few cities that lie in the advanced region, such as Beijing, Guangzhou, Wuhan, etc., but in so far as those cities that lie in the northwest inland region, the research of this aspect is still few. In order to supplement a special example to the urban imago space theory and to validate former theory, this article studied the Lanzhou urban imago space. During the course of researching, authors adopted some investigating methods, such as visiting on the spot, photograph identification method and sketch map identification method etc. Using investigated data, this paper made an elementary research on urban imago space of Lanzhou, which is a typical valley city in the western China. The result of study indicated that the urban imago space of Lanzhou takes Xiguan Cross as its center (Lanzhou involves four districts of Chengguan, Qilihe, Anning and Xigu). In the process of recognition of urban imago space, the Huanghe (Yellow) River and mountains beside the city are the dominant factors and the main nodes of cognition. So the urban imago space of Lanzhou is quite different from that of plain cities. Interviewee did well in the spatial structure map, which was made up of mountainous land, river and main trunk roads, the group structure took profound impression on people.

Heavy metal contamination of urban soils and street dusts in Hong Kong

Due to rapid urbanisation and scarcity of land, most of the urban parks and recreational areas in Hong Kong are built close to major roads or industrial areas, where they are subject to many potential pollution sources, including vehicle exhaust and industrial emissions. An extensive soil survey was conducted in urban parks of Hong Kong to study the current conditions of heavy metals contamination in soils. Soil samples and associated street dusts were collected from more than 60 parks and public amenity areas in old urban districts, industrial areas and New Towns of the territory. Soils were also sampled in the remote country parks to establish the baseline conditions. The total concentrations of heavy metals and major elements in the samples were determined. The results indicate that urban soils in Hong Kong have elevated concentrations of Cd, Cu, Pb and Zn. The parks with high metal concentrations are located in old urban commercial districts and industrial areas, indicating that the major contamination sources in these soils are traffic emissions and industrial activities. In addition, the application of Cd containing phosphate fertilizers may be an important source of Cd in urban park soils. The street dusts have highly elevated Zn concentration, particularly along the main trunk roads. The high Zn content in the street dusts may come from traffic sources, especially vehicle tyres. Selective soil and road dust samples were also analysed for potential chemical speciation by a sequential chemical extraction method. The chemical partitioning results show that Pb and Zn are mainly in the carbonate/adsorbed and Fe–Mn oxide phases, while Cu is largely associated with the organic and sulphide fractions. The high exchangeable Cd in urban soils and high concentration of Zn in street dusts need further investigation for their ecological and health implications.

Estimating Benefits for Effective Enforcement of Speed Reduction from Dichotomous-Choice CV

We present an empirical estimation of the distribution of WTP foreffective speed restriction via implementation of local trafficcalming schemes. Random samples are drawn from the populations ofhouseholds (henceforth HHs) of three centres intersected by maintrunk roads with varying through traffic conditions. We estimatethe underlying WTP distributions from discrete-choice responsesto site-specific referendum contingent valuation studiesaccounting for zero-bidders. We then test the hypothesis ofdifferent distributions across villages. The statistical analysisconsists first of a parametric specification and then of atotally non-parametric one. Stated welfare changes for effectivespeed reduction are found to be sizeable and the parameters ofthe random utility models are plausibly related to differences inobjective speed measures across centres. The results appear toencourage the use of the referencum-CV method in the estimationof local public goods. In this case study the proposed publicproject would seem to pass the Kaldor-Hicks potentialcompensation test.

Estimating WTP for Speed Reduction from Dichotomous-Choice CV Responses with Follow-up: The Case of Rural Trunk Roads

We present an empirical estimation of the distribution of WTP for effective speed reduction via implementation of local traffic calming schemes. Random samples are drawn from the populations of households of three villages intersected by main trunk roads with varying through traffic conditions. We retrieve the underlying WTP distributions from discrete-choice responses to site-specific contingent valuation studies accounting for zero-bidders. We then test the hypothesis of different distributions across villages. The statistical analysis is first conducted by means of a parametric specification and then by a totally non-parametric one. Stated welfare changes for effective speed reduction are found to be sizeable and the parameters of the random utility models are related to differences in objective speed measures.

The Impact of a Road Upon Adjacent Heathland Vegetation: Effects on Plant Species Composition

1. The effect of a road upon heathland vegetation was investigated at five sites adjacent to the main trunk road through the New Forest, Hampshire, UK, with nine supplementary sites adjacent to five minor roads. 2. There was enhanced growth of vascular plants, notably heather and grass species near the road, which was probably due to oxides of nitrogen from vehicle exhausts. There was a decrease in the abundance and health of lichens near the road. 3. There was an increase in the abundance of grasses in the heathland near roads, which may be due to the changes in relative competitive ability of plant species under conditions of eutrophication. 4. The extent of the edge effect in the heath was closely correlated with the amount of traffic carried by the road, with a maximum edge effect of 200 m adjacent to a dual carriageway. This should be taken into account when considering the environmental impact of new roads. Road widening with its associated increase in traffic can also be expected to impact on existing oligotrophic communities beyond the actual land-take. Such schemes should include buffer zones to protect oligotrophic communities or other measures to minimize the pollution input from vehicle exhausts to environmentally sensitive areas.

Maintenance and control of the Kanmon highway tunnel

Kanmon Highway Tunnel is a 3.5-km-long undersea road tunnel linking Honshu Mainland and Kyushu Island under the Kanmon Straits. Carrying a traffic volume of approx. 25 000 cars per day, the tunnel plays an important role as a main trunk road (National Highway Route 2). On the other hand, poor environmental conditions of the undersea section during the tunnel's 28 yr of service, and the increasing number of large-size vehicles have caused deterioration of the tunnel structures and facilities. Japan Highway Public Corporation, which is in charge of operation of the tunnel, is considering establishing a future plan of tunnel maintenance and reform, and is now examining such a plan. This paper outlines, first, the daily maintenance and control issues such as organization, inspections, maintenance works, operation of facilities, and expenses for maintenance and control of the tunnel. The repair and renovation works already completed and to be executed in the near future are then discussed. The paper also examines environmental problems such as noise and polluted air around ventilation shafts. Le tunnel routier de Kanmon, d'une longueur de 3,5 km, a été construit pour une route qui lie l'île de Kyushu à la partie continentale de Honshu sous les détroits de Kanmon. Le tunnel a un rôle important en tant qu'artère principale (route nationale 2) et le traffic routier est approximativement de 25,000 voitures par jour. Toutefois, un environnement défavorable de la partie sous la mer du tunnel pendant ses 28 années de service, combiné avec un traffic accru du traffic poidslourd a causé la détérioration de la structure du tunnel et des facilités adjacentes. L'association publique des routes japonaises, qui est responsable du fonctionnement du tunnel, est en train de mettre au point un plan de réforme de l'entretien du tunnel. L'article donne un aper¢u tout d'abord de l'entretien journalier ainsi que des problèmes de contrôle tels que l'organisation, l'inspection, les travaux d'entretien, le fonctionnement des facilités adjacentes, les dépenses d'entretien et de contrôle du tunnel. Les travaux de réparation et de remodelage qui ont été déja effectués ainsi que ceux à venir sont discutés. L'article examine également les problèmes d'environment tels que le bruit et l'air pollué autours des puits de ventilation.