Pavement Width Research Articles

Numerical analyses on the spatial-temporal thermal influence range of embankment in the Qinghai-Tibet Engineering Corridor

The density of linear engineering projects within the Qinghai-Tibet Engineering Corridor has increased, and the study of the thermal influence range of a single linear engineering project has become more important. This paper employs the finite difference method to investigate the influence of embankment size, mean annual ground temperature (MAGT), and construction time on the spatial-temporal evolution of the embankment's lateral and vertical thermal influence range. Additionally, a parameter sensitivity analysis of the lateral and vertical thermal influence ranges throughout the entire service life of the embankment is conducted. The results indicate that under the same service time, the lateral-vertical ratio (Lc/D), as well as the lateral thermal influence range (Lc) and the vertical thermal influence range (D), increase linearly with increasing embankment height and pavement width. The Lc/D increases with increasing MAGT, but the Lc and D decrease with increasing MAGT. The Lc/D, the Lc, and the D are not significantly affected by construction time. During the 50-year service life of the embankment, the most significant factor impacting the Lc is the pavement width, and the MAGT is the most significant factor impacting the D. The results are expected to serve as a guide for the design and construction of roads in the permafrost regions of the Qinghai-Tibet Plateau.

Comparative Analyses on Factors of the Pedestrian Numbers in a Downtown Area at Two Points of Time Using Space Syntax Indicators – in the Case of Sakae-South, Nagoya CBD in Japan

Objective: The objective of this study is to investigate the factors of the estimated pedestrian numbers in Nagoya, Japan at two points of time, with the aim of clarify the impact from two Space Syntax indicators, intensity of space use, distance from the station and pavement width on the pedestrians at two points of time. Theoretical Framework: The factor ranking for pedestrians in some prior reports shows the Space Syntax indicators to be higher ranking. This suggests a possibility of pedestrian factor analysis in which the Space Syntax indicators are added to factors. However, no one has checked if the Space Syntax indicator has an influence as a factor of the pedestrian number even if the time is changed. Therefore, it is meaningful to conduct the factor analyses in multiple times and compare the models. Method: The methodology adopted for this research comprises the creation of the correlation matrix between pedestrian numbers and the candidate explanatory variables, conduction of the multiple linear regression analysis at two points of time and comparison of two models. Data collection was carried out through the survey of the pedestrian numbers, calculation of Space Syntax Indicators. Results and Discussion: The results obtained revealed that the multiple correlation coefficients of the models decreased from 0.701 at first point of time to 0.562 at second point of time, but the Space Syntax indicator satisfied a significant difference at a 5% level in a t-test for the two points of time. In the discussion section, as tasks to be tackled in the future, further examination of points of time along with understanding the likely influence of Space Syntax indicators if other factors significantly change will clarify the validity of the Space Syntax indicators. Originality/Value: This study contributes to the literature by showing that the Space Syntax indicator has a certain degree of influence as a factor of the pedestrian number even though a point of time and pedestrians are changed.

Simulation of Water Flow Path Length (WFPL) and Water Film Depth (WFD) for Wide Expressway Asphalt Pavement

This paper simulates actual rainfall conditions and raindrops flowing to form a water flow path (WFP) on the pavement surface of the wide expressway. Then, the different linear combination conditions, including longitudinal slope (LS), transverse slope (superelevation, TS), gradual change rate of TS, and pavement width (PW), were simulated and analyzed. The results show that (1) the influence of each linear index on the maximum water film path length (WFPLmax) and maximum water flow depth (WFDmax) differs (according to the absolute values of Beta, LS has the greatest influence on WFPLmax, and PW has the greatest influence on the WFDmax for both straight-line and circular-curve sections); (2) when the design value of LS is between 1.1% and 4%, the WFDmax can be effectively reduced by lowering the value of LS; (3) in the case of a high design value of LS, it can be considered to increase the TS of the pavement arch from 2% to 2.5% to effectively reduce the WFPLmax, and the wider PW, the better the reducing effect; (4) while widening the expressway, adjusting the TS from 2% to 2.5% can effectively offset the increasing effect of PW on the WFDmax. This research aims to fill the research gap in the simulation of runoff characteristics of wide expressway asphalt pavements and to improve the alignment design of expressways from the drainage perspective for the improvement of driving safety.

Analysis Of The Implementation Of Road Safety On The Jombang-Kertosono Arterial Road Section

According to data from the Jombang Regency Traffic Traffic Unit of December 2022, there were 114 cases of traffic accidents on the Jombang-Kertosono arterial road. Thus, an analysis of road safety is needed on this road section. The author analyzes the application of road safety using the IPA (Importance Performance Analysis) method, the EAN (Equivalent Accident Number) method, and geometric calculations of roads in accident-prone areas. Based on the analysis of the application of road safety using the IPA method, it is known that the main priority attributes in driving safety are traffic signs and road markings as well as sharp turns which are quite dangerous for motorists. Based on the analysis of accident-prone areas using the EAN method, it is known that STA 01+00 – 02+00 has the highest EAN score of 249 accidents. Based on the road geometric review, it is known that the stopping sight distance of STA 01+00 – 02+00 is 46.78 m which when compared to the standard stopping sight distance is not sufficient and is considered less safe. The value of the side freedom area according to the calculation analysis is 5.4 m which is greater than the available E value, which is 4 m, so it is considered less safe. There are 2 suggested bends using the Spiral-Circle-Spiral type and 2 Spiral-Spiral type bends where each of these bends requires widening the average road pavement width of 1 meter to reduce the risk of traffic accidents on bends due to adequate road width.

Modelling crash severity outcomes for low speed urban roads using back propagation – Artificial neural network (BP – ANN) – A case study in Indian context

This work analyses influence of road, weather and crash-specific factors on crash severity outcomes for low-speed urban midblock sections and intersections, for day and night time, using Backpropagation–Artificial Neural Network (BP–ANN). Five-year crash data (2015–2019) from 82Km urban road network of Patna, India was used for the study. The road factors include pavement width, distress condition, marking; shoulder type, condition; road section type as mid-block, intersection and intersection control. Weather factors include season of crash, fog or rain at crash time. Crash factor include collision partner, type and crash time. The most appropriate BP–ANN model architecture was estimated using Misclassification-Rate. It was observed that midblock segments witness higher severities during daytime, whereas intersections witness higher severities during night. Controlled intersections are safer compared to un-controlled intersections. Pavement distress greatly increase the chance of higher severities. Narrow roads record greater severities during day due to lack of surveillance.

Effective lane width analysis for autonomous trucks

Lateral wander of autonomous truck can be further improved by optimizing the uniform wander. Increase in available lane width for the autonomous trucks can increase the performance efficiency of this mode. This research is based on finding the optimum, combination of lane width increment and asphalt layer thickness reduction among different scenarios. Therefore, In this research with assumed maximum lane width of 4.35 m, difference combination of lane width and asphalt layer thickness scenarios have been analyzed using finite element modelling in ABAQUS. Considering the base pavement width of 3.75 m, increment for each scenario is 15 cm and reduction in asphalt layer thickness is at 2 cm. Performance efficiency of each scenario is conducted while considering the initial construction costs and damage assessment for each scenario. Moreover, life cycle cost analysis (LCCA) is conducted for the base scenario and selected optimum scenario. Results show that increase in pavement width beyond 4.2 m, renders the scenarios uneconomical and thus, the scenario consisting of 4.2 m lane width and 16 cm asphalt layer thickness yield a maximum performance efficiency of 20% among all other alternatives. LCCA analysis shows that a difference in salvage value of 42 million Euros exists when compared with the base scenario. By selecting the optimum lane width of 4.2 m and asphalt layer thickness of 16 cm, Pavement lifetime can be further increased by 13 years with full depth reclamation used as maintenance intervention.

The relationship between cycle track width and the lateral position of cyclists, and implications for the required cycle track width

Introduction: Sufficient cycle track width is important to prevent single-bicycle crashes and collisions between cyclists. The assumptions on which the minimum width is based in guidelines is founded on only a few studies. The aim of the present study is to investigate the relationship between cycle track width and lateral position of cyclists. Method: We conducted an experiment to evaluate the lateral position of cyclists along cycle tracks with different widths (Study 1). Participants cycled on an instrumented bicycle with a LIDAR to measure their lateral position. Five conditions were defined: cycle track width of 100 cm, 150 cm and 200 cm without interaction, and cycle track width of 150 cm and 200 cm with an oncoming cyclist simulated by a parked bicycle. The cross-sectional Study 2 is based on the collected lateral position measurements at cycle tracks with varying width reported in Dutch studies since 2010. Results: The experimental Study 1 with 24 participants shows that an increase in cycle track width causes cyclists to ride further away from the verge and keep more distance from an oncoming cyclist. The cross-sectional Study 2 was based on lateral position measured at 33 real-life Dutch cycle tracks. Study 2 yielded similar results, indicating that doubling pavement width increases lateral position by some 50%. Study 2 shows that, compared with a solo cyclist without interaction, a right-hand cyclist of a duo and a cyclist meeting an oncoming cyclist ride around 30% closer to the verge. Conclusions: The wider the cycle track, the more distance cyclists maintain from the verge. Cyclists ride closer to the verge due to oncoming cyclists. Practical applications: Given a cyclists’ lateral position while meeting, common variations between cyclists’ steering behavior, and vehicle width and circumstances, a cycle track width of 250 cm is needed for safe meeting maneuvers.

Black spots identification on rural roads based on extreme learning machine

<span lang="EN-US">Accident black spots are usually defined as road locations with a high risk of fatal accidents. A thorough analysis of these areas is essential to determine the real causes of mortality due to these accidents and can thus help anticipate the necessary decisions to be made to mitigate their effects. In this context, this study aims to develop a model for the identification, classification and analysis of black spots on roads in Morocco. These areas are first identified using extreme learning machine (ELM) algorithm, and then the infrastructure factors are analyzed by ordinal regression. The XGBoost model is adopted for weighted severity index (WSI) generation, which in turn generates the severity scores to be assigned to individual road segments. The latter are then classified into four classes by using a categorization approach (high, medium, low and safe). Finally, the bagging extreme learning machine is used to classify the severity of road segments according to infrastructures and environmental factors. Simulation results show that the proposed framework accurately and efficiently identified the black spots and outperformed the reputable competing models, especially in terms of accuracy 98.6%. In conclusion, the ordinal analysis revealed that pavement width, road curve type, shoulder width and position were the significant factors contributing to accidents on rural roads.</span>

ANALISIS KONDISI PERKERASAN JALAN DENGAN METODE BINA MARGA DAN PAVEMENT CONDITION INDEX (PCI)

Highways are one of the infrastructures to accelerate the growth and development of an area, especially the Klungkung Regency. Due to the age of the road pavement plan, the road service level will decrease. If this condition is left unchecked, it will worsen the condition of the pavement layers and the costs required will increase. Therefore, it is necessary to analyze the road damage so that later it can determine the maintenance and handling program. In writing this analysis using qualitative methods, data on road damage conditions was carried out by visual surveys, on the Kutapang-Maos road section, with the length of the road being observed along 1,200 km from km 0+000 - km 1+200. The categories of types of damage reviewed are cracking, patches and holes, surface hardness, grooves, and subsidence. While the existing condition of the pavement width is 3 meters, the pavement thickness is 5 cm with the AC layer, and the last overlay was carried out in 2009. The condition of the road shoulders is 1.5 – 2 meters wide with a grassy surface. In the analysis of the types of damage raveling, alligator cracking, patching, longitudinal and transverse cracking, shoving, potholes, ruts, and grade depressions with the Bina Marga method analysis, the priority order value is 8 while the PCI method analysis gets the road condition value is 6, meaning the road is included in moderate condition level (Fair) and the order of priority is 9 so that the appropriate alternative type of maintenance is a routine maintenance program. The form of handling the damage is with Burtu, Burda, and Lapen, while the costs required are Rp. 27,702,395.00-

Investigation of Wind Characteristics and Cooling Effects of Crushed-Rock Embankment with Different Pavement Widths in Permafrost Region

A crushed-rock embankment (CRE) with a high porous crushed-rock layer (CRL) can effectively cool the underlying permafrost through natural ventilation within the layer. However, in addition to the ambient conditions, the ventilation efficiency of the CRL and its cooling effect are significantly affected by the pavement width. In this study, the local wind flow around an embankment section was first analyzed based on field monitoring data. Then, considering climate warming, a 2-D coupled model of heat and mass transfer was established to investigate the wind characteristics and the cooling effects of the CRE with different pavement widths. The results showed that the pavement width exerted considerable impacts on the wind characteristics and cooling effects of the CRE. These impacts were evaluated via variations in the wind speed, the permafrost table, and the soil temperatures. An increase in pavement width can lower the wind speed within the CRL, which is adverse to the long-term thermal regimes of the embankment and the underlying permafrost. In addition, due to differential wind flows around the embankments, an asymmetric distribution of the soil temperatures beneath the windward and leeward sides of the embankments existed. Overall, it is hoped that the results of this study can provide informative references for the Qinghai–Tibet expressway that is constructed in permafrost regions.

Safety Aspects of Minor Road Junctions on MDR 132 – Nuh to Hodal

Accident occurring at junctions is a major problem in India. As per the annual report 2019, almost 50% of road accidents in India occurred at junctions. In this study, an attempt has been made to study the safety aspects of minor road junctions on MDR 132 in the Palwal District of Haryana State. The main aims of the present study are to study the safety aspects of minor road junctions on MDR-132 from Nuh to Hodal by analyzing various features of minor road junctions like markings, signs, shoulders, sight distances, lightings, median, etc., and to give suggestions to minimize the accidents. Two types of data were collected. One is from the field, and the other is from registered FIRs. The first one includes pavement width, shoulder width, marking, speed breaker, signs, types of junctions, sight distance, etc. The second one includes hitting and victim vehicle, fatal, grievous and minor injury, visibility, age of the victim, etc. It was observed that the number of accidents is being affected by various road parameters. For example, the number of accidents at uncontrolled junctions is decreasing as pavement width, shoulder width, sight distance, and presence of speed breaker [especially on minor roads] are increasing. Similarly, it was also observed that the number of fatalities decreased as the considered road parameters were increased.

Self-reconfigurable robot vision pipeline for safer adaptation to varying pavements width and surface conditions

This work presents the vision pipeline for our in-house developed autonomous reconfigurable pavement sweeping robot named Panthera. As the goal of Panthera is to be an autonomous self-reconfigurable robot, it has to understand the type of pavement it is moving in so that it can adapt smoothly to changing pavement width and perform cleaning operations more efficiently and safely. deep learning (DL) based vision pipeline is proposed for the Panthera robot to recognize pavement features, including pavement type identification, pavement surface condition prediction, and pavement width estimation. The DeepLabv3+ semantic segmentation algorithm was customized to identify the pavement type classification, an eight-layer CNN was proposed for pavement surface condition prediction. Furthermore, pavement width estimation was computed by fusing the segmented pavement region on the depth map. In the end, the fuzzy inference system was implemented by taking input as the pavement width and its conditions detected and output as the safe operational speed. The vision pipeline was trained using the DL provided with the custom pavement images dataset. The performance was evaluated using offline test and real-time field trial images captured through the reconfigurable robot Panthera stereo vision sensor. In the experimental analysis, the DL-based vision pipeline components scored 88.02% and 93.22% accuracy for pavement segmentation and pavement surface condition assessment, respectively, and took approximately 10 ms computation time to process the single image frame from the vision sensor using the onboard computer.

Analisa Kerusakan Perkerasan Jalan Rigid Dengan Metode Bina Marga Dan Metode PCI (Pavement Condition Index) Studi Kasus Jalan Lintas Muara Tembesi – Muara Bulian

In analyzing the condition of rigid road damage, the Bina Marga method and the PCI (Pavement Condition Index) method can be used. This study aims to determine the level of road surface damage and how to handle it on the Muara Tembesi - Muara Bulian crossing, Simpang Terusan Village to Tenam Village, with a length of 2,850km and a pavement width of 7.5m. In this study, the priority order of road handling using the Bina Marga method is based on a range of values from 0 to 7, while the PCI method ranks pavement conditions from 0 to 100. The results of the assessment on the Muara Tembesi - Muara Bulian cross-road using the Bina Marga method and the PCI method (Pavement Condition Index) shows a relatively similar assessment, where the Bina Marga Method has the results that the left side with the priority order of UP = 4 and the right side with the priority order of UP = 5 and is categorized in the periodic maintenance program. While the PCI method (pavement condition index) has the result that the value of the level of damage to the left side is 88.21 and the right side is 94.78, which is included in the perfect qualification (excellent), so it is categorized in the periodic maintenance program.

EVALUASI PERENCANAAN PEMBANGUNAN JALAN MUARA SIBERUT KE DESA MALILIMO (STA. 00+000 S/D 13+000) KECAMATAN SIBERUT SELATAN KEPULAUAN MENTAWAI

The construction of a road connecting Muara Siberut Village and Malilimo Village located in the South Siberut District of the Mentawai Islands aims to facilitate transportation flows, connect and open up isolation between 2 regions, namely Muaro Siberut Village and Malilimo Village for the advancement of an area and economic equality. In planning the construction of highways in this writing, it refers to the Geometric planning procedures for Inter-City Roads in 1997 and the Regulations on Geometric Planning for Highways in 1970 issued by the Public Works Service of the Directorate General of Highways. The type of road from Muaro Siberut Village to Malilimo Village is a collector road with class IIA road specifications, pavement width of 2 x 3.5m, planned 22 SCS (Spiral-Circle-Spiral) bends, and 6 FC (Full Circle) bends. (concrete) from Muara Siberut Village to Malilimo Village using rigid concrete pavement types, including: compressive tensile strength of concrete fcf aged 28 days 3.36 Mpa, under foundation CBK (mixed thin concrete) 125 mm, subgrade CBR 3,043 % . 170 mm thick concrete slabKeywords: Geometry Planning Bend S-C-S (Spiral-Circle-Spiral) andf-C (Full Circle), Thickness of Pavement

AHP-DEMATEL Based Research on the Influencing Factors of the Daily Maintenance Costs of China's National and Provincial Trunk Highways

Highway maintenance is equally crucial across borders; this paper first conducts statistics and case study research on daily federal and provincial highway maintenance costs in China's principal influencing factors. Finally, it looks at those results with the tools of AHP-DEMAT. Yet, the overall degree of influence of each factor of influence is collected to classify the significant influence factors. The results found that: the main factors influencing the daily maintenance costs of national and provincial trunk highways are: highway grade, traffic flow, service life, structure type, topography, pavement thickness, and pavement width; the influence of climate factors on costs can be adequately considered when formulating standards for daily maintenance costs for provinces/regions with a broad geographic range.

Driver Attention And The Built Environment Initial, Findings From A Naturalistic Driving Study

Maintaining driver attention is critical in multimodal urban spaces where risks to vulnerable users are not borne by the drivers that impose them. However, without an understanding of what it is within the built environment that elicits appropriate driver attention, it will be difficult to reduce the escalating tide of pedestrian fatalities we currently are experiencing. This study uses eye glance data from a naturalistic driving study tabulated for on-task vs. off-task driving and detailed tabulations of environmental variables to identify which features within the built environment have a significant impact on driver attention. An econometric utility model was generated that identified corridor pavement width, reduced drivewayspacing, and linearly aligned street trees as design features that have a positive impact on driver attention.One-way streets, undelineated parking or unstriped bicycle lanes reduce drivers need to attend. Recommendations for maintaining driver attention within urban spaces are included.

Determining of black spot location in Purbalingga Regency using road geometric approach

Traffic accidents are still one of the serious problems faced by the Indonesian Government. Based on traffic accident data from Traffic Corps Republic of Indonesia the number of traffic accidents in 2020 is 100,028 incidents and the number of deaths due to accidents is 23,529 people. Traffic accidents are caused by several factors such as vehicles, human error of road users, road conditions and the environment. Road geometry is one factor that contributes to the high value of the risk of accidents. One effort to reduce the number of traffic accidents is identification and handling the black spot location. The purpose of this research was to determine the black spot locations using road geometric facilities. Thus, the black spot location can be predicted before the incidence of a traffic accident occurs through the weighting parameter road geometric. Research was conducted on arterial and collector roads in Purbalingga. Six road geometric parameters are used to determine black spot locations, namely vehicle speed, road lane width, road shoulder width, road pavement width, road median width, and shoulder drop-off (difference in elevation between road shoulder and the pavement edge). Weighting intervals for road geometrics are 1 to 5 with interval 1. As a result of this study, there are differences in the ranking of black spot locations based on the equivalent accident number method and the road geometric parameter approach. The further research is conducted to determine the coefficient value of each road geometric parameter and combined with road equipment facilities.

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.

The walking health: A route choice model to analyze the street factors enhancing active mobility

IntroductionThe promotion of walking for transportation is a promising strategy to address not only the traffic bottlenecks or environmental pollution but also to provide health benefits to the patrons. Nevertheless, as enhancing active modes of transportation, including trips to and from shops-is easier in small or medium cities, it is quite a complex task in big urban areas. MethodsIn the framework of the R + D + i DESPACIO project, in 2018, a street and online survey was carried out in the city of Madrid to gather information about different mobility habits, focusing on pedestrian mobility and on the respondents’ perceptions of issues related to mobility on foot. In order to promote more trips on foot, this study analyzed the factors influencing the walking route choice, other than distance. Some respondents also drew on a map the routes undertaken the previous day, indicating the trip purpose. Using the TransCAD software, the real factors that influenced the respondents when walking were obtained. ResultsThe key factors for selecting the walking routes were those linked to attractiveness (e.g., green areas, amenities, tourist attractions, etc.) and accessibility (e.g., obstacles, pavement width). The purpose of the trip did not change much the results, although they were accentuated when the trips were made for shopping. ConclusionsThe applied methodology confirms that pedestrian streets, with green areas or access facility —and, hence, less noisy and polluted — were those enhancing a walking habit, and they were also the ones preferred by the citizens, who appreciated those attributes above the more classic ones of distance and time. Therefore, the street design and the pedestrian routes were found to be the most suitable to achieve healthier cities and citizens.

Inventarizacija šumskih kamionskih puteva na području Federacije Bosne i Hercegovine

Length of the primary forest roads in the Federation of BiH is 11.821,00 km that includes the categories of public and forest truck roads. Cantonal Public companies for forest management in the Federation of BiH are responsible for the design, construction and maintenance of forest truck roads. The starting point in the analysis related to forest truck roads is to determine the quality and quantity of the existing forest road network. This paper deals with data for all forest truck roads in the territory of Federation of BiH that in total includes 2.907 forest truck roads. The following data were collected and analysed: pavement type, pavement width, longitudinal slope and traffic load per year per 24 h. The analysis of these elements can serve as the basis for categorizing of forest truck roads into primary, secondary and access roads, as well as starting point in planning process related to the maintenance works and future forest road construction.