Roads In Poland Research Articles

Performance Research of Cement Concrete Pavements with a Lower Carbon Footprint.

The growing interest in the use of building materials with a reduced carbon footprint was the aim of this research assessing the impact of four different types of low-emission cements on the properties of cement concretes used for the construction of local roads. This research work attempted to verify the strength characteristics and assess the durability of such solutions, which used the commonly used CEM I 42.5 R pure clinker cement and three multi-component cements: CEM II/A-V 42.5 R, CEM III/A 42.5 N-LH/HSR/NA, and CEM V/A S-V 42.5 N-LH/HSR/NA. Cement was used in a constant amount of 360 kg/m3, sand of 0/2 mm, and granite aggregate fractions of 2/8 and 8/16 mm. This research was carried out in two areas: the first concerned strength tests and the second focused on the area of assessing the durability of concrete in terms of frost resistance F150, resistance to de-icing agents, water penetration under pressure, and an analysis of the air entrainment structure in concrete according to the PN EN 480-11 standard. Analyzing the obtained test results, it can be concluded that the highest compressive strength of more than 70 MPa was obtained for CEM III concrete, 68 MPa for CEM V concrete, and the lowest for CEM I cement after 90 days. After the durability tests, it was found that the smallest decrease in compressive strength after 150 freezing and thawing cycles was obtained for CEM III (-0.9%) and CEM V (-1.4%) concretes. The high durability of concrete is confirmed by water penetration tests under pressure, because for newly designed recipes using CEM II, CEM III, and CEM V, water penetration from 17 mm to 18 mm was achieved, which proves the very high tightness of the concrete. The assessment of the durability of low-emission cements was confirmed by tests of resistance to de-icing agents and the aeration structure performed under a microscope in accordance with the requirements of the PN-EN 480-11 standard. The obtained analysis results indicate the correct structure and minimal spacing of air bubbles in the concrete, which confirms and guarantees the durability of concrete intended for road construction. Concretes designed using CEM V cement are characterized by a carbon footprint reduction of 36%, and for the mixture based on CEM III, we even observed a decrease of 39% compared to traditional concrete. Concrete using CEM II, CEM III, and CEM V cements can be successfully used for the construction of local roads. Therefore, it is necessary to consider changing the requirements of the technical specifications recommended for roads in Poland.

A COMPARATIVE ANALYSIS OF INJURIES AND DEATHS CAUSED BY ROAD TRAFFIC ACCIDENTS IN POLAND AND SELECTED EU COUNTRIES

The article examines the relationship between three dependent variables: the quantity of accidents on roads in Poland and the quantities of those hurt and killed as a result. Data were obtained from police websites between 2016 and 2021. Multidimensional comparative analyses were used for the research, which, by grouping data and compiling them dynamically in various scales depending on the needs, allowed us to observe trends such as seasonality on a monthly basis (data in a month - Fig. 2) and a downward trend (data in years Fig. 3). This became a premise for building a multiple regression model, which allowed us to dynamically observe the correlation between the quantity of accidents in Poland and the quantity of people hurt and killed as a result. The above-mentioned regularity was described by the function: Y = ‒67,9212 + 1,3341*v(2) + 0,7332*v(3) + +28,4305*v(4) and the built model was analyzed and evaluated. Then, information on the quantity of road accidents and quantities of people killed and hurt in the capital city of Warsaw from January 2021 to December 2022 were used for the research and compared with the data observed throughout Poland. To observe the impact of the random factor, which was a strong increase in the scale of fines in 2022, especially for exceeding the limit of speed by approximately more than 31 km/h. Dynamic indices on a constant base were calculated for the research. It was found that in 2022, compared to 2021, there was a visible decline in the quantity of people killed in road accidents in Warsaw from 42 to 30 people. A similar regularity can be observed in the data on fatalities in road accidents throughout Poland in the identical time period [11]. Moreover, there was no correlation between the time series of fatalities in road accidents in Warsaw and the quantity of accidents and injuries in 2022.

Forecasting the number of road accidents in Poland depending on weather conditions and COVID‐19

<p>COVID‐19 fundamentally changed the way that people travel by road in Poland and throughout the world. The lack of mobility at the period, especially during the beginning of the epidemic, had a significant impact on the number of traffic accidents. The goals of this study are to forecast the number of accidents on the basis of weather in Poland and to assess how the COVID‐19 epidemic has affected that number. For this objective, annual statistics on weather‐related traffic accidents were acquired and evaluated. Based on previous information from police records, the number of traffic accidents was also forecasted for pandemic and non-pandemic variants in order to assess the impact of the pandemic. The number of traffic accidents in Poland was predicted using specific time series models and exponential models in relation to the weather. There is a decrease in the number of traffic accidents during the pandemic. Traffic accidents were on average 22% fewer in 2020 than they were in 2019, and by 2021, the difference was over 24%. When it snows or hails, this is extremely clear. This time period mostly saw the outbreak of the pandemic. The majority of traffic accidents occur when the weather is good. When the weather is bad, drivers are more cautious on the road. Prediction of traffic accidents is important for future planning and measures. The problem of estimating the number of traffic accidents, however, is not one that academics are particularly fond of.</p>

Biografia inżyniera Jerzego Budzyńskiego (1892-1979) na podstawie zasobu archiwalnego Instytutu Badawczego Dróg i Mostów

The article describes the life of Jerzy Budzyński, born in 1892 in Warsaw, a student of the gymnasium branch of the Warsaw E. Konopczyński School, a student of the Belgian University of Liège, and a graduate of the Warsaw University of Technology. Fragments of his unpublished diary show how Polish independence organizations were formed in the early 20th century: the Association of Polish Progressive and Independence Youth “Filarecja”, the Union of Active Struggle, the Riflemen’s Association, and the Polish Military Organization. The content of the justifications for the applications for the threetime decoration of the Cross of Valor document Jerzy Budzyński’s participation in the capture of the Mokotów Airport in Warsaw in November 1918 and the self-sacrificing fight in defense of Łomża against the Soviet III Cavalry Corps of Gai-Khan (Gai Dmitrievich Bzhishkyan), at the end of July 1920. During the interwar period, Budzyński was the head of the Road Traffic Division of the Road Department in the Ministry of Transport, creating conditions for the development of road transport and the construction of modern roads in Poland. After the war, as the head of the Poviat Road Administration in Grójec, he rebuilt roads and bridges, e.g. using bridge structures donated by the United Nations Relief and Reconstruction Administration (UNRRA). Budzyński ended his professional career working at the Central Research and Development Center for Road Technology (currently the Road and Bridge Research Institute) as the manager of the Center for the Scientific, Technical and Economic Information and Documentation, disseminating world achievements in road technology in Poland. Jerzy Budzyński’s personal file has been preserved in the archives of the Road and Bridge Research Institute, containing source documents of great value for research on the history of Poland in the 20th century.

A Model for Identifying Road Risk Class

Abstract In many road safety, traffic management, and travel planning analyses, it is useful to classify road sections according to risk level. Such classification is labour-intensive and needs to be reviewed periodically. The authors propose a model for identifying a discrete risk class for road sections based on selected traffic flow parameters, which are available in most measurement systems monitoring current traffic conditions. The Surrogate Safety Measures approach was applied in the model formulated using Principal Components Analysis. As input to the model SSMs are used in the form of a set of hourly average traffic flow parameters. The SSMs used are: the percentage of light vehicles exceeding the speed limit by a value in the range 21 to 30 km/h; the percentage of light vehicles exceeding the speed limit by more than 30 km/h; the traffic volume of light vehicles; the traffic volume of heavy vehicles and the mean speeds of light vehicles and heavy vehicles. This paper presents results of calculations of risk class obtained from the model for different locations on single-carriageway two-lane roads in Poland. Satisfactory compliance of risk classes designated by the road operator and identified by the model based on current traffic data was achieved. The proposed model can be used as the core of an effective alternative road safety screening method.

How farmland birds react to traffic noise?

The effect of vehicle noise on farmland birds living in the vicinity of very busy roads was investigated. The study was conducted on two plots of crop fields located near national roads Nr. 12 and 19, the most important trunk roads in Poland and the eastern part of the Europe. The results of the current study are of wide relevance because crop fields are the dominant landscape type in both Poland and Europe. The conservation of the animals, including birds, living in such habitats is a priority issue in view of the strong pressure from human activities and the intensification of agriculture. The fieldwork was carried out in monthly from April to June 2020 and included counting birds in three rows of listening-observation points situated at 50, 150 and 250 m from the roads. At each observation point, all farmland and meadow birds seen and heard during a five-minute period were recorded, as was the maximum ambient noise level during this time. With increasing distance from the roads, the level of noise decreased while the number of individual birds and observed species increased. Most of the birds recorded, like skylark, lapwing, whinchat, yellowhammer, meadow pipit, pheasant, and common quail, avoided the vicinity of the roads. In contrast, the abundant yellow wagtail appeared to be insensitive to traffic noise and was evenly distributed over the two study plots. The roads and their associated traffic noise had a negative impact over a distance of about 100 m. At that distance, noise levels above 53–60 dB led to sharp falls in bird densities. Bird mortality due to collisions with vehicles was low because noise combined with the lack of attractive roadside habitats effectively deterred birds from the vicinity of the roads.

Analysis of the Bicycle Roads System as an Element of a Smart Mobility on the Example of Poland Provinces

Based on cited literature, it can be observed that the bike road system is an important part of Smart Mobility. The amount of bicycle roads can be seen as one of the technical-infrastructure indicators used to measure the potential of the Smart Mobility system. Taking this into account the analysis of the development of bike roads in particular provinces of Poland, which is conducted in this paper is a contribution to the knowledge about Smart Cities in the area of Smart Mobility. This publication uses data on the operation of bicycle roads in Poland from 2012 to 2021 for analysis. It uses data collected by the Polish Central Statistical Office. The analysis covered the last 10 years. The latest data that is currently available in terms of complete statistics are from 2021, and it was decided to end the conducted analysis this year. The data for all Polish 16 provinces were analyzed in the paper. The main important finding of the paper is finding the correlation between the GDP (Gross Domestic Product) and the length of bicycle roads in Poland. Also, the very important finding of the paper is connected with the analysis of geographical patterns of bicycle roads in Poland. The analysis of the correlations between the variables allows us to conclude that more is invested in bicycle paths in the provinces located in northwestern Poland than would result from the wealth of the provinces as measured by GDP per capita. In particular, this is the case in Greater Poland, Pomerania, and Kuyavia-Pomerania. By contrast, in central and southwestern Poland, investments in bicycle paths in individual provinces are smaller than their wealth level would suggest. This situation is particularly the case in Opole Province, Lesser Poland, Lower Silesia, Subcarpatia, and Holy Cross. For these provinces in particular, it should be recommended to accelerate the construction of new bicycle roads, which will have a positive impact on the quality of life of residents in smart cities as well as ecology. Analysis of the functioning of bicycle roads as an element of a Smart City on the example of Poland Provinces.

A driving simulator study to evaluate the effects of different types of median separation on driving behavior on 2 + 1 roads

In recent years, several countries have started to introduce 2 + 1 roads into their road networks. Although some studies have recognized the great benefits of using 2 + 1 roads, few studies have investigated the effects of different design features of 2 + 1 roads on driver behavior and driving performance, including the type of median separation between opposing traffic flows. The overall aim of this driving simulator study is to determine whether different types of median separation on 2 + 1 roads affect driving behavior, and to provide new insights for designing more effective and safer 2 + 1 roads. A driving simulator study was carried out, and forty-six participants took part in the experiments. The scenario exactly reproduced an existing two-lane rural road in Poland where 2 + 1 sections are implemented; four different median separation types were tested: 1) double-line markings only; 2) reflective elements; 3) flexible guideposts; 4) cable barriers. The effects of the different types of median separation on driving behavior were statistically analyzed using data from 184 simulation tests. The results of the study suggest that the type of median separation significantly affects driving behavior on 2 + 1 roads. While the driving speeds on the passing lane did not differ significantly between the four configurations of the median separation, the lateral position of the passing vehicle on the additional lane was found to be significantly influenced by the type of separation, with a greater distance from the median recorded when the cable barriers were implemented. The potential of using driving simulation to test different solutions for 2 + 1 roads and select the most effective alternative in terms of safety and operation is demonstrated in this study. The results of this study can also be used to improve the behavioral models that can be implemented in the traffic micro-simulation of 2 + 1 road conditions.

Market Electrification for BEV and PHEV in Relation to the Level of Vehicle Autonomy

The automotive market has been developing very dynamically recently. Contemporary trends focus on the development of the so-called intelligent vehicles, often combined with modern technology and supporting systems. Cars with a large scope of operation in terms of driving autonomy can increasingly be found. These types of solutions can lead to changes in production processes through the emergence and growing importance of new concepts and technologies. The article presents the concept of BEV (Battery Electric Vehicle) and PHEV (Plug-in Hybrid Electric Vehicle) vehicles in relation to modern solutions and their levels of autonomy. The research was conducted in various groups of respondents, while the analyses were carried out mainly with the use of two grouping variables: gender and place of residence. Based on our own research, it can be concluded that due to many different factors, most respondents believe that PHEV hybrid vehicles and electric vehicles (BEV) are currently, and will most likely be in the near future, the dominant type of vehicles appearing on roads in Poland, at the same time indicating the level of advancement of autonomy as average (mainly level 1, 2 and 3).

Impact of road transport on groundwater quality

Road transport is one of the sources of groundwater pollution. The aim of the article is to find out whether the largest roads in Poland have a negative impact on groundwater quality and to assess the extent of their influence. The water chemistry in the area of roads with heavy traffic in north-west and central Poland in 2007–2020 was analyzed. The groundwater quality status and the dynamics of changes in concentrations of selected chemical constituents were assessed. Data was taken from the national chemical monitoring network managed by the Polish Geological Institute - National Research Institute. The results of monitoring tests at 42 selected points were subject to detailed statistical analysis. The mentioned points were located within 100 m from the roads. A statistical analysis of selected chemical parameters and a correlation matrix for selected components were performed. The distribution of electrolytic conductivity in the analyzed 42 points in 2019 is presented in the form of a contour map against the background of the main roads in the analyzed area. Based on archival data, a 7-year prediction of changes in concentrations of selected chemical components, using the autoregressive method, was made. The predicted distribution of concentrations of individual chemical components in groundwater indicates that the vicinity (up to 50 m) of roads may negatively affect the groundwater quality. The increased concentration of chloride and sodium ions was found in most sites. An upward trend was also observed for specific electrolytic conductivity.

The Influence of Transport Infrastructure Development on Transport Accessibility of Rural Areas in Poland

Purpose: The article analyzes and evaluates the impact of changes in the development of transport infrastructure on the level of transport accessibility of rural areas in Poland. Design/Methodology/Approach: The study used the desk research method in the field of statistical resources. The empirical layer demonstrates changes in the length of commune and poviat roads in Poland as well as the spatial and demographic assessment of infrastructure density. This has provided grounds for determining the weighted average indicator reflecting transformations in the transport accessibility of rural areas. The calculations are presented for the years 2000-2020, in the national and provincial cross-section. We used the ArcGIS software to depict the changes in the level of transport accessibility of rural areas in Poland. Findings: The increase in the length of infrastructure positively influenced the spatial and demographic density index in rural areas in Poland which differs from the spatial density index. They have a growing tendency, although the growth rate is not lower than in the case of the growth of infrastructure networks. It is influenced by the increase in the number of rural population in Poland (the effect of suburbanization) and the increase of roads diversified in individual voivodeships. When assessing the changes in transport accessibility with the use of a weighted average indicator, its improvement can be noticed in the regions of central and eastern Poland. Practical Implications: Transport infrastructure is an important factor supporting socio-economic development. The differences in the development of infrastructure should be used in the search for solutions to its more balanced development from the point of view of improving transport accessibility. Originality/value: The results contribute to the discussion on the development of infrastructure in the context of improving transport accessibility. Infrastructure development plans should take into account to a greater extent the general mega-trends occurring in society, including, among others, mega-trend related to suburbanization, important for changes in rural population.

International road cargo transport in Poland and other EU countries

In the modern world, transport as an integral part of social life is important. The development of all modes of transport requires continuous efficient management of the transport process, as well as the use of tools to optimise this process. This article aims to analyse international road cargo transport in EU countries and Poland from 2008-2018. The first part of this article analyses the number of employees and the trade of transport companies in EU countries. Then, the share of individual modes of transport in the transport of cargo in Poland from 2008 and 2018 is presented. The next section presents the results of the forecast of the volume of cargo transported by road in Poland from 2019-2021. The forecast values of the volume of cargo transport in Poland for 2019-2021, which were determined from the additive and multiplicative model, are at a similar level to the values for 2008-2018.

Przestrzenne zróżnicowanie rozwoju infrastruktury liniowej transportu drogowego w Polsce w latach 2004–2019

Głównym celem artykułu było określenie przestrzennego zróżnicowania rozwoju liniowej infrastruktury transportu drogowego w Polsce w latach 2004–2019. W artykule wyjaśniono definicje, cechy i klasyfikacje transportu i infrastruktury transportowej. W opracowaniu przedstawiono szczegółowe metody badań infrastruktury transportowej oraz wskazano kryteria klasyfikacji dróg publicznych w Polsce. Ponadto w pracy wskazano główne przyczyny zróżnicowania przestrzennego dróg. W pracy zidentyfikowano ranking województw o najwyższym poziomie rozwoju liniowej infrastruktury transportu drogowego według różnych wskaźników

Application and Comparison of Different Methods for Traffic Conflict Analysis – Case Study on 2+1 Roads

Safety Performance Functions and Crash Modification Factors are statistically-based prediction methods that require significant efforts and long periods in crash data collection. Traffic conflict studies can mitigate this issue using a short time survey to measure the number and severity of traffic conflicts, which are regarded as surrogate safety measures. Unfortunately, they are empirical studies that can be carried out only after the implementation of a treatment. The overall objective of the present research is to investigate the performance of different methods for conflict detection and classification, considering the observed conflicts on 2+1 roads in Poland. Observations were compared with conflicts detected in simulated environments. The latter include either the Agent-Based Microsimulation (ABM) approach, or the virtual reality simulation using a Driving Simulator (DS). Conflicts were detected and classified based on video recording and analysis of vehicle trajectories in the merging area of 2+1 roads. The studies focused only on lane-changing conflicts. Locations, Post Encroachment Time and Time to Collision values of observed conflicts between vehicles were subsequently identified. Observed conflicts were compared with the ones resulting from ABM and DS, to determine whether there is a correlation between them. (Less)

Are Roadside Crosses in Poland a Religious or Cultural Expression?

The paper contributes to the discourse on roadside memorialisation in the countries of Christian heritage in Europe, Australia, and North America. The aim of the paper is to assess the social perception of the motivation of people constructing roadside crosses at the places of fatal car accidents along public roads in Poland. Is it religious, cultural or both religious and cultural? The uniqueness of this survey lies in its representativeness of the population of one country and the religiosity variable incorporated into a public opinion poll. The study proves that there exists a relationship between one’s declaration of faith and the perception of memorial crosses. Believers more often than atheists opt for both a religious and a cultural meaning of roadside crosses. Atheists and agnostics more often than believers associate roadside crosses only with a cultural meaning—the custom of marking places of death with crosses.

FINANCING OF LINEAR ROAD INFRASTRUCTURE IN POLAND

The main purpose of the paper was to identify and present the situation and changes in the level of expenditure on public roads in Poland, taking into account the division of the country into voivodships. The data concerned the period from 2005 to 2017. Sources of materials were the analysis of available literature in the field of road transport, legal acts, data from the CSO database. The comparative method was used in the paper, dynamics indicators were evaluated, the Gini concentration coefficient was calculated and the degree of concentration was presented using the Lorenz curve. Pearson's linear correlation coefficients were also used. A descriptive, tabular and graphic method were used to present the results. Investment outlays on roads apply to both the construction of new roads and the repair of existing ones. Between 2005-2017, the length of public roads in Poland increased by 11% to 422,000 km. Changes in individual voivodships and in subsequent years varied. The largest increase in road length occurred in Podlaskie and Lublin, while the smallest was in Opole. The largest expenditure on public roads was incurred in 2009-2011, which was related to the preparation for the Euro 2012 football tournament, which took place in Poland and Ukraine. Investment outlays were related to the level of economic development of voivodships and the resources of public roads. The only exception to this rule occurred in 2009-2011, when many road investments were centrally financed by the government.

Possible sources of rare earth elements near different classes of road in Poland and their phytoextraction to herbaceous plant species

The growing use of rare earth elements (REE) in industry determines their increased transport to the environment. The higher concentration of this group of elements in soils near roads may also suggest that traffic plays a significant role in their distribution. The aim of this study was to examine the content of REEs in selected consumables (car parts, asphalt) and environmental samples (plants, soils) in order to estimate the extent to which these elements derive from traffic and also to analyze their phytoextraction from soil by selected herbaceous plants species. Research materials were car parts (5 brake pads, 10 new tires – summer and winter), 20 samples of asphalt and road dust settled on its surface; soil, and 7 plants species growing at a distance of 1 m from the edge of the 5 roads located in the Wielkopolska Voivodeship, Poland. The content of REEs in the collected samples was determined using inductively coupled plasma optical emission spectrometer. The content of REEs in asphalt and brake pads was similar and significantly higher than in tires. According to the mass of particular stripped materials, the main source of these elements was asphalt. The amount of REEs released from tires to the environment was found to be much lower than REEs released from asphalt but generally higher than from brake pads. The content of REEs in the soil was found to increase in accordance with traffic intensity, but chemical composition of soil was the main determinant of the uptake these elements, mainly via the root systems of plants. The obtained results suggest that densely vegetated roadsides and verges could be an effective strategy for decontamination of soils polluted with REEs, although the most effective remedy would involve significant changes in the production technologies of automotive parts and asphalt that would limit the emission of elements to environment.

Analysis of Road Safety in Poland after Accession to the European Union

The article presents an assessment of the state of safety on Polish roads in the period 2004-2018 in terms of changes that occurred after Poland’s accession to the EU. The number of vehicles in the period in question was analyzed and the annual growth of the number of vehicles of the main types was assessed. Analysis of changes in the length of the most important road types was carried out. The number of accidents and fatalities was analyzed and the changes in this area were assessed. The statistical decrease in the number of accidents and fatalities, as well as a very strong correlation between them, were confirmed. It was indicated in which groups of accidents the fatality risk is the highest. The paper presents a summary of the types of roads on which traffic accidents and fatal traffic accidents occurred. Shares of these roads were determined, indicating that the most dangerous roads in Poland are the two-way, two-lane roads.

Human Health Risk Assessment associated with contaminants in the finest fraction of sidewalk dust collected in proximity to trafficked roads.

The objective of the study was to determine concentration of metals in sidewalk dust collected in close vicinity to heavily congested roads in Poland in order to assess non-carcinogenic and carcinogenic health risk for both children and adults associated with the ingestion, dermal contact and inhalation of sidewalk dust. Results revealed that sidewalk dust from Warsaw, Krakow, Wroclaw and Opole is heavily contaminated especially with Sb, Se, Cd, Cu, Zn, Pb, considered as indicators of traffic emission. Hazardous indices determined for different exposure pathways indicated that the greatest health risk for both children and adults is associated with the ingestion of sidewalk dust. Carcinogenic risk associated with the ingestion of sidewalk dust by children, calculated for As, Cd, Ni and Pb exceeded safe level of 1 × 10−4 in all cities except for Warsaw. Non-carcinogenic risk of ingestion for children was two orders of magnitude higher than dermal risk and four to five orders of magnitude higher than risk of inhalation. Non-carcinogenic risk associated with the ingestion of sidewalk dust by adults is comparable with dermal contact risk and five orders of magnitude higher when inhalation risk.

Road Transport of Dangerous Goods in Poland – Risk Analysis

The paper presents the methodology for the risk analysis of the road transport of dangerous goods. The risk analysis includes the societal risk for communities living or staying within a radius of six kilometres from all national roads in Poland. The GIS software was employed to make this analysis. The prepared matrix has included the product of the likelihood of a road accident involving explosive dangerous goods and the consequences for communities living in the abovementioned area. The likelihood analysis was developed for explosive and toxic dangerous goods. The consequence analysis was based on the population density, according to which a respective number of people was assigned to each building, depending on the time of day (daytime, nighttime). Each stage of the analysis was presented in the form of a map. In total, two variants of the likelihood analysis, four variants of the consequence analysis and four variants of risk analysis have been developed. All analyses have been developed for the entire country.