Total Road Length Research Articles

Decline of regional ecological integrity: Loss, distribution and natural heritage value of roadless areas in Ontario, Canada

Only eight years remain to increase nature protection by 20 million ha in Ontario from 10.7% to 30% by 2030 to meet government commitments. Rapid identification and assessment of unprotected roadless areas (RAs) would help to achieve this goal by focussing natural heritage protection efforts in areas with high ecological and conservation value. In Ontario, little is known about the location and extent of RAs, thus the purpose of this study was to map and describe RAs in Ontario, and to discuss their value. Total length of roads in Ontario increased from ∼90,000 km in 1916 to ∼607,500 km in 2020 – an increase of ∼517,500 km (675%) over 104 years. Within Ontario's managed forest region (MFR; excludes the Far North), RAs declined from ∼34 million ha in 1916 to ∼18.5 million ha in 2020 resulting in a loss of ∼15.5 million ha reducing RA cover in the region to 35.6%. Doubling logging production by 2030 per a new Ontario policy could reduce RAs by as much as 20% to ∼14.8 million ha by 2030, potentially resulting in their depletion between 2090 and 2100. In 1880, woodland caribou occupied ∼43 million ha in Ontario's MFR, which declined to ∼10 million ha by 1990. Caribou occupancy in this region could be eliminated by ∼2024 and extirpated from all of Ontario by 2070. If all remaining RAs in the MFR were designated as protected areas, Ontario would achieve 92.7% of the 30 × 30 goal. RAs in Ontario continue to be degraded, fragmented and eliminated.

Accident risk analysis of road geometric components using functional worthiness approach

The geometric design of the road should be based on the road design criteria and requirements contained in the design guidelines. However, the limitations of natural conditions and considerations during the design make the road design not ideal according to the guidelines. Deviations from the guidelines may indicate that the road is not standard and has potential accident risk. This study intends to analyze the risk of accidents from the geometric aspect of the road. The purpose of this study is to find out how the level of accident risk is due to the geometric conditions of the road. The approach used in this analysis is functional worthiness where each road component is compared with field data and design guidelines. The data collection method was carried out by measuring the geometric components of the road, which included horizontal and vertical alignments. The location of data collection was national roads in the Jambi Province area with a total road length of 1.095 km. For analysis purposes, the road data is divided into 82 segments. The analytical method used is multiple regression with various statistical parameters related to these results. The modeling results show that the regression coefficients for each variable horizontal alignment, vertical alignment, and combination of horizontal and vertical alignment are 0.248, 0.349, and 1.170, respectively. While the constant in this regression equation model is 3.366. The greatest value of the accident risk contribution is in the horizontal and vertical alignment variables with a coefficient of 1.170. The results of statistical tests show that the relationship between accident risk and the geometric aspect of the road has a strong linear relationship

Traffic exposure, air pollution and children's physical activity at early childhood education and care.

A significant number of children attend Early Childhood Education and Care (ECEC). ECEC is an important environment and behaviour setting for young children. Time spent outdoors is positively associated with children's physical activity levels, yet increased time spent physically active outdoors may expose young children to traffic-related air pollution, particularly in ECEC centres located in high traffic areas. This study was part of the Play Spaces and Environments for Children's Physical Activity (PLAYCE) study, Perth, Western Australia. Data from 22 ECEC centres and 478 children were collected. Continuous measures of indoor and outdoor fine particulate matter (PM2.5) were conducted for 48-72h in each ECEC. Children wore ActiGraph GT3X+accelerometers to measure their physical activity at ECEC. The total length of high traffic roads within a 300m road network service area buffer around each ECEC was used to identify high and low traffic centres. Outdoor PM2.5 concentrations peaked in the afternoon (1pm, 2pm and 6pm) at ECEC centres. Outdoor and indoor PM2.5 concentrations were significantly higher for centres located in high compared with low traffic areas (both p<0.05). There was no significant association between a centre being located in a high or low traffic area and the time preschoolers spent outdoors or their physical activity levels. Time periods when air pollution concentrations in ECECs are highest correspond with times when preschoolers are likely to be physically active outdoors. Children's potential exposure to traffic-related air pollutants is occurring during a period of rapid lung development. Given there is no evidence of a safe level of exposure to PM2.5 or a threshold below which no adverse health effects occur, careful planning should be a consideration to avoid locating ECEC centres in high traffic areas.

Managing the Development of Motor Transport Infrastructure with the Help of State-Private Partnership Tools

The world rating of the ratio of automobile roads of the highest technical category and the total length of roads places Russia at the end of the first hundred. State began paying attention to the problem of developing the road-transport infrastructure only about 5 years ago, including elaboration and implementation of national and federal projects and allocation of great amounts of money for them. In conditions of finance shortage, especially on the regional level, the necessity to raise private capital to the road-transport industry becomes more and more acute. It could help build more projects, get more benefits and repay investment. The article explains the state interest in using the state-private partnership for founding and developing the road-transport infrastructure. The author identifies tools of state participation, which are used now in road-transport industry in the Russian Federation and proposes the lines of stimulating the state-private partnership development in road-transport industry. Special attention is paid to such key trends of extending forms of interaction between state and business in this sphere as setting up channels of continuous provision of information to concerned people that deals with new technologies and projects, upgrading regional legislation, elaborating programs supporting research and development in road construction, training highly-qualified personnel, etc. The development of road-transport infrastructure can improve accessibility of territories and provide access to global markets, which could foster economic and social effects.

Factors that drive koala roadkill: an analysis across multiple scales in New South Wales, Australia

A challenge to understanding the impacts of roads on koalas is that their effects operate across multiple scales. To determine what conditions underlie koala roadkill, we looked at koala roadkill at two spatial scales – the entire state of NSW, and a local government area (Coffs Harbour) – for three road types (primary, arterial and local). We also subdivided the state data into three regions – coast, tableland and inland – to look at regional differences. Our analyses show that koala roadkill is ubiquitous across the distribution of koalas. Similar numbers of roadkilled koalas were recorded on each road type, but because of the vastly different total length of roads in the three types (local roads 122 755 km; arterial 79 706 km; primary 12 972 km) it is clear that an individual koala is more likely to be killed on a primary road than the other two road types. The pattern shown at the LGA scale is similar to that seen across the state. Habitat type adjacent to a road appears to have little influence on the likelihood of a koala being killed on the road. Mitigation measures can reduce koala roadkill, but there is a need to correctly assess the relative importance of koala roadkill compared with other factors that impact on koala populations when allocating resources to koala conservation. We conclude that roadkill is an ever-present threat which will remove an ever-increasing proportion of decreasing koala populations in NSW.

Informal road networks and sustainability of Siberian boreal forest landscapes: case study of the Vershina Khandy taiga

Boreal forest landscapes are experiencing various anthropogenic pressures from industrial activity, transportation, urbanization, and recreation compounding already significant changes in regional climate. However, the impact of the transportation infrastructure on boreal forests is rarely considered, and information about road extent is often incomplete, especially in the case of informal roads. Using a combination of landscape observations and interviews with local residents this case study examines the role of informal roads, i.e. vehicular roadways existing outside of the current publicly governed road networks, in transforming Siberian boreal forest landscapes in the Vershina Khandy taiga, Russia. Informal roads constitute 88% of the total road length in the study area and exert significant and multifaceted effects on social-ecological systems and landscape sustainability. Native dark coniferous forests have been disturbed by cutting, logging and human-caused fires proliferated from the roads. In their immediate vicinity, the informal road networks also exacerbate the replacement of primary forests with different successional states. Landscape vulnerability was assessed using three main factors of road-related disturbance: erosion, permafrost degradation and wildfires. Valley landscapes, where roads are prevalent, found to be the most vulnerable to environmental degradation. They are more often located within the wetlands with permafrost occurrences. The impact of informal roads is not limited to environmental changes. Among consequences there are also increased mobilities of local and Indigenous communities, as well an improved access to the area by outsiders: recreational anglers and poachers. The effects on subsistence activities and mobility vary across different landscapes. Further research on natural and social components of landscape sustainability in boreal forests affected by informal road networks is needed to better understand the local, regional and global role of this phenomena.

Dynamics of Open Green Areas in Polish and Romanian Cities during 2006–2018: Insights for Spatial Planners

Studying green urban infrastructure is important because of its ecosystem services, contributing to the welfare and comfort of citizens, mitigation of climate changes, and sustainability goals. Urban planning can increase or diminish the performance of ecosystem services. Despite numerous studies on the green infrastructure–services–planning nexus, there are very few concrete planning recommendations. This study aims to provide such recommendations for a broader audience by analyzing the dynamic of open green areas in Polish and Romanian cities, connected with its drivers. A novel approach including mathematical modeling and geostatistical analyses was applied to Urban Atlas and statistical yearbooks data. The results indicated that open green areas were lost and fragmented in all Romanian and Polish cities during 2006–2018. The drivers included urban built-up areas, population and density, the number of building permits, number of new dwellings completed, number of employees, and total length of roads. The study also revealed a tremendous lack of consistent datasets across the countries using the same statistical indicators. Based on the findings, planners should aim to preserve and develop urban greenery and maintain its continuity. City managers should use more research and decision-making policy developers to develop targeted policies and scientists should develop planning manuals.

Distance analysis of U-turn round facilities for sustainable urban development (case study of Ahmad Yani Road, Tirtayasa and Cilegon road)

Cilegon City is an industrial city with internal and internal movements occurring on one access road stretching from Jalan Raya Cilegon, Jalan Ahmad Yani, and Jalan Sultan Ageng Tirtayasa. This arterial road section has a total road length of 5 km that passes through the Cilegon City area, which is the center of activity. Efficient use of traffic space by arranging the traffic space efficiency is used the distance between U-turns so that delays and queues are low. As long this road network has the highest volume of 2,399 pcu/h with an average speed of 32 km/h and reaching a VCR of 0.8 has a median number of 13-point openings, the number of uncontrolled U-turns causes many conflicts traffic that will cause traffic disruption when a vehicle makes a U-turn. The purpose of this study is to improve the performance of the road network in the Area of the City of Cilegon by knowing the best distance between U-Turns. Simulation analysis uses Vissim software to produce the ideal distance for each opening in the Cilegon City arterial road, which is then utilized in the arrange of the U-turn facility itself. The method used is the calculates of existing traffic performance and simulation to determine the ideal distance between U-Turn facilities. The simulation results with the ideal Vissim model of the distance between the turning facilities were 650 meters with an average delay of 17.56 seconds, a network speed of 33.07 km/h, a total distance of 28,453.34 km, and the total travel time to be 847.30 hours.

Characteristics of Potentially Toxic Elements, Risk Assessments, and Isotopic Compositions (Cu-Zn-Pb) in the PM10 Fraction of Road Dust in Busan, South Korea

The pollution status of ten potentially toxic elements (PTEs), isotopic compositions (Cu, Zn, Pb), and the potential ecological risk posed by them were investigated in the PM10 fraction of road dust in Busan Metropolitan city, South Korea. Enrichment factors revealed extremely to strongly polluted levels of Sb, Cd, Zn, Pb, and Cu in the PM10 fraction of road dust, with Sb levels being the highest. Statistical analyses showed that the major cause for contamination with PTEs was non-exhaust traffic emissions such as tire and brake wear. Cu and Zn isotopic compositions of road dust were related to traffic-related emission sources such as brake and tires. Pb isotopic compositions were close to that of road paint, indicating that Pb was a different source from Cu and Zn in this study. No significant health risk was posed by the PTEs. Taking into account the total length of road in Busan, a high quantity of PTEs in road dust (PM10) can have serious deleterious effects on the atmospheric environment and ecosystems. The results of metal concentrations and isotopic compositions in road dust will help identify and manage atmospheric fine particle and coastal metal contamination derived from fine road dust.

Association of traffic-related air pollution with Newborn's anthropometric indexes at birth

An emerging body of evidence has associated exposure to traffic-related air pollution (TRAP) during pregnancy with birth outcomes. However, the evidence on the association of TRAP exposure and neonatal anthropometric measurements (NAPM) in low and middle-income countries is very scarce yet. Therefore, we investigate the association of prenatal exposure to indicators of traffic and ambient particulate matter (PM) with NAPM. This cross-sectional study was based on hospital medical records of 4053 mother-neonate pairs between May 16, 2016, and December 5, 2018. PMs were estimated at residential addresses based on validated spatiotemporal models. Moreover, total street length in 100, 300 and 500m buffers around the home, residential distance to the ring road, major roads, heavy-traffic lights, gas station, motorway junction, bank, square, bus terminal, public parking and industrial land-use were calculated as indicators of traffic. The head circumference (HC), birth weight (BW) and birth length (BL) of neonates were collected as NAPM. Multivariate regression models were applied to evaluate the relationship between PMs and indicators of traffic with NAPM, controlled for relevant covariates. The median (IQR) of BW, BL, and HC of newborns were 3250 (592) gr, 51.0 (3.5) cm, 35 (2) cm, respectively. The adjusted models revealed that higher exposure to PM2.5 and PM10 was significantly related with lower BW and BL. Similar results were observed for total street length in a 100 m buffer around maternal home with BW and BL. Moreover, higher distance to heavy traffic lights was significantly associated with higher BW and BL. An IQR increase in PM10 was significantly related to lower HC (95% CI: 0.11, −0.01, P-value = 0.03). An increase in distance from residential address to heavy traffic lights, ring roads, bus terminal, and transportation land-use was associated with higher HC. Overall, our findings suggested that higher prenatal exposure to TRAP was related with lower BW, BL and HC.

Comparative study on Design of flexible pavement by various methods (GI method & CBR method)

Abstract: In the project report, an attempt is made to design a road, based on the principles of pavement design and cost analysis of y two methods (Group Indexed and CBR Method). On the existing alignment of the road, soil samples are collected for the determination of soil characteristics like consistency limits, sieve analysis, C.B.R. values etc. Based on this the thickness of the pavement (flexible) is designed. The alignment of the road is also designed and fixed by surveying and leveling. The total road length being 497 meters of which, one section is 247m, other is 200m and the third section is 50m. The site selected for this study is of village road near Korba, Korba district of Chhattisgarh, India. Keywords: GI Method, Flexible Pavement, CBR Method, Liquid Limit Test, Plastic Limit, Standard Proctor test, OMS &amp; MDD.

Indeks dan Tingkat Risiko Bahaya Longsor pada Ruas Jalan Nasional di Kabupaten Kerinci dan Kota Sungai Penuh, Provinsi Jambi

The Regency of Kerinci and The City of Sungai Penuh are areas that prone to landslides. In 2021 and 2021, were 13 landslides on national road sections in both, which disrupted access to both areas. This study aims to calculate the index and determine the risk level of landslides on roads and bridges on national roads in both regions. Assessment methods and variables are taken based on the Guidelines for the Implementation of Risk Analysis for Natural Disasters Affecting Roads and Bridges. The index and risk level assessment are carried out by analyzing the risk factors for landslides, namely: hazard, exposure, vulnerability, external context, and capacity. The mapping of landslide risk based on Geographic Information Systems is based on scoring and weighting in all parameters, as well as overlays among all the constituent parameters. Based on the results of the study on ten national roads (with a total road length of 82.50 km) in the study area into two classes, namely: (a) low class (= 8.72%) on 7 roads located within the city, and (b) medium class (= 91.28%) on three roads connecting the cities.

Scale-dependent effects of terrestrial habitat on genetic variation in the great crested newt (Triturus cristatus)

ContextTerrestrial landscapes surrounding aquatic habitat influence the persistence of amphibian spatially structured populations (SSPs) via their crucial role in providing estivation and overwintering sites, facilitating or hampering dispersal and colonisation, and consequently the maintenance or loss of genetic diversity.ObjectivesTo highlight the landscape drivers of genetic variation, we investigated the relationship between the level of genetic variation measured within ponds of the great crested newt (Triturus cristatus), and the composition of the surrounding landscape at various spatial scales.MethodsBased on the sampling of 40 ponds in 13 SSPs, the influence of landscape features on several estimators of genetic variation was investigated via linear mixed models, with effects within and between SSPs incorporated.ResultsThe best models depended on the spatial scale, with more significant associations within radii of 50 and 100 m of core ponds, particularly for allelic richness. Responses within and between SSPs were mostly similar. The availability of aquatic habitat in the landscape had a positive effect, while woodland, arable land and pasture had different effects depending on scale and response variable. Total length of roads within a 250 m radius influenced effective population size negatively.ConclusionsOur results stress the need to investigate the influence of environmental predictors at multiple spatial scales for an adequate understanding of ongoing processes. Generally, the landscape affected genetic variation similarly within and between SSPs. This allowed us to provide general guidelines for the persistence of great crested newt populations, with an emphasis on the importance of the aquatic habitat.

Prenatal exposure to traffic-related air pollution and glucose homeostasis: A cross-sectional study

Air pollution exposure has been linked with glucose dysregulation in pregnant women; however, evidence on these associations with fetal glucose homeostasis is unclear yet. We therefore aimed to evaluate the association of prenatal exposure to particulate matter (PM) and traffic indicators with fetal glucose homeostasis in cord blood samples. A total of 169 mother-infant pairs recruited from Mobini hospital of Sabzevar, Iran, were included in this cross-sectional study. Maternal exposure to PMs was estimated using land use regression models. Moreover, traffic indicators (i.e., total street length in 100, 300 and 500 m buffers and distance from residential home to the nearest major roads) were calculated based on the street map of Sabzevar. Cord blood glucose and insulin concentrations, HOMA-ꞵ, HOMA-S and HOMA-IR were used as glucose homeostasis markers. Higher maternal exposure to PM2.5 and PM10 were associated with higher cord blood glucose and insulin concentrations and HOMA-IR. Moreover, total streets length in 300 m buffer was positively associated with cord blood glucose and insulin concentrations and HOMA-IR. An increase in distance to major roads was associated with higher HOMA-ꞵ and HOMA-S and lower cord blood glucose and insulin concentrations as well as HOMA-IR. Overall, we found prenatal exposure to PMs and traffic indicators was associated with a higher risk of glucose homeostasis dysregulation in the fetus.

Variability of traffic noise pollution levels as a function of city size variables

Noise levels measured in 27 cities with different areas (from 0.6 km2 to 59.27 km2) and populations (from approximately 2000 to 70,000 inhabitants) were compared with respect to five different urban characteristics (population, area, total street length, density, and linear density). Comparisons were conducted for both overall city noise levels and noise registered on five types of roads with different functionality using the Categorisation Method. The results showed that four of the five cities’ characteristics presented a significant correlation with the noise levels (all except for density). The calculated correlations were better for noise levels in the different categories than the overall noise values, with higher explained variability on the streets with more traffic. Therefore, the road categorisation method can be used not only to assess the noise variations within cities, but also to better explain the effect of noise on the analysed city characteristics. The results of the calculated relationships enable the estimation of noise levels both currently and in future urban developments of noise values on different types of streets.

Fractal Dimensions of Road Networks in Amman Metropolitan Districts

This paper uses Benoit software to calculate and compare five types of fractal dimensions (Box Db, Perimeter Area Dp, Information Di, Mass Dm, and Ruler Dr) in 22 districts in the Greater Amman metropolitan area. Also, each calculated fractal dimension is regressed to the district’s area, built-up areas, population, total number of roads, total length of roads, buildings area and number of buildings with a log-linear function. The results show that the five types of fractal dimensions (FD) are between1 and 2. The average values of Db, Dp, Di, Dm and Dr are 1.66, 1.25, 1.69, 1.72 and 1.15. In the same district, the values ​​of Dp and Dr are lower than the values ​​of Db, Di and Dm, while the values ​​of Db and Di are higher. The values of Dm show unevenness compared with the value of Db and Di. Statistical analysis shows strong correlation between the following pairs: Db and each of Log population and Log Buildings area. Dp and Log population. Di and each of Log population, Log number of roads, Log Buildings area and Log number of buildings. Dm and Dr show insignificant correlation with all variables.

Do urban open spaces provide refugia for frogs in urban environments?

Urbanization is among the largest threats to wildlife populations through factors such as fragmentation, isolation, and habitat destruction. Urban open spaces, such as parks and golf courses, have the potential to provide wildlife with suitable habitat within an urbanized matrix. These refugia may be particularly important for amphibians, which represent one of the most endangered and least vagile vertebrate groups on earth. During the spring and summer of 2018, we conducted surveys to determine the presence of anurans at 51 wetland sites within the Piedmont ecoregion of South Carolina. Nearly one-third of these wetlands were located within urban open spaces, one-third in low development areas, and one-third in highly developed areas. Impervious surface and total road length surrounding the wetlands were measured at two scales, a core habitat scale (300 m) and average maximum migration scale (750 m), and we measured several within-wetland habitat variables. Urban Open Space wetlands had levels of surrounding impervious surface similar to High Urbanization wetlands at the larger scale and were intermediate between Low and High Urbanization wetlands at the smaller scale. The total length of road segments occurring within buffers (at both scales) surrounding our study wetlands was higher for Urban Open Space compared to Low and High Urbanization sites. Among the within-wetland variables measured, Low Urbanization sites had higher canopy cover and were more likely to have a terrestrial buffer zone relative to the other categories. Species richness decreased significantly as total road length increased among all wetlands. Wetland category was not a significant driver explaining species richness, but β-diversity was more variable among Urban Open Space wetlands than either Low or High Urbanization wetlands. Urban Open Space wetlands did not appear to increase suitability for anurans relative to High Urbanization wetlands. Urban Open Space wetlands had higher variability in species composition, which was perhaps attributable to the diversity among sites represented in the Urban Open Space category.

The land use change analysis of the walled city in Afghanistan

ABSTRACT The ramparted city Ahmad-Shahi Kandahar was established by Ahmad Shah Durrani in about 2 sq km area. It comprised four districts with a high-order planned layout and surrounded by a protective wall within six gates and a moat around it. Authentic literature is investigated to monitor the prior land use and detect the variations. Secondary data and GIS techniques are used for conducting this research. It was found that the circumambient wall, gates, towers, central covered market, freshwater streams network and greenery of the city have vanished, even though the functional status of the gates and the bazaars is still remarkably retained. The total road length is altered from 2.35 km to 16.63 km and streets from 28.12 km to 49.55 km, on the contrary, the reduction of streets width from 9 m to 2.87 m denotes an unfavorable transformation. The 1.01 sq km open space of the city is occupied by congested irregular settlements now. Therefore, applying land reform policy for improving the streets and congestion of dwellings with a special approach is highly recommended along with preserving the valuable monuments standing yet as an important part of the Afghans’ glorious history.

Infrastructure Development and Economic Growth in Nepal

This article, on infrastructure development and economic growth in Nepal, focuses on the infrastructure development that seems to affect economic growth in Nepal during the study period 1994-2018. To investigate the casual relationship between infrastructure development and the economic growth, this study has employed Engel-Granger cointegration test and Error Correction Mechanism (ECM) model. The results showed a cointegration and a stable relationship between gross domestic product and infrastructure variables—such as total length of road, percentage of economically active population, percentage of tertiary education enrollment, and gross capital formation. In addition, the coefficient of Error Correction term was -0.88—signifying about 88 percent adjustments towards equilibrium, confirmed by the occurrence of a stable long-run relationship among the variables. The sign of Error correction term (Ect) became negative and statistically significant at the 1 percent level, indicating the possibility of convergence towards equilibrium in each period with adjustment captured by difference terms. This study has its implication for policymakers to raise economic growth through infrastructure development. The expansion of infrastructure network leads to the enhancement of efficiency and competitive market, and the acceleration of the economic growth within the country.

Puente de Colonia-Mülheim sobre el Rin: equilibrio entre la conservación del patrimonio y las estrategias de renovación de estructuras existentes

Today the total length of the federal trunk highway roads in Germany is about 50,000 km being one of the densest traffic in whole Europe. Among these are approximately 40,000 bridges with a total area of 30 million. Square meters. Fifty percent of these bridges were built in the years between 1960 to 1980.&#x0D; At that time these bridges were mainly designed according to German Standard DIN 1072 for bridge class SLW 60 (60 ton truck). Based on the traffic given at those times, no fatigue checks were required. This assumption seemed fair enough because the massive increase, especially in heavy traffic, could not have been anticipated. &#x0D; Since the mid-20th century until our days, the bridges over the river Rhine have set a milestone on the history of bridge engineering. Some contributions from the team led by Fritz Leonhardt and Wolfhart Andrä, such as the Cologne-Rodenkirchen suspension bridge, the series of steel bridges with continuous webs developed in the 60´s decade, the Düsseldorf cable stayed bridges family, the widenings and retrofitings of the 80´s decade, or the most recent contributions, encompass widely different typologies and periods and provide valuable learnings. Their preservation, retrofit or eventual replace if necessary, entail an important challenge for the present and future.&#x0D; The starting point of such a strengthening or eventual replacement is always the assessment of the existing bridge under consideration of its actual condition, the prognosticated loads and requirements of future utilization. This assessment process and rating of existing structures was regulated by the German government in 2012 in the “Nachrechnungs”- guidelines. The result of such an assessment is the basis of any further decision about the future of a structure, whether it will be rehabilitated, retrofitted or replaced. &#x0D; &#x0D; The presentation will focus on the experiences gained under the new guideline and the wide range of engineering services involved in such a rehabilitation planning, using the examples of the Suspension bridges over the River Rhine at Emmerich and Köln-Mühlheim, and will show the specific experience gained through these strengthening projects, but also a short overview about the new cable-stayed bridges in Leverkusen and Duisburg that are built under the premise to maintain traffic for 2 of the most importante highways in Germany.