scholarly journals Development Of Via Baltica In Lithuania

2021 ◽  
Vol 1202 (1) ◽  
pp. 012007
Author(s):  
Justas Norbutas ◽  
Jolanta Nemaniūtė-Gužienė
Keyword(s):  
Heavy Vehicle ◽  
High Quality ◽  
Protection Measures ◽  
The Road ◽  
Territorial Planning ◽  
Road Section ◽  
Parking Lot ◽  
Traffic Volumes ◽  
Present Design ◽  
Existing Bridges

Abstract The total length of Via Baltica corridor, which consists of five roads (A5 Kaunas–Marijampolė–Suwałki, A1 Vilnius–Kaunas–Klaipėda; A8 Panevėžys–Aristava–Sitkūnai, A17 Panevėžys bypass and A10 Panevėžys–Pasvalys–Riga) makes up 268 km on the Lithuanian territory. In 2019 the highest traffic volumes on this corridor were 55,942 veh/day. It is the highest-volume heavy vehicle road carrying the greatest loads. Via Baltica is a transit road; therefore, it shall comply to the requirements set to high quality roads. In 2020-2030 it is planned to implement 9 projects, the total value of which is ca 704 million EUR (194.18 km to be reconstructed). Until 2018 having implemented 156 million EUR projects, Via Baltica road A5 Kaunas–Marijampolė–Suwałki 17.24–56.83 km section (from Kaunas to Marijampole) was reconstructed into a motorway until the end of 2018. Currently, preparations are made for Via Baltica reconstruction from Marijampole to the Lithuanian-Polish border (A5 road from 56.83 km to 97.06 km). Strategic Environmental Assessment has already been completed and a special territorial planning document has been approved by the Lithuanian Government. According to this document, the road section shall be widened up to four traffic lanes by constructing two safe grade-separated intersections (viaducts) and roundabouts, connecting roads, a new heavy vehicle parking lot, by widening the existing bridges, by building new bridges and by implementing various environmental protection measures. At present design works of the above-mentioned 40.23 km-long-road section are underway. The works are due to be completed by the end of 2025.

scholarly journals ANALISIS DAMPAK LALU LINTAS REVITALISASI PASAR SUMBERGEMPOL KABUPATEN TULUNGAGUNG

2019 ◽  
Vol 2 (2) ◽  
pp. 190
Author(s):  
Ari Styawan ◽  
Yosef Cahyo SP ◽  
Ahmad Ridwan
Keyword(s):  
Impact Analysis ◽  
Service Level ◽  
Traffic Density ◽  
The Road ◽  
Road Section ◽  
Traffic Impact ◽  
Traffic Volumes ◽  
Speed Change ◽  
Land Use Development ◽  
The Impact

Traffic Impact Analysis (Andalalin) is an analysis of the influence of land use development on the system movement of surrounding traffic flows. It studies the method described in the 1997 MKJI concludes: 1. The revitalization of Sumbergempol People's Market is expected to attract trips of 88.9 SMP / hour and generate trips of 60.6 SMP / hour. 2. The results of the study area. The condition of the road section prior to revitalization has a V / C ratio of 0.53 with a Service Level in C. b. Predictions in 2019 have a V / C ratio of 0.57. c. Prediction in 2024 has a V / C ratio of 0.61, the performance still in category C. 3 The impact of the service level of the road section based on PM  96th. 2015 is: - The flow is stable, but vehicle movement is controlled by higher traffic volumes with speeds of at least 60 km/hour. - Medium traffic density due to internal obstacles to increased traffic. - Drivers have limitations for speed, change lanes, and overtake. 4. The market developer must provide a motorcycle parking area with a minimum area of 144.3 m2 and 1203.13 m2 for cars.Analisis Dampak Lalu Lintas (Andalalin) adalah analisis pengaruh perkembangan tata guna lahan terhadap sistem pergerakan arus lalu lintas disekitar, Dalam penelitian Andalalin ini metode yang dijelaskan dalam MKJI 1997 yangkesimpulannya: 1. Revitalisasi Pasar Rakyat Sumbergempol diperkirakan akan menarik perjalanan sebesar 88,9 smp/jam dan membangkitkan perjalanan sebesar 60,6 smp/jam. 2. Hasil penelitian adalah: a. Kondisi ruas jalan sebelum dilakukan Revitalisasi mempunyai V/C Ratio 0,53 yang Level Tingkat Pelayanan nya dalam kategori C. b. Prediksi pada tahun 2019 mempunyai V/C Ratio 0,57. c. Prediksi pada tahun 2024 mempunyai V/C Ratio 0,61, kinerja ruas jalan raya mengalami penurunan tapi Level Tingkat pelayanan masih dalam kategori C. 3 Dampak dari tingkat pelayanan ruas jalan berdasarkan PM No. 96 th. 2015 adalah: - Arus stabil, tetapi pergerakan kendaraan di kendalikan oleh volume lalu lintas yang lebih tinggi dengan kecepatan sekurang-kurangnya 60 km/jam. – Kepadatan lalu lintas sedang karena hambatan internal lalu lintas meningkat. – Pengemudi memiliki keterbatasan untuk kecepatan, pindah jalur dan mendahului. 4. Pihak pengembang pasar harus menyediakan tempat parkir motor minimal luasan harus144,3 m2 dan untuk mobil minimal luasan harus 1203,13 m2.

scholarly journals Analysis of the Impact of no Passing Zones on Fuel Costs

2021 ◽  
Vol 6 (1) ◽  
Author(s):  
Nenad Ruškić ◽  
Tea Pavlica ◽  
Jelena Nišić
Keyword(s):  
Road Network ◽  
Traffic Load ◽  
Level Of Service ◽  
The Road ◽  
Road Section ◽  
Traffic Volumes ◽  
Clear Visibility ◽  
The Impact ◽  
Fuel Costs

The primary task of traffic and transportation planning is to improve the conditions of traffic and level of service on the entire road network. On three sections, which were analyzed in this paper, the possibility of reducing the precentage of no passing zones was noticed, by changing the horizontal signalization on the segments of road section where the clear visibility for overtaking was determined for one direction of the two-way highway. In the first part of the paper, the analysis of traffic conditions on the existing and on the newly designed variants of all three observed road sections was performed. Analysis of the level of service on the intersections that are part of this research are done in chapter 2. Increasing the speed on the newly designed section results in a reduced travel time and this leads to savings in fuel costs as shown in chapter 3. Traffic forecast for the planning 2029 is done in chapter 4, the forecasted traffic load implies future traffic volumes for which adequate capacities of the road network need to be provided. Chapter 5 is based on determination of the relationship between the benefits brought by the newly designed variant and the costs that are realized during its construction. The results of this analysis were used as input data for the economic evaluation of the project solutions, where the savings in fuel costs were analyzed.

scholarly journals Measurements of urban traffic parameters before and after road reconstruction

2021 ◽  
Vol 11 (1) ◽  
pp. 365-376
Author(s):  
Andrzej Bąkowski ◽  
Leszek Radziszewski
Keyword(s):  
Urban Traffic ◽  
Noise Model ◽  
Vehicle Traffic ◽  
The Road ◽  
Passenger Vehicles ◽  
Before And After ◽  
Traffic Volumes ◽  
National Road ◽  
The City ◽  
Good Agreement

Abstract The study analyzed the parameters of vehicle traffic and noise on the national road in the section in the city from 2011 to 2016. In 2013–2014 this road was reconstructed. It was found that in most cases, the distribution of the tested variable was not normal. The median and selected percentiles of vehicle traffic parameters and noise were examined. The variability and type A uncertainty of the results were described and evaluated. The results obtained for the data recorded on working and non-working days were compared. The vehicle cumulative speed distributions, for two-way four-lane road segments in both directions were analyzed. A mathematical model of normalized traffic flow has been proposed. Fit factor R2 of the proposed equations to the experimental data for passenger vehicles ranges from 0.93 to 0.99. It has been shown that two years after the road reconstruction, the median noise level did not increase even though traffic volumes and vehicle speeds increased. The Cnossos noise model was validated for data recorded over a period of 6 years. A very good agreement of the medians determined according to the Cnossos-EU model and the measured ones was obtained. It should be noted, however, that for the other analyzed percentiles, e.g. 95%, the discrepancies are larger.

A Road Section near Guy's Hill, Jamaica

1942 ◽  
Vol 79 (4) ◽  
pp. 241-252 ◽  
Author(s):  
C. A. Matley ◽  
Frank Raw
Keyword(s):  
Sedimentary Rocks ◽  
Plutonic Rock ◽  
Igneous Rocks ◽  
The Road ◽  
Road Section ◽  
Igneous Intrusions ◽  
Microscope Slides

The rocks exposed along the road between Linstead and Guy's Hill, Jamaica, were described by Dr. C. T. Trechmann in this magazine in 1936 (pp. 259–260). The chief object of his account was to prove that the igneous rocks there were intrusions later than the associated Cretaceous and Tertiary limestones, which, according to him, had been metamorphosed into hornfelses, some of which, he stated later (1937, p. 561), he knew to have an “igneous” appearance under the microscope, “which tends to support my contention that in Jamaica we have sedimentaries altered in situ into rocks that would ordinarily be classified as igneous.” Dissent from his descriptions and interpretations was expressed by C. A. M. (Matley, 1937, pp. 501–3), the criticisms being mainly based on an examination of Trechmann's own microscope slides by F. R. A visit to Jamaica by C. A. M. in 1939 allowed him to study this road and to collect a suite of rocks for petrological examination. The results show that Trechmann's interpretation cannot be sustained. There is no granodiorite or other plutonic rock present, no metamorphism hornfelsing the sedimentary rocks, and no igneous intrusions into the Tertiary limestones.

THE ROAD AHEAD TO BETTER MEDICAL CARE FOR CHILDREN

PEDIATRICS ◽  
1950 ◽  
Vol 6 (3) ◽  
pp. 553-556
Keyword(s):  
Child Health ◽  
Medical Care ◽  
Medical Center ◽  
Point Of View ◽  
Medical Services ◽  
High Quality ◽  
The Road ◽  
Provide Child Care ◽  
Ultimate Objective ◽  
The Many

THE road to better child health has been discussed in relation to the doctor and his training, health services and their distribution. We have dealt with the unavoidable question of costs. Particular attention has been given to some of the advantages and dangers of decentralization of pediatric education and services. Each of the various subjects has been discussed from the point of view of its bearing on the ultimate objective of better health for all children and the steps necessary to attain this goal. Now, we may stand back from the many details of the picture, view the whole objectively and note its most outstanding features. First is the fact that the improvement of child health depends primarily upon better training for all doctors who provide child care, general practitioners as well as specialists. This is the foundation without which the rest of the structure cannot stand. The second dominant fact is the need for extending to outlying and isolated areas the high quality medical care of the medical centers, without at the same time diluting the service or training at the center. The road to better medical care, therefore, begins at the medical center and extends outward through a network of integrated community hospitals and health centers, finally reaching the remote and heretofore isolated areas. Inherent in all medical schools is a unique potential for rendering medical services as well as actually training physicians. The very nature of medical education—whereby doctors in training work under the tutelage of able specialists in the clinic, hospital ward, and out-patient department—provides medical services of high quality to people in the neighboring communities.

ANALYSIS OF LANDSLIDE PROCESSES ON THE ROADS OF KHAKASSIA BEFORE THE BRIDGES OVER THE YENISEI RIVER FROM THE PERSPECTIVE OF ALL STAGES OF THE LIFE CYCLE OF STRUCTURES

2020 ◽  
Author(s):  
Олег Закирович Халимов
Keyword(s):  
Life Cycle ◽  
Design Stage ◽  
Yenisei River ◽  
The Road ◽  
Road Section ◽  
Hydrogeological Conditions ◽  
First Case ◽  
Landslide Processes ◽  
The Yenisei River ◽  
Hydrogeological Studies

В статье проанализированы трудности в процессе строительства автомобильной дороги от Братского моста через Енисей в сторону Абакана, связанные с отсутствием учета на стадии проектирования осложнившихся гидрогеологических условий, влияющих на опускание моста и дороги. Оползневые процессы, созданные искусственно при сооружении выемки дна автомобильной дороги от Братского моста более 40 лет развиваются на участке дороги Абакан-Подсинее перед железным и автодорожным мостом через Енисей. Как и в первом случае на стадии проектирования не выполнены гидро-геологические исследования. The article analyzes the difficulties in the process of construction of the highway from the Bratsk bridge over the Yenisei river to Abakan, associated with not taking into account the complicated hydrogeological conditions at the design stage, associated with the lowering of the bridge and road. Landslide processes created artificially during the construction of the dredging of the road bottom from the Bratsk bridge have been developing for more than 40 years on the Abakan-Podsinee road section in front of the railway and road bridge over the Yenisei. As in the first case, hydrogeological studies were not performed at the design stage.

scholarly journals Traffic Analysis and Pavement Technology as a Tool for Urban Noise Control

2015 ◽  
Vol 61 (4) ◽  
pp. 107-126 ◽  
Author(s):  
K. J. Kowalski ◽  
A. J. Brzeziński ◽  
J. B. Król ◽  
P. Radziszewski ◽  
Ł. Szymański
Keyword(s):  
Urban Space ◽  
Urban Traffic ◽  
Vehicle Speed ◽  
Noise Emission ◽  
Noise Barriers ◽  
Technical Improvement ◽  
Protection Measures ◽  
The Road ◽  
Road Pavement ◽  
Acoustic Conditions

Traffic related noise is currently considered as an environmental pollution. Paper presents results of multidirectional study attempting to serve urban traffic without the need to erect noise barriers interfering urban space. Initial concept of the road expansion included construction of 1000 m of noise barriers dividing city space. Improvement in the acoustic conditions after construction completion is possible due to the applied noise protection measures: vehicle speed limit, smooth of traffic flow, use of road pavement of reduced noise emission and the technical improvement of the tramway.

scholarly journals Faceting of (001) CeO2Films: The Road to High Quality TFA-YBa2Cu3O7Multilayers

2006 ◽  
Vol 43 ◽  
pp. 138-141
Author(s):  
M Coll ◽  
J Gázquez ◽  
F Sandiumenge ◽  
A Pomar ◽  
T Puig ◽  
...  
Keyword(s):  
High Quality ◽  
The Road

Prediction of Design Hourly Volume on Rural Roads

2020 ◽  
pp. 036119812096556
Author(s):  
Miloš Petković ◽  
Vladan Tubić ◽  
Nemanja Stepanović
Keyword(s):  
Coefficient Of Determination ◽  
Rural Roads ◽  
The Road ◽  
Annual Average Daily Traffic ◽  
Proposed Model ◽  
Traffic Volumes ◽  
Implementation Costs ◽  
On The Road ◽  
Predicted Values ◽  
Design Hourly Volume

Design hourly volume (DHV) represents one of the most significant parameters in the procedures of developing and evaluating road designs. DHV values can be accurately and precisely calculated only on the road sections with the implemented automatic traffic counters (ATCs) which constantly monitor the traffic volume. Unfortunately, many road sections do not contain ATCs primarily because of the implementation costs. Consequently, for many years, the DHV values have been defined on the basis of occasional counting and the factors related to traffic flow variability over time. However, it has been determined that this approach has significant limitations and that the predicted values considerably deviate from the actual values. Therefore, the main objective of this paper is to develop a model which will enable DHV prediction on rural roads in cases of insufficient data. The suggested model is based on the correlation between DHVs and the parameters defining the characteristics of traffic flows, that is, the relationship between the traffic volumes on design working days and non-working days, and annual average daily traffic. The results of the conducted research indicate that the application of the proposed model enables the prediction of DHV values with a significant level of data accuracy and reliability. The coefficient of determination (R2) shows that more than 98% of the variance of the calculated DHVs was explained by the observed DHV values, while the mean error ranged from 4.86% to 7.84% depending on the number of hours for which DHV was predicted.

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