scholarly journals Impact of CO2 Emissions on Low Volume Road Maintenance Policy: Case Study of Serbia

2019 ◽  
Vol 2673 (12) ◽  
pp. 747-755
Author(s):  
Jelena Ćirilović Stanković ◽  
Goran Mladenović ◽  
Cesar Queiroz
Keyword(s):  
Agency Costs ◽  
Road Network ◽  
Environmental Cost ◽  
Road User ◽  
Maintenance Policy ◽  
The Road ◽  
User Costs ◽  
Low Volume ◽  
The Cost ◽  
Optimal Maintenance Policy

About 20% of the Serbian national road network has sections with low volume traffic. These sections are maintained in relatively poor condition since the maintenance budget is typically allocated to the road sections with most traffic. This paper aims to define the appropriate maintenance policy for keeping these sections in “optimal” condition. The traditional approach has been to consider as optimal the condition leading to the minimum sum of road agency costs and road user costs. However, currently there is an emphasis on including environmental cost (greenhouse gas emissions, in particular) into pavement management systems. This extends the concept of optimum by defining it as the maintenance policy leading to the minimum sum of (a) road agency costs, (b) road user costs, and (c) the cost to society of CO2 emissions. Three potential influencing factors are further analyzed: traffic loading, pavement structural number, and the initial condition of the road section. The World Bank’s Road Network Evaluation Tools (RONET) model was used to analyze the Serbian low volume road network and develop the optimal maintenance policy. The results show that the cost of CO2 emissions plays an important role in calculating the optimal policy, but unlike the high volume parts of the road network, in the case of low volume roads, a substantial part of total emissions is related to the production and placement of new pavement layers, rather than from vehicle emissions.

Applying Pavement Preservation Concepts to Low-Volume Roads

2003 ◽  
Vol 1819 (1) ◽  
pp. 81-87 ◽  
Author(s):  
Kathryn A. Zimmerman ◽  
David G. Peshkin
Keyword(s):  
Cost Effectiveness ◽  
Preventive Maintenance ◽  
Road Network ◽  
Pavement Management ◽  
Management Information ◽  
Management Tools ◽  
Pavement Preservation ◽  
The Road ◽  
Low Volume ◽  
The Cost

As the challenges associated with managing a low-volume road network increase, agencies have realized the benefits associated with the use of pavement management tools for the road network. One of the benefits of the use of these tools is the ability to illustrate quickly and effectively the impacts of various pavement preservation strategies (such as worst-first repair) on overall network conditions. As a result, agencies are in a better position to communicate the needs of the road network to individuals responsible for the allocation of funds. In some cases, agencies have successfully lobbied for additional funds to support their road management efforts. The benefit of pavement management tools in supporting the preservation of the low-volume road network is illustrated by their use in evaluating the long-term impact of various funding strategies, the cost-effectiveness of pavement preventive maintenance programs, and various cost analyses that can be used to enhance road system management. Information from a variety of transportation agencies is used for this illustration. For instance, a summary is presented of the use of pavement management information to compare a worst-first repair strategy with a strategy that includes pavement preservation techniques. Examples are provided of the types of presentations that can be given to top management to illustrate these effects. In addition, the cost-effectiveness of pavement preservation programs is illustrated by showing the reduction in life-cycle costs and the overall benefits provided to the agency through the implementation of preventive maintenance programs.

scholarly journals Geofencing to Enable Differentiated Road User Charging

2021 ◽  
pp. 036119812199551
Author(s):  
Petter Arnesen ◽  
Hanne Seter ◽  
Ørjan Tveit ◽  
Mats Myhrvold Bjerke
Keyword(s):  
Travel Behavior ◽  
Road Network ◽  
Road User ◽  
Urban Mobility ◽  
Dual Purpose ◽  
The Road ◽  
Transport Services ◽  
On The Road ◽  
The Cost ◽  
Road User Charging

Tolling normally has a dual purpose in Norway. Its first goal is to finance a project or an improvment in the transport services offered in an area, for instance extend public transport services. The second goal is to change travel behavior, encouraging drivers of private cars to use other more environmentally friendly modes. Today, this tolling system is based on fixed points on the road network which are not necessarily able to record all road usage evenly. Within the GeoSUM (Geofencing for Smart Urban Mobility) research project, a distance and fuel differentiated road user charging scheme has been piloted. Instead of fixed point tolling, this system enables the driver to perceive that the cost is directly related to how much gasoline or electricity is used on the road network. The key technology for this system is geofencing, and the pilot results show that the proposed system did indeed increase the amount electricity used for driving inside the geofence zones, reducing in turn the amount of fossil-based fuel used.

Determining Minimum Contract Time for Highway Projects

2000 ◽  
Vol 1712 (1) ◽  
pp. 196-201 ◽  
Author(s):  
Jin-Fang Shr ◽  
Benjamin P. Thompson ◽  
Jeffrey S. Russell ◽  
Bin Ran ◽  
H. Ping Tserng
Keyword(s):  
Low Cost ◽  
Road User ◽  
User Cost ◽  
Time Curve ◽  
Highway Projects ◽  
The Road ◽  
State Highway ◽  
Florida Department ◽  
The Cost ◽  
State Highway Agencies

An increasing number of state highway agencies (SHAs) are using A (cost) + B (time cost) bidding ( A + B bidding) for highway construction. The A + B bidding concept is designed to shorten the total contract time by allowing each contractor to bid the number of days in which the work can be accomplished, in addition to the traditional cost bid. The SHA is then presented with the problem of determining a reasonable range of contract time submitted by the bidders. Most SHAs do not currently restrict the range of B. However, several problems may arise from an unrestricted range of B. First, if no minimum is set for B, a bidder may inflate the cost bid and submit an unreasonably low B, using the excess cost bid to cover the disincentives charged for exceeding the time bid. Second, if no maximum is set for B, then a bidder with a high B and a low-cost bid may be awarded the job and make an unreasonable amount of money from incentive payments. This study develops a quantified model of the price-time bidding contract. A construction cost-versus-time curve is developed from Florida Department of Transportation (DOT) data. The contractor’s price-versus-time curve is then combined with the road-user cost to determine the optimum lower limit to be set on B. Finally, several projects completed by the Florida DOT will be used to illustrate this model.

Nature and Effects of Low-Volume Roads in Botswana

2003 ◽  
Vol 1819 (1) ◽  
pp. 88-95 ◽  
Author(s):  
Bizzar B. Madzikigwa
Keyword(s):  
Rural Areas ◽  
Road Network ◽  
Good Condition ◽  
Construction Materials ◽  
Road Construction ◽  
Rapid Improvement ◽  
The Road ◽  
Low Volume Roads ◽  
Low Volume ◽  
Sand And Gravel

The road sector in Botswana continues to develop its road network throughout the country at a tremendous rate. When Botswana gained independence in 1966, it had only 10 km (16 mi) of bitumen road. By 1992 the total length of bituminous surfaced road reached 3500 km (2,175 mi) out of a total road network of 18 000 km (11,285 mi). These statistics clearly show that the majority of roads are not yet surfaced; these are low-volume roads that provide access to the rural areas where most of the country’s population is found, though in low density. In spite of the rapid improvement in the quality of the national road network in recent years, much remains to be done. In the early 1970s and early 1980s the rural roads unit was introduced in the Ministry of Works Transport and Communications, which was charged with the responsibility of design and construction of low-volume roads around the country in a bid to integrate the country’s road network. This unit was later disbanded in the 1990s, and all roads are improved through the conventional procurement system using private contractors. For these roads the justification of a surfacing project based on conventional economic return methods does not apply, and worse still, the road improvements have to compete with other amenities for the same limited resources. Three ministries in Botswana are responsible for roads: Ministry of Works Transport and Communications, Ministry of Local Government, and Ministry of Trade, Industry, Wildlife and Tourism. These ministries have different responsibilities for different roads within the country, and earth, sand, and gravel roads are found under the jurisdiction of each of the ministries. The major drawbacks concerning low-volume roads in Botswana are inadequate maintenance, poor road construction materials, and the environmental impacts of the roads. Since the budget and resources are inadequate to keep these roads in good condition, it would be prudent to find technological means that would improve the locally available road construction materials so as to minimize their effects on the environment and vehicle operating costs.

scholarly journals Analysis of the costs of construction and maintenance of rigid and flexible pavements

2018 ◽  
Vol 2018 (11) ◽  
pp. 31-42
Author(s):  
Antoni Szydło ◽  
Piotr Mackiewicz
Keyword(s):  
Road Network ◽  
Price Level ◽  
Asphalt Mixtures ◽  
Cost Assessment ◽  
Concrete Pavements ◽  
Cement Concrete ◽  
The Road ◽  
The Subject ◽  
On The Road ◽  
The Cost

The costs of construction and the future maintenance of expressways and motorways have a significant impact on the choice of technologies for their construction. The subject of the article is the analysis of the costs of construction and maintenance of rigid (concrete) and flexible (asphalt mixtures) pavements in Poland. The construction technologies and maintenance scenarios in service were analysed for selected pavement constructions of rigid and flexible motorways and expressways. The costs of construction and maintenance of these pavements in national conditions were determined. The fourth quarter of 2015 was adopted as the initial price level. On the basis of the analysis of the costs of construction and maintenance of the analysed structures, the advantage of rigid constructions made of cement concrete was demonstrated, especially in the aspect of the surface maintenance. The cost assessment was carried out for 30 years of exploitation. The concrete pavements on the road network in Poland have been used for over 20 years. They are present both on low-class roads and on the highest-class roads, i.e. motorways and expressways.

DESIGNING AN OPTIMAL FOREST ROAD NETWORK BY CONSIDERATION OF ENVIRONMENTAL IMPACTS IN GIS OPTIMALIŲ MIŠKO KELIŲ TINKLO PROJEKTAVIMAS ĮVERTINUS POVEIKĮ APLINKAI GIS PROGRAMA / ПРОЕКТИРОВАНИЕ OПTИMAЛЬHOЙ CETИ ЛECHЫX ДOPOГ С УЧЕТОМ BOЗДEЙCTBИЯ HA OKPYЖAЮЩYЮ CPEДY, ОЦЕНЕННОГО С ИСПОЛЬЗОВАНИЕМ ГИС

2012 ◽  
Vol 20 (1) ◽  
pp. 58-66 ◽  
Author(s):  
Seyed Ataollah Hosseini ◽  
Mohammad Reza Mazrae ◽  
Majid Lotfalian ◽  
Aidin Parsakhoo
Keyword(s):  
Road Network ◽  
Negative Effects ◽  
Road Density ◽  
Forest Road ◽  
Road Verge ◽  
The Road ◽  
Road Planning ◽  
Golestan Province ◽  
Northern Forests ◽  
The Cost

Planning of forest road network is the most important issue for sustainable management of northern forests in Iran. This study represented a technical method of forest road planning by using GIS (Geographic Information Systems) in Vatan forestry plan of Golestan province, Iran. The aim of this study was to find out options for the optimization of skid trail length and for decreasing the negative effects of redundant skid trail length. Results of this study showed that the total length of forest road and the road network density was 36745 m and 8.68 m ha−1, respectively. 54% of the area was covered by these roads. 98.06 km skid trail was planned from road verge into the forest interior. The density of this skidding trail was 23.17 m ha−1. The suggested road network length measured using GIS was 47.23 km. Road density was 10.87 m ha−1, with 79% coverage. Skid trail length was 81.04 km, and skid trail density was 19.15 m ha−1. On the basis of GIS measurements, the skid trails on new road network system had shorter length and more frequency. This causes to decrease the cost of primary transportation. Moreover, in this plan the roads with suitable coverage passed from stable slopes. Santrauka Miško kelių tinklo planavimas – viena svarstomų problemų, siekiant užtikrinti tvarią miškotvarkos sistemą šiaurinėje Irano dalyje esančiuose miškuose. Šiame straipsnyje pristatomas miško kelių planavimo techninis metodas, taikant GIS (geografinės informacinės sistemos) programą ir naudojant Vatan miško, Golestan provincijoje, Irane, planus. Šio tyrimo tikslas – išsiaiškinti galimybes, kaip optimizuoti miško keliukų ilgį ir sumažinti neigiamą poveikį miškui, mažinant perteklinį šių keliukų trasos ilgį. Pirminiai rezultatai parodė, kad bendras esamų kelių ilgis siekia 36 745 km, kelių tinklas aprėpė 54% visos tiriamosios teritorijos, tankis siekė 8,68 m ha−1, o optimalus miško kelių tinklas buvo rengiamas pagal esamą 98,06 km ilgio miško keliukų tinklą, kurio tankis – 23,17 m ha−1. Bendras siūlomo kelių tinklo ilgis siekia 47,23 km, tankumas – 10,87 m ha−1, jis aprėpia 79% teritorijos. Miško keliukų ilgis – 81,04 km, tankumas – 19,15 m·ha−1. Remiantis GIS matavimais, naujo miško keliukų tinklo keliukai buvo trumpesni, tačiau jų tinklas tankesnis. Dėl šios priežasties mažėja pirminės transporto išlaidos ir sukuriama optimali miško keliukų aprėptis, pagerinamas prieinamumas. Резюме Планирование сети лесных дорог является одним из важнейших вопросов при создании упорядоченной системылесохозяйствования в северной части Ирана. В статье представлен технический метод планирования лесохозяйственной деятельности (прокладки дорог) с использованием ГИС и плана леса Ватан в провинции Гулистан Ирана. Целью исследования было выяснить возможности оптимизации длины лесных дорог и уменьшениянегативных последствий их избыточной длины. Результаты исследования показали, что общая протяженность существующих лесных дорог составляет 36 745 км, сеть дорог охватывает 54% всей исследованной территории,ее плотность – 8,68 м га−1. Оптимальная сеть лесных дорог создавалась на основании имеющейся сети лесных дорог, протяженность которой 98,06 км, плотность – 23,17 м гa−1. Протяженность предлагаемой сети дорог составит 47,23 км, плотность – 10,87 м гa−1, она охватит 79% территории. Длина лесных дорог составит 81,04 км, а плотность – 19,15 м·гa−1. На основании измерений, проведенных с использованием ГИС, длина дорог лесной сети стала короче, а сеть более густой. В связи с этим снижаются первичные затраты на транспорт, охват леснымидорогами становится более оптимальным, увеличивается доступность.

scholarly journals Comparing Road User Charging Acceptability in the City of Tunis and Damascus

2019 ◽  
Vol 296 ◽  
pp. 02002
Author(s):  
Mohamad Shatanawi ◽  
Souhir Boudhrioua ◽  
Ferenc Mészáros
Keyword(s):  
Road Network ◽  
Road Pricing ◽  
Urban Traffic ◽  
Road User ◽  
The Political ◽  
The Public ◽  
The Road ◽  
Pricing Scheme ◽  
Two Cities ◽  
The City

Worldwide, multiple studies have been trying to reduce traffic issues without physically changing the road network, this is when the congestion fees strategy has been considered as a favorable solution for the urban traffic issues. A fundamental condition that needs to be checked before the implementation of the road-pricing scheme is the acceptability of both the political and the public parties. The acceptability is so variable and depends on many features and differs from one individual to another, thus, a survey with a set of variant questions might help to understand the expectations and the worries of the citizens and aim to improve them for better effectiveness of the road-pricing project. This report aims, through analyzing the responses of a distributed survey, to evaluate the acceptability of the citizens of Tunis, Tunisia and Damascus, Syria in order to draw a comparison between the two cities. Moreover, it assesses the degree of acceptability and the variable expectations of the implementation of the congestion fees of the two societies.

Some implications of the new speed–volume curves to highway user cost and sizing of roads

1986 ◽  
Vol 13 (2) ◽  
pp. 241-248
Author(s):  
Satish C. Sharma ◽  
Akhtarhusein Tayebali ◽  
Afifi H. Soliman
Keyword(s):  
Economic Analysis ◽  
Road User ◽  
Vehicle Classification ◽  
User Cost ◽  
Highway Design ◽  
Rural Highways ◽  
Highway Capacity Manual ◽  
The Road ◽  
User Costs ◽  
Road Users

This paper investigates some implications of the speed–volume relationships for two-lane rural highways as proposed in the new edition of the U.S. Highway Capacity Manual, which is expected to be completed soon. The effect of the new speed–volume curves on road user costs is analysed by considering the case of Alberta Transportation. The analysis carried out in this paper indicates that the new speed–volume curves, when employed with the traditional values of other variables, such as vehicle running costs and value of travel time, produce cost–volume relationships that might appear unacceptable from both the highway agencies' and the road users' perspective. To overcome such a limitation it is suggested that a cost of comfort and convenience should be computed and added to the user cost.Basing their proposal on a survey of Alberta households and the actual practice of road sizing by Alberta Transportation, the authors present a generalized mathematical model to estimate the cost of comfort and convenience. The structure of the model and its independent variables include the considerations of (a) the relative importance of driving comfort as perceived by road users, (b) the unsatisfied demand (overtaking demand minus actual overtaking) curve, (c) the type of road use, (d) volume-to-capacity ratio, (e) desired highway speed, and (f) vehicle classification. The paper discusses and demonstrates how this model can be calibrated and used for economic analysis for designing and upgrading of rural highways. Key words: transportation, highway economic analysis, road user costs, cost of comfort, speed–volume curves, highway design.

PURA for Connectivity

2012 ◽  
Vol 13 (3) ◽  
pp. 449-464 ◽  
Author(s):  
Subhash Datta
Keyword(s):  
Cost Effectiveness ◽  
Rural Areas ◽  
Road Network ◽  
Sustainable Growth ◽  
Network System ◽  
The Road ◽  
Urban Amenities ◽  
Test Region ◽  
The Cost ◽  
Over Time

The PURA (Providing Urban Amenities in Rural Areas) scheme has been designed to induce sustainable growth in underdeveloped areas. The test region is the Nuh Block, Haryana, a region severely lacking the amenities required for an area with a population of 201,816 which is increasing rapidly. The proposed development period of 2005 to 2020 is split into three equal phases to help distribute the expenditure evenly over time. Five ‘nodal’ villages are chosen to act as centres of development for the block. These are linked together through the road network system. Three alternative networks are discussed in terms of the cost-effectiveness of the design.

scholarly journals Advances in Regression Kriging-Based Methods for Estimating Statewide Winter Weather Collisions: An Empirical Investigation

2021 ◽  
Vol 1 (3) ◽  
pp. 570-589
Author(s):  
Andy H. Wong ◽  
Tae J. Kwon
Keyword(s):  
Road Network ◽  
Kriging Model ◽  
Regression Kriging ◽  
Network Distance ◽  
True Nature ◽  
The Road ◽  
Statistical Measures ◽  
Network Screening ◽  
Effective Network ◽  
The Cost

Winter conditions create hazardous roads that municipalities work hard to maintain to ensure the safety of the travelling public. Targeting their efforts with effective network screening will help transportation managers address these problems. In our recent efforts, regression kriging was found to be a viable and effective network screening methodology. However, the study was constrained by its limited spatial extent making the reported results less conclusive and transferrable. In addition, our previous work implemented what has long been adopted in most of conventional studies—the Euclidean distance; however, use of the road network distance would, intuitively, result in further improving kriging estimates, especially when dealing with transportation problems. Therefore, this study improves upon our previous efforts by developing a more advanced kriging model; namely, network regression kriging using the entire state of Iowa with the significantly expanded road network. The transferability of the developed models is also explored to investigate its generalization potential. The findings based on various statistical measures suggest that the enhanced kriging model vastly improved the estimation performance at the cost of greater computational complexity and run times. The study also suggests that regional semivariograms better represent the true nature of the local variances, though an overall model may still function adequately if higher fidelity is not required.

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