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1
Ahmad Irwan Hanafi, Totok Yulianto, and Titin Sundari. "Perencanaan Jalan Rigid Pavement Pada Kawasan Perumahan Bunda Asri Kecamatan Bandarkedungmulyo Kabupaten Jombang." JURAL RISET RUMPUN ILMU TEKNIK 2, no. 2 (July 19, 2023): 01–10. http://dx.doi.org/10.55606/jurritek.v2i2.1545.
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. In fulfilling occupancy eligibility, it is necessary to support facilities and infrastructure. The Bunda Asri housing complex, located in Bandarkedungmulyo, has a land area of 32 hectares with a planned construction of 3,000 residential units with 8 types of housing. Residential areas must have infrastructure with a minimum road width of 6 meters as stated in article 15 paragraph 3 of the 2019 Jombang Regency Regional Regulation concerning road infrastructure in residential areas. In this study, the planning used the pd T-2003 method which aims to determine the structure of the rigid pavement of the road at Bunda Asri housing. The results of this study are two types of roads, namely village roads and local roads. On rural roads, the thickness of the rigid pavement layer is 165 mm, the specification for the width of the plate is 2x3.5 m, the length of the plate is 4 m, and the tie rods use D13 threaded reinforcement (0.13 cm), 57.3 cm long, 0.75 cm spacing without using dowel spokes. Whereas for local roads, the thickness of the rigid pavement layer is 170 mm, the specifications for the width of the plate are 2x5 m, the length of the plate is 4 m, and the reinforcement thread D13 (0.13 cm) is used as tie rods, the length is 70 cm and the spacing is 0.75 cm using dowel spokes.
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R., Abdulazeez,, Bashir, A. K., and Aliyu, B. "Evaluation of Road Pavement Failure: A Case Study of Federal Medical Center Jabi Road, Abuja." International Journal of Mechanical and Civil Engineering 7, no. 1 (July 11, 2024): 116–27. http://dx.doi.org/10.52589/ijmce-wxxgroua.
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Background of Study: In Nigeria, roads frequently degrade soon after construction, especially if the work is not done properly. However, some roads last for a long time before they deteriorate. This current study examined the factors that contribute to road collapse along the Federal Medical Centre road, Abuja and proposed optimal solutions. Methods: Sufficient soil samples were obtained at the road’s collapsed segment. However, a traffic volume study was conducted together with laboratory investigation such as natural moisture content determination, sieve analysis, atterberg limit testing, compaction test and california bearing ratio analysis using (BS 1377) to better understand the factors causing the road failure. Results: The result from natural moisture content shows that the soil sample obtained contained an amount of water for each sample, while sieve analysis shows that the samples have satisfied the requirements. In addition, the atterberg limit test indicates that the earth’s samples are good and excellent for use in building roads, while for compaction, the Optimum Moisture Content (OMC) and Maximum Dry Density (MDD) values obtained have also satisfied the requirements. More so, the California bearing ratio test also shows that the sub-base materials are good, which makes the layers of good strength. A traffic volume study was done by counting the number of vehicles going and coming out from various organizations surrounding the road in the morning and Afternoon hours. Conclusion: The construction materials of the road are good and excellent and have all complied with the requirements. Hence, by visual observation, the road's drainage system could be better, and the road surface needs to be cambered to the direction of the drainage to drain off water, especially during the rainy season. Water poses a lot of threat to roads, gradually creating void and allowing water infiltration, causing severe damage to the subsoil and pavement. Therefore, it is recommended that the drainage system should be properly built while cambering the road to either direction for proper running off of water.
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Zhou, Cheng, Wenjing Li, and Hongguo Jia. "ROAD NETWORK GENERALIZATION BASED ON FLOAT CAR TRACKING." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLI-B4 (June 10, 2016): 71–77. http://dx.doi.org/10.5194/isprs-archives-xli-b4-71-2016.
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Road generalization is not only helpful to simplify complicated road networks but can also satisfy the needs of reasonable display of roads under varying scales, thus offering basis for updating and grading urban roads. This paper proposes a selection method for road network generalization by integrating road-associated vehicle trajectory dynamic properties and road features and calculating the importance of urban roads. First of all, the location and motion information of floating vehicles are associated to relevant roads to generate the dynamic properties of roads. Then, the dynamic and static properties of roads are analyzed, and the cluster analysis is conducted to the trajectory points at road intersections to obtain the importance of some road intersections there are vehicles passing by. Afterwards, the weights of roads are calculated using the dominance rough set, the roads are ranked by weight and the practical significance of ranking results is analyzed. Finally, the selection rules for the basic framework of road network are determined to meet with different requirements and guarantee both connectivity and completeness of road networks. The results show that the relative importance of roads is made clear by taking advantage of the rough set and the generalized road network highlights the distribution and connection of urban main roads.
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Zhou, Cheng, Wenjing Li, and Hongguo Jia. "ROAD NETWORK GENERALIZATION BASED ON FLOAT CAR TRACKING." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLI-B4 (June 10, 2016): 71–77. http://dx.doi.org/10.5194/isprsarchives-xli-b4-71-2016.
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Road generalization is not only helpful to simplify complicated road networks but can also satisfy the needs of reasonable display of roads under varying scales, thus offering basis for updating and grading urban roads. This paper proposes a selection method for road network generalization by integrating road-associated vehicle trajectory dynamic properties and road features and calculating the importance of urban roads. First of all, the location and motion information of floating vehicles are associated to relevant roads to generate the dynamic properties of roads. Then, the dynamic and static properties of roads are analyzed, and the cluster analysis is conducted to the trajectory points at road intersections to obtain the importance of some road intersections there are vehicles passing by. Afterwards, the weights of roads are calculated using the dominance rough set, the roads are ranked by weight and the practical significance of ranking results is analyzed. Finally, the selection rules for the basic framework of road network are determined to meet with different requirements and guarantee both connectivity and completeness of road networks. The results show that the relative importance of roads is made clear by taking advantage of the rough set and the generalized road network highlights the distribution and connection of urban main roads.
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Nurmala, Corry, Baba Barus, and Umar Mansyur. "Kajian Daya Dukung Jalan dan Prioritas Penanganannya di Perbatasan Kota Depok dengan Kota Administrasi Jakarta Selatan." TATALOKA 22, no. 1 (February 28, 2020): 15–26. http://dx.doi.org/10.14710/tataloka.22.1.15-26.
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Roads carrying capacity can be interpreted as a road capacity to support passing vehicles. This study was aimed to determine the priority of road handling at border of Depok City with South Jakarta by looking at the physical condition, road equipment and supporting facilities, costumer satisfaction and roads carrying capacity. Using descriptive analysis method for the physical conditions of roads and road equipment, CSI methods for the results of questionnaires and LoS for roads carrying capacity. The results showed that the road conditions in the category of moderate and lightly damaged conditions, conditions of road equipment and supporting facilities in South Jakarta were better than those on roads in Depok City and roads costumer satisfaction index in the category was less satisfied and quite satisfied. Roads carrying capacity at the border is in the fairly good to very bad category. The priority of road handling is determined, for roads at Depok City are first priority for Margonda Road, second priority for Kukusan Raya Road and Tanah Baru Road and for roads at South Jakarta are first priority for Lenteng Agung Raya Road, second priority for Srengseng Sawah Road, third priority for Moh. Kahfi 1 Road and Moh. Kahfi 2 Road.Keywords: Carrying Capacity, Handling Priority, Road
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Bandaru, Mary Devika, Durga vara prasad Bokka, Suseela Kyle, V. V. S. Sarma, and P. Rohith. "Increasing the Bearing Strength of Base Layer (WBM Roads) by Using Plastic Cells and Analysis Through Staad Pro." IOP Conference Series: Earth and Environmental Science 1326, no. 1 (June 1, 2024): 012103. http://dx.doi.org/10.1088/1755-1315/1326/1/012103.
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Abstract Water-Bound Macadam (WBM) roads often grapple with limited traffic capacity and a shortened lifespan due to their inherent structural weaknesses, particularly when subjected to mixed traffic conditions. In response to these challenges, this research introduces a novel solution by incorporating plastic cells made from recycled PET bottles into the road’s foundational base course during construction. This innovative addition serves as a transformative enhancement, significantly bolstering the road’s strength and extending its longevity. To ensure the road’s structural integrity under load-bearing conditions, the study employs a dual approach, connecting two plastic cells through both plastic strips and rivet joints. Remarkably, our investigation underscores the superior robustness of the riveted connection method over its strip counterpart. Soil testing, conducted in accordance with IRC 28-1967 standards, provides a comprehensive comparison between specimens containing plastic cells and traditionally constructed roads, facilitating a straightforward assessment of their respective properties. This research adheres to established methodologies, tests, and requirements to fortify the durability of water-bound macadam (WBM) roads through the incorporation of plastic cells into the base course. Rigorous structural analyses conducted using Staad Pro ensure these innovations can withstand diverse loads, further substantiating their efficacy. Our overarching goal is to bolster the region’s infrastructure by enhancing road strength and load-bearing capacity through the integration of thoroughly tested materials, surpassing the performance of conventional roads. This study represents a significant stride towards achieving enduring and resilient road construction practices.
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Baviskar, Aniket Chhabilal. "An Approach of Multi Criteria Decision Making in Analyzing Rural Road Safety in Nashik District." International Journal for Research in Applied Science and Engineering Technology 12, no. 4 (April 30, 2024): 3435–41. http://dx.doi.org/10.22214/ijraset.2024.60613.
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Abstract: Rural road safety evaluations play a significant role in the transportation industry, and most fatal accidents happen on these types of roads. Road Safety Analysis (RSA), a process to evaluate a road's safety criteria and support overall road management decision-making, ensures the avoidance of loss of life and property damage. The "Pradhan Mantri Gram Sadak Yojana," which is primarily utilized in rural areas, is the main emphasis of this. In order to identify the most vulnerable roadways and implement mitigation measures, roads must be prioritized depending on safety ratings. This document presents the results of a study conducted to rank the safety criteria of Pradhan Mantri Gram Sadak Yojana (PMGSY) roads, a particular category of rural roads. A questionnaire survey was used for the study's analysis, and three MCDM methods were used to examine the relationships and interactions between the various factors. The study's findings indicated that the based on input from PMGSY engineers and contractors. From the perspective of the engineers in the Nashik area, we can determine the safety impact factor that influences the safety assessment of the PMGSY route.
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Zilioniene, Daiva, Donatas Cygas, and Kastytis Dundulis. "Solutions of Gravel Road Renovation Based on Certain Local Conditions in Lithuania." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 267–74. http://dx.doi.org/10.3141/1819b-34.
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The Lithuanian state road network consists of more than 21,000 km of roads, and gravel roads dominate (43.3%). While the 1998–2000 Paving of Gravel Roads Program was being implemented, there were a few issues in estimating investments that could determine the implementation alternatives of the rehabilitation project. Total costs of renovated gravel roads depended on the climate and geological and hydrological conditions of a location as well as traffic and gravel road characteristics. Roads, like engineering buildings, have to be of sufficient strength and durability, and they should correspond to traffic volume. The results of tests showed diversity of pavements and the characteristics of renovated gravel roads. Gravel roads vary by road width, pavement structure, pavement materials, and traffic. In analyzing traffic on gravel roads, the roads were classified into four groups according to traffic volume. Frequently, the strength of subgrade soils determines the structure of renovated gravel roads. The authors carried out tests on road subgrades under different geomorphologic and geological conditions, estimating the structure, physical conditions, and mechanical properties of these subgrades. According to the test results the strength of existing gravel roads depends on the strength of the subgrade, the thickness of the gravel road, and the quality of the gravel. The equivalent deformation modulus of the gravel roads is described by a binomial. In selecting structures for reconstruction of gravel roads, mathematical models are suggested.
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Et al., Rashidbek M. Xudoyqulov. "Monitoring of Road Conditions Based on Geographic Information Systems: A Case Study of Yangiyul District of Tashkent Region, Uzbekistan." Psychology and Education Journal 58, no. 2 (February 1, 2021): 1500–1504. http://dx.doi.org/10.17762/pae.v58i2.2301.
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Modern requirements for road management require the use of new technologies and methods in solving the problems of construction, reconstruction and maintenance of roads. Currently, road organizations have begun work on the creation of a geographic information system for roads; digital maps with the location and layer of roads are being assembled. Information about roads, is very important data for many social-economic sectors of the Republic of Uzbekistan. In this paper, creating geospatial digital and informative map of roads of Bukhara district of Tashkent region is revealed. The map covers all types and categories of roads. All availability conditions of roads inserted to attribute table of ArcGIS 10.2 and analyzed geospatial operations. On maps, created by not road organizations, information about roads is presented in a standard form, which leads to the lack of modern information on the condition of roads.
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Madzikigwa, Bizzar B. "Nature and Effects of Low-Volume Roads in Botswana." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 88–95. http://dx.doi.org/10.3141/1819a-14.
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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.
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Gaca, Stanisław, and Mariusz Kieć. "Studies on the impact of the technical characteristics of local roads on road safety." MATEC Web of Conferences 262 (2019): 05006. http://dx.doi.org/10.1051/matecconf/201926205006.
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Local roads (district roads) constitute an important part of the road network in Poland, making up around 29.7 % (124,945 km) of all public roads. In 2017, 10,578 accidents, which is 35.7% of all accidents in Poland, took place on local roads. These roads are used primarily by regular users who are very familiar with the defects of these roads. This means that the effects of the low technical standard of local roads and the insufficient number of road traffic devices on the safety on the road can be partly compensated for by the fact that drivers adjust their behaviour to the conditions on the road. This hypothesis can be verified through developing dependency models of road safety measures of local roads’ and technical characteristics. The article presents the research carried out based on regression models of accident prediction. The models were developed with the use of the data on the road surroundings arrangement (built-up areas, access), road condition and the extent of signposting, including data on speed limits and overtaking as well as risk exposure variables. Due to the incomplete data on accidents and the small number of accidents, different approaches to the modelling of the number of road accidents were applied.
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Mustonen, Jyri, Janne Lintilä, and Tauno Mäkiö. "Turning Deteriorated Paved Roads Back into Gravel Roads: Sheer Lunacy or Sustainable Maintenance Policy?" Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 96–103. http://dx.doi.org/10.3141/1819a-15.
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In the late 1980s, many Finnish low-volume gravel roads were paved. This option was reasonable at that time because the price of bitumen was exceptionally low. No heavy structural rehabilitation was carried out on these roads before paving. It was assumed that these cheap and light pavements would last some 5 years. Now many of those roads have reached 10 to 15 years in age, still without any proper reconstruction, and are becoming increasingly deteriorated. For almost a decade now, the Finnish government has been reducing its spending on public roads. Maintenance and repair efforts have been concentrated on the main road network, and the minor network has deteriorated more and more. Calculations show that from the road agency’s point of view, upkeep of gravel roads is economically feasible compared with maintaining paved roads that are in poor condition. Therefore, road authorities have converted some of these paved low-volume roads back to gravel roads. In 2001, the Häme, Turku, and Uusimaa road districts agreed on common principles for these actions. Furthermore, they described minimum requirements for each case in which a paved road in poor condition was turned into a gravel road. Public opposition and political resistance were quite strong before these actions, since the gravel roads are seen as a decline of service level. People living along the road, however, generally admit that new gravel roads are more comfortable to drive on throughout the year than old deteriorated pavements. The road agency still has to focus on problems such as dust.
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Chruszcz, Bryan, Anthony P. Clevenger, Kari E. Gunson, and Michael L. Gibeau. "Relationships among grizzly bears, highways, and habitat in the Banff-Bow Valley, Alberta, Canada." Canadian Journal of Zoology 81, no. 8 (August 1, 2003): 1378–91. http://dx.doi.org/10.1139/z03-123.
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Banff National Park and surrounding lands constitute one of the most developed landscapes in the world where grizzly bears (Ursus arctos) still survive. We examine the relationships among roads, grizzly bears, and their habitat in a protected area with low road density but dominated by a major transportation corridor and highway system. We examined grizzly bears' spatial response to roads, road-crossing behaviour, crossing-location attributes, and habitat and temporal patterns of cross-road movements. Grizzly bears used areas close to roads more than expected, particularly roads with low traffic volume (low volume). Habituated bears were closer to roads than wary bears. Males were closer to low-volume roads than females but crossed roads less than females during the berry season. Bears were more likely to cross low-volume roads than high-volume roads and were more likely to cross at points with higher habitat rankings. In addition, bears were more likely to cross high-volume roads when moving from areas with low habitat values to areas with high habitat values. Efforts to prevent loss of habitat connectivity across highways should involve maintenance of high-quality grizzly bear habitat adjacent to roads and should address the effects of traffic volume on the road-crossing decisions of grizzly bears.
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Peaden, J. Mark, Tracey D. Tuberville, Kurt A. Buhlmann, Melia G. Nafus, and Brian D. Todd. "Delimiting road-effect zones for threatened species: implications for mitigation fencing." Wildlife Research 42, no. 8 (2015): 650. http://dx.doi.org/10.1071/wr15082.
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Context Roads are a pernicious form of habitat loss for many wildlife populations because their effects often extend far beyond the roads themselves, giving rise to reduced wildlife abundance in road-effect zones. Quantifying the extent of road-effect zones more accurately portrays their impact on populations and the true extent to which habitat is lost for many species. Aim The purpose of the present study was to evaluate ways of determining the extent of road-effect zones for a model study species to better quantify the effect of roads on habitat loss. Methods We conducted road-side surveys for signs of Mojave desert tortoises (Gopherus agassizii) 0, 200, 400, 800 and 1600 m from county roads and interstates, two of the most common road types in critical habitat of this threatened species. Using data from these road-side surveys, we estimated the extent of road-effect zones using piecewise regression and modified von Bertalanffy models. Key results We found reduced abundances of tortoise sign along both county roads and interstates. Reductions extended farther from the large, high-traffic interstate than from the smaller, lower-traffic county roads (306 m versus 230 m). The increase in the abundance of tortoise signs with distance from roads approximated a negative exponential curve. Conclusions Interstate and county roads both contribute to habitat loss in road-side areas by making these habitats unsuitable to desert tortoises, presumably by removing animals via mortality from collisions with vehicles. Larger roads with greater traffic have more extensive effects. Implications Roadside mitigation fencing has been proposed as one way to reduce mortality of desert tortoises and to reclaim habitat by allowing tortoises to recolonise currently depauperate road-effect zones. Immediate mortality is more likely to be prevented by fencing county roads where tortoises occur closer to roads and are more likely to be struck by vehicles and killed. However, fencing interstate should yield more reclaimed habitat than that obtained from fencing county roads. Managers must consider balancing these goals along with other concerns when deciding where to place roadside fencing.
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Macharia, Paul Gacheru, Simpson Nyambane Osano, and Sixtus Kinyua Mwea. "Performance of Roads Implemented under the Roads 2000 Strategy in Central Kenya." East African Journal of Engineering 5, no. 1 (October 13, 2022): 163–73. http://dx.doi.org/10.37284/eaje.5.1.883.
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The road sector in Kenya is an integral part of its economy. The country has approximately 170,000 kilometres of road network, managed by the line ministry through the Kenya Roads Board (KRB), Road Authorities, and other Agencies. Insufficient financial resources and organisational and operational systems with inadequate investment in maintenance have led to the devaluation of the road network as an asset, as well as the aftermath effects of high vehicle operating costs which directly affect the economy negatively. The deplorable condition of these road assets led the Government of Kenya to shift its emphasis from the construction of new roads to the rehabilitation and maintenance of the existing road network using the maintenance strategy known as the Roads 2000 Strategy. The strategy aims to improve road maintenance and construction by introducing appropriate technology on a road network basis for the selective rehabilitation, spot improvement and maintenance of prioritised links. The strategic goal of the R2000 program is to bring the rural road network of Class D, E, and special purpose roads including parts of the unclassified network to a maintainable standard and ensure that KRB Road Maintenance Levy Fund (RMLF) resources are used to maintain the maintainable and recently improved road network. This study aimed to assess the success and impacts of the R2000 program in Central Kenya. Roads constructed under the three batches of phase two were investigated to establish the current condition of the roads. The present serviceability was assessed and compared to the design life of the roads. The condition survey investigated the traffic status, surface and structural conditions. All the data from these studies were analysed using the appropriate methods and the results were used to make a valid conclusion on the performance of the completed low-volume sealed roads. The major defects on the roads were noted and examined closely to determine the extent and cause of the defects. Such defects included pothole formation, delamination of pavement layers, longitudinal, transverse and crocodile cracking, encroachment of vegetation onto the carriageway and stone loss. Each road had its own specific dominating defects, arising from different prevailing weather, traffic or material conditions and road use. Tests and measurements conducted on the pavements showed the completed low-volume sealed roads generally have a strong pavement that is adequate to carry 15-year design traffic. Axle load surveys showed the 10 and 15-year design traffic classes for completed roads still fall within the expected low-volume sealed roads traffic classes. The roads surveyed generally had good to very good side drainage. The defects observed in the majority of the roads such as cracks, aggregate loss, edge breaks, rutting and potholes, among others, were only limited to the surfacing
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Dennehy, Emma, Luis Llaneza, and José Vicente López-Bao. "Contrasting wolf responses to different paved roads and traffic volume levels." Biodiversity and Conservation 30, no. 11 (July 13, 2021): 3133–50. http://dx.doi.org/10.1007/s10531-021-02239-y.
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AbstractIn some regions of the world, large carnivores, such as wolves, persist in landscapes with dense networks of paved roads. However, beyond the general impacts of roads on wildlife, we still lack information on carnivore responses to different types of roads and traffic volume levels. Using wolves in NW Spain as a case study, we show how wolves respond differently to paved road classes depending on road size, speed limit and traffic volume. All wolves evaluated (25 GPS collared wolves) crossed paved roads. Overall, during 3,915 sampling days, we recorded 29,859 wolf crossings. Wolf crossings of all paved road classes were recorded at a mean rate of 0.022 crossings/day/km (95% CI 0.016–0.027). Wolves crossed low speed and low traffic volume roads more frequently, and more often during the night, in order to lessen the chances of encountering traffic. We found mortality to be highest on roads with high speed and high traffic volume. How wolves interact with paved roads should be considered in landscape planning strategies in order to guarantee wolf long-term persistence in human-dominated landscapes. In our case, our results support an increasing focus on primary roads (class II) to identify segments of these roads where road mitigation efforts should be prioritised. Our study also highlights the importance of considering paved road classes when studying the impact of roads on wildlife.
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Sui, Haigang, Ning Zhou, Mingting Zhou, and Liang Ge. "Vector Road Map Updating from High-Resolution Remote-Sensing Images with the Guidance of Road Intersection Change Detection and Directed Road Tracing." Remote Sensing 15, no. 7 (March 30, 2023): 1840. http://dx.doi.org/10.3390/rs15071840.
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Updating vector road maps from current remote-sensing images provides fundamental data for applications, such as smart transportation and autonomous driving. Updating historical road vector maps involves verifying unchanged roads, extracting newly built roads, and removing disappeared roads. Prior work extracted roads from a current remote-sensing image to build a new road vector map, yielding inaccurate results and redundant processing procedures. In this paper, we argue that changes in roads are closely related to changes in road intersections. Hence, a novel changed road-intersection-guided vector road map updating framework (VecRoadUpd) is proposed to update road vector maps with high efficiency and accuracy. Road-intersection changes include the detection of newly built or disappeared road junctions and the discovery of road branch changes at each road junction. A CNN-based intersection-detection network (CINet) is adopted to extract road intersections from a current image and an old road vector map to discover newly built or disappeared road junctions. A road branch detection network (RoadBranchNet) is used to detect the direction of road branches for each road junction to find road branch changes. Based on the discovery of direction-changed road branches, the VecRoadUpd framework extracts newly built roads and removes disappeared roads through directed road tracing, thus, updating the whole road vector map. Extensive experiments conducted on the public MUNO21 dataset demonstrate that the proposed VecRoadUpd framework exceeds the comparative methods by 11.01% in pixel-level Qual-improvement and 13.85% in graph-level F1-score.
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Nascimento, Eric de Souza, Sonaira Souza da Silva, Leandra Bordignon, Antonio Willian Flores de Melo, Amintas Brandão, Carlos M. Souza, and Celso H. L. Silva Junior. "Roads in the Southwestern Amazon, State of Acre, between 2007 and 2019." Land 10, no. 2 (January 23, 2021): 106. http://dx.doi.org/10.3390/land10020106.
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Over the past 40 years, roads have been the main driver behind the State of Acre’s occupation and development. However, the expansion of roads, has often been associated with the advance of deforestation, habitat fragmentation, and social conflicts. There are no up-to-date data available on the current extent of Acre’s road network nor its environmental and socioenvironmental impacts. In this study, we updated the State of Acre’s road network map for the period 2007 to 2019 through the visual interpretation of 153 Landsat images (5, 7, and 8) at a scale of 1:50,000. To estimate the impact of roads, we measured the distribution of roads in municipalities and in different land tenure categories and calculated the correlation between roads and annual deforestation. Up to 2019, we estimated 19,620 km of roads, of which 92% were unofficial roads, 6% federal roads, and 2% state roads. The roads increased at an average annual rate of 590 km year−1. The most significant advance in road length between 2007 and 2019 was in protected areas (240%), followed by public lands (68%) and settlement projects (66%). We recommend monitoring of the road network to understand the landscape’s evolution and support actions against illicit environmental and socioenvironmental impacts.
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Kweon, Hyeongkeun. "Comparisons of Estimated Circuity Factor of Forest Roads with Different Vertical Heights in Mountainous Areas, Republic of Korea." Forests 10, no. 12 (December 16, 2019): 1147. http://dx.doi.org/10.3390/f10121147.
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Distance is one of the important factors in determining transportation cost and travel time, and it can be easily estimated by measuring the circuity of road networks. This study calculated the circuity factors to estimate the network distance for 27 forest roads (about 105 km) in South Korea. For this purpose, ridge, mid-slope, and valley roads were classified according to the construction location of the mountain slope, and the weighted and unweighted circuity factor (each 500-m section) were calculated. The average value of weighted circuity was 1.55: mid-slope roads (2.09), ridge roads (1.36), and valley roads (1.09). The average unweighted circuity factors were 1.61 for mid-slope roads, 1.21 for ridge roads, and 1.07 for valley roads. This study found that the circuity of the forest road network was most affected by the mountain terrain. In addition, the circuity factor increased with increasing network distance in the mid-slope roads but was not affected by the network distance in ridges and valleys. To improve the efficiency of transportation in the forest road network, it is important to locate the ladings and properly connect with the public road network.
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Elliot, William J., Sarah A. Lewis, and Chelsea L. Cannard. "Measuring and Modeling Impacts of Gravel Road Design on Sediment Generation in the Southeastern U.S." Journal of the ASABE 66, no. 5 (2023): 1229–54. http://dx.doi.org/10.13031/ja.15539.
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Highlights The erodibility of heavily trafficked gravel roads can be much greater than that of low volume forest roads. Improved designs of heavily trafficked gravel roads can decrease sediment generation by more than 90 percent. The WEPP Model can be successfully parameterized for high traffic gravel roads to reflect the effects of weather, road design, and topography. Abstract. The purposes of this study were to support a watershed modeling analysis by evaluating the ability to the Water Erosion Prediction Project (WEPP) model to estimate sediment generated by high traffic gravel roads, and to determine the erodibility of two designs of high-traffic gravel roads. In many watersheds, the road network can be a major source of sediment. The ability to predict erosion from roads, evaluate the effects of design and management on road sedimentation, and compare sediment from roads to other sources of sediment in the watershed is an ongoing need by watershed managers. The Water Erosion Prediction Project (WEPP) model is a widely used model for predicting sediment from forest roads. There has, however, been little information published on erosion from high traffic gravel roads and WEPP applications to such roads. To evaluate road erosion predictions, a study was conducted incorporating two road designs at Fort Benning, Georgia, U.S. One design followed a common practice of starting with a native material road and adding gravel and grading as required. Erosion and rutting on the road surface were common occurrences on this type of road. The improved design was a “graded aggregate base” design, built with compacted aggregate layers. To evaluate erosion risks for these two road designs, runoff and sediment delivery were measured from ten plots ranging in size from 63 to 150 m2. Runoff depths up to 50 mm occurred from daily rainfall amounts up to nearly 60 mm, with least square mean event runoff values of 6.5 mm from unimproved plots and 14.9 mm from improved road plots. Delivered sediment ranged from zero to 18 Mg ha-1 from individual storms with least square mean amounts of 2.27 Mg ha-1 of sediment delivered from unimproved road plots compared to only 0.026 Mg ha-1 delivered from improved road design plots for a given runoff event. Hydraulic conductivity was found by calibration to be 3.0 mm h-1 for unimproved roads and 1.3 mm h-1 for improved road segments. Rill erodibility was 0.09 s m-1 for unimproved roads and 0.0008 s m-1 for improved roads, values that were greater than had been measured on road erosion studies elsewhere that were typically less than 0.0004 s m-1. The critical shear for the unimproved roads was the minimum that the WEPP model would accept, 0.0001 Pa, but was a more typical value of 1.5 Pa for the improved road segments. When applying the calibrated erodibility values to a validation data set, the Willmott indices of agreement were 0.62 and 0.82 for runoff for unimproved and improved roads, respectively, and 0.67 and 0.66 for sediment delivery from unimproved and improved roads, respectively, indicating good agreement between observed and WEPP-estimated runoff and erosion rates. A sensitivity analysis and calibration analysis found that the WEPP model was not sensitive to interrill erosion for this application. A sensitivity analysis coupled with a WEPP validation analysis showed that WEPP could incorporate weather, topography, soil, and road design features to predict sediment delivery from highly erodible road segments. The study suggests that there is a need for a simulated runoff study to determine high values of rill erodibility more precisely on unimproved high traffic roads, and that there is a need to incorporate more erodible road erodibility values into the online WEPP:Road interface for the WEPP model. The road erosion rates and effectiveness of improved road designs for reducing off-road sediment reported in this study will be useful to managers seeking to quantify and reduce road erosion rates from high-traffic gravel roads in sensitive watersheds. Keywords: Erodibility, Gravel Roads, Soil Erosion, WEPP.
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Lee, Yong wook. "A Study on Roads and Wagons in the Goryeo~Joseon Period." Korean Ancient Historical Society 116 (May 30, 2022): 83–111. http://dx.doi.org/10.18040/sgs.2022.116.83.
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Roads and wheeled carts began to be used extensively in Korea during the Three Kingdoms Era. Their use continued, with periods of development and decline, throughout the Unified Silla, Goryeo, and Joseon periods. The bulk of archaeological research on Korean roads and cart use has been focused on the earlier Three Kingdoms and Unified Silla periods. Most of the research on the use of roads and wagons in the later Goryeo and Joseon dynasties has been conducted by studying historical records. However, these records may not be accurate representations of the actual road conditions during these periods. In this study, we will attempt to correlate the limited archaeological data with data from historical records to paint a more complete picture of road and cart use during the Goryeo-Joseon period.
Since the rule of the Goryeo Dynasty, tax collection was centralized in the capital, which allowed for a significant expansion of the road system. As a result, in the early Goryeo Dynasty, 22 provinces were established with 525 stations built throughout the provinces to transfer goods and horses and provide lodging. Historical records and archaeological data confirm that there were regional differences in road systems during this period. Local roads were generally excavated before construction, which is an easier road building technique than the piling method.
Historical records show that roads in the Goryeo Dynasty were divided into three categories: main roads, middle roads, and small roads. The archaeological record from the time shows that the typical main roads were at least 550 ㎝ wide, the middle roads were 350-550 ㎝ wide, and the small roads were 350 ㎝ wide or less. A number of wheel tracks were found at archaeological sites. These tracks usually show an average cart wheel width of 150 ㎝.
The road system continued to develop into the late Goryeo Dynasty, but was largely destroyed during that dynasty’s collapse. Efforts were made to revitalize and reorganize the road system during the Joseon Dynasty. At this time, the roads were listed in the Gyeongguk Daejeon (National Code), divided into provincial roads and outbound roads.
The provincial roads were further classified into main roads (56 cheoks wide), middle roads (16 cheoks), and small roads (11 cheoks). Setting the main roads at 56 cheoks can be interpreted to be an acknowledgement by Joseon itself that it was a princely state of China in pursuant to Juraegogonggi. However, archaeological evidence indicates that royal roads for the king’s passage were wider than the required width in Gyeongguk Daejeon.
In other words, it legally followed the rules of China but did not follow them in reality. The outbound roads were divided into larger arterial roads and smaller branch roads. After analyzing the existing records and archaeological data, it is presumed that the Gyeongguk Daejeon arterial roads were supposed to be similar in width to the provincial main roads, and the branch roads were meant to be smaller than the middle roads. There is evidence that some roads were constructed with a thick infill to meet these standards, but in most cases, the roads were left as they had been.
The average width of cart tracks from the Joseon period archaeological sites is approximately 100-110㎝, narrower than the tracks found in Three Kingdoms and Goryeo era sites. However, there is little evidence of marks in the case of wheeled carts, which is thought to be due to the increasing preference for palanquins over wheeled carts at that time. It is apparent that the attempts to improve and standardize the road system in the Joseon Dynasty were not widely successful.
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Peiris, Sujanie, Janneke Berecki-Gisolf, Stuart Newstead, Bernard Chen, and Brian Fildes. "Development of a Methodology for Estimating the Availability of ADAS-Dependent Road Infrastructure." Sustainability 13, no. 17 (August 24, 2021): 9512. http://dx.doi.org/10.3390/su13179512.
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Advanced driver assist systems are being promoted with the expectation that enhanced driver support will mitigate road trauma. While these technologies are optimised for certain road and traffic conditions, not all roads across Australasia are equipped with ADAS-supportive infrastructure. This study developed a desk-top methodology for using road classes (disaggregated by remoteness levels) to estimate the presence of quality roads, road delineation and speed signage in Victoria, Australia. Aerial imagery and mapping data were used to assess a number of random locations based on a developed protocol. The methodology demonstrated that in Victoria, major and arterial roads across all remoteness levels had high-quality sealed surfaces but 42% of all remote roads were unsealed. Delineation (crucial for lane support systems) were absent across 73% of sub-arterial roads independent of remoteness, and absent across 96% of sub-arterial roads in regional and remote areas. Speed sign availability across remote and regional areas was sparse, with only 65% of all roads assessed having signage. Results are reflective of Victoria’s road funding model and consistent with on-road audits conducted by other researchers. This methodology enables the proportion ADAS-ready roads to be estimated so the benefits of ADAS technologies can be quantified and investments into ADAS-supportive infrastructure be readily allocated.
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Ostapiuk, Joanna. "Admissibility of road real property usucaption." Nieruchomości@ IV Wydanie elektroniczne (December 19, 2023): 339–55. http://dx.doi.org/10.5604/01.3001.0054.1287.
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In Polish legal system, the concept of „road real property” is not defined. It has been assumed in the jurisprudence that road real properties include public roads, internal roads, real properties designated in local zoning plans for road purposes, real properties marked as roads in land register, as well as real properties actually used as roads. It should be underlined that public roads as res publicae extra commercium, which means public properties excluded from civil law transactions, cannot be the subject of usucaption. Considering the discrepancy in the interpretation of the concept of a public road, the matter of dispute constitutes the scope of exclusion from civil law transactions, and therefore the subject of usucaption’s exclusion.The article marks that there is lack of legal definition of the concept of road real property, further it presents the distinction of roads proposed under the Act of 21 March 1985 on the Public Roads (Journal of Laws of 2007, No. 19, item 115, as amended), underlines the principle of the exclusion of public roads from civil law transactions. The article also refers to the rulings that indicate the possibility of road real property’s usucaption, as well as the rulings that underline contrary views.
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Priambodo, Bagus, Azlina Ahmad, and Rabiah Abdul Kadir. "Spatio-temporal K-NN prediction of traffic state based on statistical features in neighbouring roads." Journal of Intelligent & Fuzzy Systems 40, no. 5 (April 22, 2021): 9059–72. http://dx.doi.org/10.3233/jifs-201493.
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Traffic congestion on a road results in a ripple effect to other neighbouring roads. Previous research revealed existence of spatial correlation on neighbouring roads. Similar traffic patterns with regards to day and time can be seen amongst roads in a neighbouring area. Presently, nonlinear models of neural network are applied on historical data to predict traffic congestion. Even though neural network has successfully modelled complex relationships, more time is needed to train the network. A non-parametric approach, the k-nearest neighbour (K-NN) is another method for forecasting traffic condition which can capture the nonlinear characteristics of traffic flow. An earlier study has been done to predict traffic flow using K-NN based on connected roads (both downstream and upstream). However, impact of road congestion is not only to connected roads, but also to roads surrounding it. Surrounding roads that are impacted by road congestion are those having ‘high relationship’ with neighbouring roads. Thus, this study aims to predict traffic state using K-NN by determining high relationship roads within neighbouring roads. We determine the highest relationship neighbouring roads by clustering the surrounding roads by combining grey level co-occurrence matrix (GLCM) with k-means. Our experiments showed that prediction of traffic state using K-NN based on high relationship roads using both GLCM and k-means produced better accuracy than using k-means only.
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Tang, Ming, Zoe Falomir, and Yehua Sheng. "A Multilevel Road Alignment Model for Spatial-Query-by-Sketch." Applied Sciences 10, no. 21 (October 30, 2020): 7685. http://dx.doi.org/10.3390/app10217685.
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A sketch map represents an individual’s perception of a specific location. However, the information in sketch maps is often distorted and incomplete. Nevertheless, the main roads of a given location often exhibit considerable similarities between the sketch maps and metric maps. In this work, a shape-based approach was outlined to align roads in the sketch maps and metric maps. Specifically, the shapes of main roads were compared and analyzed quantitatively and qualitatively in three levels pertaining to an individual road, composite road, and road scene. An experiment was performed in which for eight out of nine maps sketched by our participants, accurate road maps could be obtained automatically taking as input the sketch and the metric map. The experimental results indicate that accurate matches can be obtained when the proposed road alignment approach Shape-based Spatial-Query-by-Sketch (SSQbS) is applied to incomplete or distorted roads present in sketch maps and even to roads with an inconsistent spatial relationship with the roads in the metric maps. Moreover, highly similar matches can be obtained for sketches involving fewer roads.
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Abudinen, Daniel, Luis G. Fuentes, and Juan S. Carvajal Muñoz. "Travel Quality Assessment of Urban Roads Based on International Roughness Index: Case Study in Colombia." Transportation Research Record: Journal of the Transportation Research Board 2612, no. 1 (January 2017): 1–10. http://dx.doi.org/10.3141/2612-01.
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Roughness is the main feature of the pavement surface that defines user comfort. Pavement roughness is generally defined as irregularities in the pavement surface that adversely affect ride quality, specifically user perception of the road condition. This paper highlights the limitations associated with the evaluation and implementation of the international roughness index (IRI) on urban roads. The paper focuses on ( a) roughness evaluation with full-scale profilers and ( b) conditions particular to urban roads—namely, traffic, intersections, and operating speeds. Given that the speed of urban networks is typically less than the 80 km/h used in the IRI quarter-car model, the implementation of the IRI model on urban roads was evaluated. Even though a given pavement surface reported a unique IRI value, user experience of the profile depended on the travel speed. This result was evidence that user perceptions of road condition are highly influenced by travel speed. The results suggested the need to develop a roughness index that captures the unique characteristics of urban roads and can estimate the road condition as perceived by users. For that reason, this research study focused on establishing thresholds for IRI on the basis of the weighted vertical acceleration parameter as an aid to assessing user perception. The proposed method allows the maximum allowable IRI value for a given road to be established on the basis of the road’s operational speed. The results indicated that IRI thresholds agreed with international and local Colombian standards.
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Botelho, Jonas, Stefany C. P. Costa, Júlia G. Ribeiro, and Carlos M. Souza. "Mapping Roads in the Brazilian Amazon with Artificial Intelligence and Sentinel-2." Remote Sensing 14, no. 15 (July 28, 2022): 3625. http://dx.doi.org/10.3390/rs14153625.
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This study presents our efforts to automate the detection of unofficial roads (herein, roads) in the Brazilian Amazon using artificial intelligence (AI). In this region, roads are built by loggers, goldminers, and unauthorized land settlements from existing official roads, expanding over pristine forests and leading to new deforestation and fire hotspots. Previous research used visual interpretation, hand digitization, and vector editing techniques to create a thorough Amazon Road Dataset (ARD) from Landsat imagery. The ARD allowed assessment of the road dynamics and impacts on deforestation, landscape fragmentation, and fires and supported several scientific and societal applications. This research used the existing ARD to train and model a modified U-Net algorithm to detect rural roads in the Brazilian Amazon using Sentinel-2 imagery from 2020 in the Azure Planetary Computer platform. Moreover, we implemented a post-AI detection protocol to connect and vectorize the U-Net road detected to create a new ARD. We estimated the recall and precision accuracy using an independent ARD dataset, obtaining 65% and 71%, respectively. Visual interpretation of the road detected with the AI algorithm suggests that the accuracy is underestimated. The reference dataset does not include all roads that the AI algorithm can detect in the Sentinel-2 imagery. We found an astonishing footprint of roads in the Brazilian Legal Amazon, with 3.46 million km of roads mapped in 2020. Most roads are in private lands (~55%) and 25% are in open public lands under land grabbing pressure. The roads are also expanding over forested areas with 41% cut or within 10 km from the roads, leaving 59% of the 3.1 million km2 of the remaining original forest roadless. Our AI and post-AI models fully automated road detection in rural areas of the Brazilian Amazon, making it possible to operationalize road monitoring. We are using the AI road map to understand better rural roads’ impact on new deforestation, fires, and landscape fragmentation and to support societal and policy applications for forest conservation and regional planning.
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Amarsanaa, Sainchuluu, Ariuntsetseg Lkhagva, Bolorchuluun Chogsom, Batbileg Bayaraa, Byambasuren Damdin, Bolormaa Tsooj, Javkhlan Nyamjav, Batkhishig Baival, and Chantsallkham Jamsranjav. "Quantifying the Spatial Extent of Roads and Their Effects on the Vegetation in Mongolia’s Gobi Desert." Land 11, no. 6 (May 31, 2022): 820. http://dx.doi.org/10.3390/land11060820.
Full textAbstract:
Thirty years ago, Mongolia’s Gobi Desert was intact, roadless and had low traffic, and it was a refuge for many endangered and rare species. A large mining boom and significant livestock grazing are currently putting pressure on the desert. Mining products were transported by trucks on dirt (gravel) roads between 2000 and 2012. Emphasizing its importance in the Mongolian economy, a paved road was constructed in 2012 along the dirt road. Unfortunately, vegetation along the paved road was removed without restoration. In the desert, locals continue to use, create and extend dirt roads. The impact of these roads on the vegetation has yet to be studied. We estimated the spatial extent of the dirt-road corridors in three time intervals (the years 2010, 2015 and 2020) and evaluated the vegetation along both paved and dirt roads at three distances (100, 500, and 900 m) from the road. Within ten years, the length of paved roads and soil dirt roads nearly doubled, although the majority of them were developed and created between 2015 and 2020. A single track makes up around 42 percent of the soil road, whereas the remaining 58 percent are roads consisting of three to four tracks with an average width of 26.5 m. The vegetation along the paved road was lower in terms of species richness, canopy cover, and the basal gap between perennial plants and biomass, compared to the soil road. Although the effects of soil roads on the vegetation along the roads is less negative than the effects of the paved road, the corridors formed along the soil roads span a non-negligible area of pastureland in the region. The vegetation along the already-constructed paved road in the desert should be artificially reclaimed with the aim of expediting natural revegetation. Moreover, a “new legislation” is required to prevent continued degradation due to the ongoing creation and extension of soil road corridors by local populations in the desert.
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Sessions, John, John C. Balcom, and Kevin Boston. "Road Location and Construction Practices: Effects on Landslide Frequency and Size in the Oregon Coast Range." Western Journal of Applied Forestry 2, no. 4 (October 1, 1987): 119–24. http://dx.doi.org/10.1093/wjaf/2.4.119.
Full textAbstract:
Abstract The effects of road location and construction practices on landslide frequency and size were studied in a 300,000-ac area of the Oregon Coast Range. Roads were divided into two groups. Roads in Group I had been built using a combination of steep road grades and full-bench, endhaul construction to minimize slide risk. Group II roads were built using location and construction practices typical of the late 1960s and early 1970s. Using steep road grades to maintain ridgetop locations and full-bench end-haul construction did reduce landslide frequency and size on Group I, as compared to Group II, roads. The marginal cost of reducing slide volumes/road-mile from the volumes found on Group II roads to the volumes found on Group I roads was six times greater in more plastic than in less plastic soils when roads crossed slopes of equal steepness. When roads crossed slopes with a sideslope steeper than 50%, the estimated cost of reducing the volume/road-mile of slide from Group II to Group I levels ranged from $81/yd³ ($154/ac) to over $12,000/yd³ ($3675/ac), depending on landtype, sideslope, and endhaul distance. West. J. Appl. For. 2(4):119-124, October 1987.
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Macharia, Paul G., Simpson Nyambane Osano, and Sixtus Kinyua Mwea. "Maintenance of Roads Implemented under the Roads 2000 Strategy in Central Kenya." East African Journal of Engineering 6, no. 1 (April 5, 2023): 66–79. http://dx.doi.org/10.37284/eaje.6.1.1160.
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Road maintenance is an integral component of the low-volume sealed roads provision process, the type and cost of which are influenced significantly by decisions made during the preceding planning, design, and construction phases. Low-volume sealed roads are particularly sensitive to the whims of the physical environment so timely and effective control of their deterioration becomes the key challenge to the management of road maintenance. In Kenya, the Kenya Roads Board (KRB) holds the mandate for funding, oversight, and coordination of road maintenance, rehabilitation, and development through the optimum utilisation of resources for a sustainable road network. Each year, KRB finances the maintenance of the road network through the Kenya Roads Board Fund (KRBF). The Fund is distributed among the road agencies charged with maintenance. KRB reviews, individually, the Annual Road Works Programmes (ARWPs) submitted by Road Agencies and consolidate these ARWPs into an Annual Public Roads Programme (APRP). This study aimed at assessing the level and prioritisation of maintenance of the completed and handed-over projects under the Roads 2000 strategy. The condition of the carriageway was assessed, as well as the resilience and adaptation measures in place to respond to climate change. For climate resilience, data such as erosion, problematic soils, drainage from the road and its near environment as well as from outside the road reserve, instability of embankments and cuttings, construction issues and maintenance problems were collected using a standard form for rating against each data type. The assessment conducted on the performance of the side drainage showed that the majority of the roads have side drainage with inadequate depths and are not free-flowing. The high roughness values obtained, which were deduced to be as a result of distresses such as rutting and potholes, were concluded to be as a result of inadequate and untimely maintenance of the surface of the road. The recommended maintenance strategy should be such that interventions for the defects such as cracks, potholes, and edge breaks, among others are carried out as soon as they are identified. It was observed that all the roads surveyed did not have adequate adaptability measures for climate resilience. It was recommended that the Annual Road Inventory and Conditional Survey (ARICS) incorporates the collection of additional data in the assessment on issues that touch on climate resilience, the assessment of which should inform the implementation of appropriate adaptation techniques to improve the climate resilience of the completed roads, and more so the low volume sealed roads
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Antonów, Dobrosława. "Daniny publiczne związane z użytkowaniem dróg publicznych i ruchem drogowym w ustroju demokratycznym odrodzonej Polski." Studia nad Autorytaryzmem i Totalitaryzmem 41, no. 4 (January 28, 2020): 183–203. http://dx.doi.org/10.19195/2300-7249.41.4.9.
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Public levies connected with the use of public roads and the road traffic in the democratic system of reborn PolandThe article is devoted to public levies connected with the use of public roads and the road traffic in the democratic system of reborn Poland i.e. after regaining independence. Problems connected with public roads first of all financing of building and maintaining the roads as the elements of politics of democratic Poland in range of its economic restoration in the capitalist economic system after many years of annexation are described in the article. During that period the state collected different charges and other levies from participants of the road traffic and other subjects using public roads in different ways e.g. industrial companies located by the roads, which use the roads in other way than normal users, that means they often transport heavy things by big vehicles. Takings from the levies were allocated for building and maintenance of public roads. The most important kinds of levies are shown and discussed in the article. An assessment of the politics of Poland in the field of road infrastructure during the first years after regaining independence is also conducted in the article.
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Thiessen, Avi, Karim El-Basyouny, and Suliman Gargoum. "Operating Speed Models for Tangent Segments on Urban Roads." Transportation Research Record: Journal of the Transportation Research Board 2618, no. 1 (January 2017): 91–99. http://dx.doi.org/10.3141/2618-09.
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Information about operating speeds is essential to design better roads, model traffic emissions, and ensure design consistency while efficient and safe operations on roads are maintained. Therefore, understanding how different factors affect operating speeds and developing operating speed prediction models are critical research issues. Many studies have developed such models on rural roads and highways, but only a few studies have considered development of such models on urban roads and fewer still on tangential segments. This present study attempted to address these limitations by developing operating speed models with data from 249 tangential road segments in the city of Edmonton, Alberta, Canada. A generalized linear model was developed with panel data, and the primary aim was to explore the relationships between operating speeds on urban roads and features of the road environment. To study the impact of road elements on different road types, three models were created: one that combined arterial and collector locations, one for arterials only, and one for collector roads only. The results revealed that roads with sidewalks that were farther away from the road and with low object density or tree density were all associated with higher operating speeds. Locations with monolithic walks on both sides of the road had lower operating speeds. Furthermore, operating speeds decreased as access increased, while longer roads had higher operating speeds. One major takeaway was that the elements differed between road classes. The two variables, which stood out in that respect, were medians and bus stops.
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Nowakowski, Krzysztof, Agnieszka Ważna, Przemysław Kurek, Jan Cichocki, Jacek Bojarski, and Grzegorz Gabryś. "Long Arm of Motorway—The Impact of Fenced Road on the Mortality of European Badgers." Environmental Management 69, no. 2 (November 29, 2021): 429–37. http://dx.doi.org/10.1007/s00267-021-01570-y.
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AbstractWe studied the impact of the new fenced and accident-safe motorway on the mortality of European badgers Meles meles on local roads in western Poland in 2010–2015. We monitored the badgers mortality on local roads of three categories: main roads, secondary roads and county roads. The study was conducted before and after the opening of the motorway in 2012. We hypothesized that the mortality of badgers is lower due to traffic concentration on motorway. Ninety two badgers were killed in collisions with vehicles on all monitored roads. Mean number of killed badgers was lowest in 2010 before the motorway opening and the highest in 2012. The mortality of badgers on regional roads was highest after the opening of the motorway due to the changes in traffic on the access roads. Within the road network, the mortality of badgers was 5.8 individuals/10 km of road per whole study period with the highest rate on main roads 8.5 individuals/10 km. The badgers mortality was highest on county roads but it was lower than expected in relation to the road network density. The highest vehicle collision risk for badgers of both sexes occurred in June. Distance to human settlements was the only environmental factor that was positively related to badger mortality on roads. We conclude that the new motorway did not reduce the mortality rate of badgers on the adjacent roads because the status of local roads has changed and now they mainly function as access roads to the motorway.
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Fu, Mi. "The Application of “Humanized” Concept in Urban Road Design." Journal of World Architecture 6, no. 4 (July 27, 2022): 1–7. http://dx.doi.org/10.26689/jwa.v6i4.4071.
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In order to promote the development of urban roads, enhance urban road design, and fully maximize the role of urban roads, this study first discusses the fundamental requirements of urban road design, the “humanized” concept in urban road design, and the importance of “humanized” urban road design, as well as proposes several “humanized” design strategies for urban roads as references.
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Sakamoto, Shinichi, Taiki Fukuda, Miki Yonemura, and Hyojin Lee. "Road traffic noise mapping based on aerial photographs - sound power level determination of road vehicles." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no. 1 (August 1, 2021): 5523–27. http://dx.doi.org/10.3397/in-2021-3130.
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As the first step to obtain a city urban area noise map of road traffic noise, sound power levels of vehicles on the roads should be accurately estimated over a wide area. In Japan, ASJ RTN-Model 2018 was proposed as the representative road traffic noise prediction model, and by using the model sound power level of a vehicle can be determined if the vehicle type, traveling speed, and driving mode are known. As such data on urban road network, the Ministry of Land, Infrastructure and Transport of Japan publishes the road traffic census including road traffic volume and travel speed of major roads in Japan. The data, however, is limited to major roads and there is no data on minor roads. In this study, to estimate noise condition and situation on arbitrary road, a method for estimating the traveling speed and the traffic volume of vehicles on the road from aerial photographs was examined. Road traffic noise levels along several roads in Tokyo were analyzed by the proposed method and the validity of the calculation results were verified by comparing with short-time measurement results obtained along the target roads.
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Tri Hermani, Wahyunigsih, Ary Setyawan, and Syafi'i. "THE EFFECT OF TOLL ROAD OPERATION ON NATIONAL ROAD PERFORMANCE IN CENTRAL JAVA PROVINCE." Journal of Applied Engineering Science 21, no. 2 (June 19, 2023): 741–48. http://dx.doi.org/10.5937/jaes0-43041.
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One of the major infrastructure development programs of the Indonesian government is the construction of toll roads, such as the Trans-Central Java toll road. The construction of these toll roads subsequently affects various aspects of the country, including the capacity and performance of the national road network. However, the government needs to analyze the effect of the toll road network on the performance of the national road network both in the existing and the coming years. Therefore, this study aims to determine the effect of the Trans Java toll road network on the performance of national roads. The study area used was the Central Java Province with a specific focus on toll roads and national roads. The analysis was processed on the EMME/3 software to form a road network with Gravity Model. The findings showed that the largest movement between 2022 and 2048 is in internal zones. It was also discovered that the Volume-Capacity Ratio value of the road network in 2022 was stable while 512 roads were projected to be unstable in 2048. Moreover, the average travel speed on national road sections in 2022 with toll roads was found to be stable up to 2030 but the speeds started reducing from 2035 to 2048 where the value was recorded to be less than 40 km/hour.
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Skórka, Piotr, Magdalena Lenda, and Dawid Moroń. "Roads affect the spatial structure of butterfly communities in grassland patches." PeerJ 6 (August 14, 2018): e5413. http://dx.doi.org/10.7717/peerj.5413.
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Roads may have an important negative effect on animal dispersal rate and mortality and thus the functioning of local populations. However, road verges may be surrogate habitats for invertebrates. This creates a conservation dilemma around the impact of roads on invertebrates. Further, the effect of roads on invertebrates is much less understood than that on vertebrates. We studied the effect of roads on butterflies by surveying abundance, species richness and composition, and mortality in ten grassland patches along high-traffic roads (∼50–100 vehicles per hour) and ten reference grassland patches next to unpaved roads with very little traffic (<1 vehicle per day) in southern Poland. Five 200-m transects parallel to the road were established in every grassland patch: at a road verge, 25 m from the verge, in the patch interior, and 25 m from the boundary between the grassland and field and at the grassland-arable field boundary. Moreover, one 200-m transect located on a road was established to collect roadkilled butterflies. The butterfly species richness but not abundance was slightly higher in grassland patches adjacent to roads than in reference grassland patches. Butterfly species composition in grasslands adjacent to roads differed from that in the reference patches. Proximity of a road increased variability in butterfly abundances within grassland patches. Grassland patches bordering roads had higher butterfly abundance and variation in species composition in some parts of the grassland patch than in other parts. These effects were not found in reference grassland patches, where butterfly species and abundance were more homogenously distributed in a patch. Plant species composition did not explain butterfly species. However, variance partitioning revealed that the presence of a road explained the highest proportion of variation in butterfly species composition, followed by plant species richness and abundance in grassland patches. Road mortality was low, and the number of roadkilled butterflies was less than 5% of that of all live butterflies. Nevertheless, the number and species composition of roadkilled butterflies were well explained by the butterfly communities living in road verges but not by total butterfly community structure in grassland patches. This study is the first to show that butterfly assemblages are altered by roads. These results indicate that: (1) grassland patches located near roads are at least as good habitats for butterflies as reference grassland patches are, (2) roads create a gradient of local environmental conditions that increases variation in the abundance of certain species and perhaps increases total species richness in grassland patches located along roads, and (3) the impact of roads on butterflies is at least partially independent of the effect of plants on butterflies. Furthermore, (4) the direct impact of road mortality is probably spatially limited to butterflies living in close proximity to roads.
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Choudhary, Pratibha, and Prerana Arora. "Forgiving Roads Design – Way to achieve SDG 3.6." Ecology, Environment and Conservation 28 (2022): 193–97. http://dx.doi.org/10.53550/eec.2022.v28i07s.031.
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Road engineering is a major component of entire road ecosystem and its design plays a significant role in creating safe or unsafe road environment for any crash to be happen or not. Pillar 2 of Decade of Action for Road Safety talks about “Safer Road Infrastructure” where roads are to be designed to meet atleast 3 star safety ratings to 5 star ratings of safety standards of all types of road users – pedestrians, bicyclists, 2- wheeler and four wheeler motorized vehicles. Thus, a concept of Forgiving roads adopted where roads are designed with considering safety features that accepts the mistakes of road users and reduces the chances of intensity of fatalities and injuries on roads.
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Fahrenkamp-Uppenbrink, J. "Roads, roads everywhere." Science 350, no. 6265 (December 3, 2015): 1217–19. http://dx.doi.org/10.1126/science.350.6265.1217-r.
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Zhou, Ting, Xiaoying Luo, Yuping Hou, Yanci Xiang, and Shaolin Peng. "Quantifying the effects of road width on roadside vegetation and soil conditions in forests." Landscape Ecology 35, no. 1 (November 27, 2019): 69–81. http://dx.doi.org/10.1007/s10980-019-00930-8.
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Abstract Context The majority of ecological studies of roads have focused on their deleterious effects, and these preconceptions have hampered a full evaluation of the ecological functions of roads. As an integrated indicator, road width represents comprehensive effects, including anthropogenic and natural disturbances. Objectives We try to explore the different effects produced by various road widths by considering changes in forest vegetation and soil. Methods We selected six study forests spanning from Shandong Province in the north to Guangdong Province in the south of China, and we assessed the influences of wide and narrow roads on plant species diversity, biomass, and soil properties along transects running from the forest edges and adjacent forest interior. We used a “shape-dependent model” to explain the factors that determine the magnitude of road effects on forests. Results Three variables measured in this study changed significantly with increasing distance from the road to the forest interior along wide roads: tree biomass, herbaceous plant biomass, and soil pH. However, no measurable biological or environmental effects were found from narrow roads. The different shapes of glades in a forest may be one reason for the various effects caused by roads of different widths. Conclusions Forest roads of different widths may have quite different ecological effects. While wider roads with large glades tend to have substantial negative impacts, small-enough roads may cause little disturbance to the forest. This suggests that not all forest roads should be perceived as the same, and narrow roads may be compatible with forest conservation.
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Cappa, Flavio M., Carlos E. Borghi, and Stella M. Giannoni. "How Roads Affect the Spatial Use of the Guanaco in a South American Protected Area: Human Connectivity vs Animal Welfare." Diversity 11, no. 7 (July 12, 2019): 110. http://dx.doi.org/10.3390/d11070110.
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Roads can affect animals as well as their habits at different levels. Avoidance behavior is a common response of animals to this type of perturbation, preventing access to areas rich in resources. The effects of roads on ungulates have not been studied in South America extensively, especially in arid environments. We have studied the space use by ungulates in relation to roads, using a dung heap count and camera traps. The aim was to evaluate whether paved road and unpaved road may have an effect on the spatial use of a low density population of guanacos (Lama guanicoe) in Ischigualasto Provincial Park, Argentina. We observed an increase in dung heap abundance in unpaved road as respect to paved road, this difference was larger for both. Besides, we recorded less individuals in paved road zones than in unpaved road zones. This showed that roads, especially paved roads, negatively affect the space used by guanacos. Our results are relevant to the management and conservation of animal populations in protected areas since spatial segregation due to the presence of roads may lead to the isolation of individuals. It is important to pay attention and further assess the effects that roads can have in the native fauna.
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Dhindsa, Manjit S., Jaswinder S. Sandhu, P. S. Sandhu, and H. S. Toor. "Roadside Birds in Punjab (India): Relation to Mortality from Vehicles." Environmental Conservation 15, no. 4 (1988): 303–10. http://dx.doi.org/10.1017/s0376892900029799.
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Roadside bird mortality is a new environmental dimension in developing countries. With the recent increase in the number of high-speed cars and the simultaneous improvement of roads in India, bird-car strikes and the resultant bird mortality are becoming important. To know how many species frequent roads in Punjab and thus may be prone to be killed by fast vehicles, we censused birds along 420 km of roads of different widths and traffic volumes from a vehicle moving at 50–60 km per hour. We also counted birds along transects c. 1 km away from roads, for comparison.In all, 35 species of birds were recorded on the road proper or within 3 m of either edge. Common Myna (Acridotheres trisitis) was the most abundant species (34.8% of all birds), followed by House Sparrow (Passer domesticus) (29.5%), Ring Dove (Streptopelia decaocto) (13.1%), and House Crow (Corvus splendens) (9.7%). These four species together accounted for c. 87% of the total of all bird species. The off-road community consisted of 68 species. The species-richness of granivorous, insectivorous, omnivorous, and some other birds, was less on or near roads than in the off-road transects, but within each community, species having different feeding habits were in similar proportions. About 93% of the total birds on or near roads (as against 66% off-road) were either granivorous or omnivorous.Our results suggested that granivorous birds are attracted, but insectivorous and other birds are repelled, by roads. Omnivores were equally abundant on and off roads. Food (such as spilled grain) seemed to be the main factor attracting birds to roads. Species diversity and equitability of the bird community on roads (1.82 and 0.51, respectively) were less than those off-roads (3.11 and 0.74, respectively). Wider roads had lower species-diversity and equitability, probably because of the greater volume of traffic on them compared with narrower roads. Species richness and bird abundance seemed not to be affected by roadwidth. Bird mortality on roads is discussed, along with the possibility of roads acting as “ecological traps” for foraging birds.
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Ramlan, Ratnasari, Chikita Humairah, Sari Puji Lestari, and Mohamad Sutrisno. "Investigation of traffic accident-prone roads in Palu City." IOP Conference Series: Earth and Environmental Science 1157, no. 1 (April 1, 2023): 012026. http://dx.doi.org/10.1088/1755-1315/1157/1/012026.
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Abstract This study was conducted to investigate accident-prone roads in Palu City. The method used is direct observation on the road which shows the frequent occurrence of traffic accidents based on traffic accident data obtained from the Municipal Police Offices (Polres). Based on the results of the study showed that 19 roads often occur traffic accidents. R.E Martadinata Sub Districts Tondo (25.07%), Trans Sulawesi Sub Districts Taipa (11.21%), and Trans Sulawesi Sub Districts Mamboro (7.08%) are the most accident-prone roads in Palu City. These three roads are included in the national road network as the primary arterial roads of Palu City. The final result of this study shows that accident-prone roads can be caused by poor pavement road conditions, high side frictions, and poor environmental conditions and visibility.
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Li, Yunwu, Xiaojuan Wang, and Dexiong Liu. "3D Autonomous Navigation Line Extraction for Field Roads Based on Binocular Vision." Journal of Sensors 2019 (March 3, 2019): 1–16. http://dx.doi.org/10.1155/2019/6832109.
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This paper proposes a 3D autonomous navigation line extraction method for field roads in hilly regions based on a low-cost binocular vision system. Accurate guide path detection of field roads is a prerequisite for the automatic driving of agricultural machines. First, considering the lack of lane lines, blurred boundaries, and complex surroundings of field roads in hilly regions, a modified image processing method was established to strengthen shadow identification and information fusion to better distinguish the road area from its surroundings. Second, based on nonobvious shape characteristics and small differences in the gray values of the field roads inside the image, the centroid points of the road area as its statistical feature was extracted and smoothed and then used as the geometric primitives of stereo matching. Finally, an epipolar constraint and a homography matrix were applied for accurate matching and 3D reconstruction to obtain the autonomous navigation line of the field roads. Experiments on the automatic driving of a carrier on field roads showed that on straight roads, multicurvature complex roads and undulating roads, the mean deviations between the actual midline of the road and the automatically traveled trajectory were 0.031 m, 0.069 m, and 0.105 m, respectively, with maximum deviations of 0.133, 0.195 m, and 0.216 m, respectively. These test results demonstrate that the proposed method is feasible for road identification and 3D navigation line acquisition.
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Kim, Hyungkyu, and Doyoung Jung. "Estimation of Optimal Speed Limits for Urban Roads Using Traffic Information Big Data." Applied Sciences 11, no. 12 (June 20, 2021): 5710. http://dx.doi.org/10.3390/app11125710.
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The use of an inconsistent speed limit determination method can cause low speed limit compliance. Therefore, we developed an objective methodology based on engineering judgment considering the traffic accident rate in road sections, the degree of roadside development, and the geometric characteristics of road sections in urban roads. The scope of this study is one-way roads with two or more lanes in cities, and appropriate sections were selected among all roads in Seoul. These roads have speed limits of the statutory maximum speed of 80 km/h or lower and are characterized by various speeds according to the function of the road, the roadside development, and traffic conditions. The optimal speed limits of urban roads were estimated by applying the characteristics of variables as adjustment factors based on the statutory maximum speed limit. As a result of investigating and testing various influence variables, the function of roads, the existence of median, the level of curbside parking, the number of roadside access points, and the number of traffic breaks were selected as optional variables that influence the operating speed. The speed limit of one-way roads with two or more lanes in Seoul was approximately 10 km/h lower than the current speed limit. The existing speed limits of the roads were applied uniformly considering only the functional road class. However, considering the road environment, the speed limit should be applied differently for each road. In the future, if the collection scope and real-time collection of road environment information can be determined, the GIS visualization of traffic safety information will be possible for all road sections and the safety of road users can be ensured.
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Kallberg, Veli-Pekka. "Experiment with Reduced Salting of Rural Main Roads in Finland." Transportation Research Record: Journal of the Transportation Research Board 1533, no. 1 (January 1996): 32–37. http://dx.doi.org/10.1177/0361198196153300105.
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An experiment was conducted in the road district of Kuopio in the winters of 1992–1993 and 1993–1994 in which the use of salt in winter maintenance on rural main roads was reduced to 1 to 2 T/road kilometer from the approximately 10 T of salt that typically had been used per road kilometer in similar conditions in recent years. On the experimental roads, salting was replaced by sanding. The cost of winter maintenance on the experimental roads increased by 20 percent on average, and the increase was higher on roads with higher traffic volumes. Slippery conditions due to ice and snow on the road surface were twice as frequent (30 to 40 percent of the time) on the experimental roads as on the control roads in the neighboring road district. There were 27 injury accidents on the experimental roads in the first winter and 25 in the second. This was about the same as the average of the five previous winters. Because the accident trend on other roads in the same time was decreasing, it was concluded that the experiment increased the number of injury accidents by approximately 20 percent on most experimental road sections. Reduced salting decreased the sodium and chloride concentrations in the needles of roadside pine trees. There were also indications of decreased sodium and chloride concentrations in groundwater. Three quarters of the population in the area was pleased with the experiment.
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Козлов, Вячеслав, Vyacheslav Kozlov, Алексей Скрыпников, Aleksey Skrypnikov, Елена Микова, Elena Mikova, Роман Могутнов, Roman Mogutnov, Евгений Чирков, and E. Chirkov. "FORMATION OF THE MODEL OF DESIGNING THE SYSTEM "ROAD CONDITIONS - TRANSPORT FLOWS" AND WAYS OF ITS IMPLEMENTATION." Forestry Engineering Journal 8, no. 1 (March 19, 2018): 104–11. http://dx.doi.org/10.12737/article_5ab0dfbe6ece23.91630316.
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A model for managing the system "road conditions - traffic flows" is proposed that allows to ensure the functioning of the complex "driver - car - road - environment" in any weather and climate conditions. The analysis of the proposed model and target functional shows that optimization of the "road conditions - traffic flow" system can proceed in many directions, the main of which are: optimal development and placement of the network of forest roads, improving their technical level and level of maintenance, road engineering equipment , efficient traffic management, excluding the rational distribution of forest traffic on the network of forest roads and the management modes on individual logging roads and sections of forest roads. The developed model makes it possible to carry out a theoretical analysis and experimental verification of the interaction between «driver-car-road-environment" system in order to identify the reserves of increasing efficiency of its operation and purposeful management of this process. Transport-operational characteristics of logging roads are the main factors that shape the conditions of timber transport on the road, mode, convenience and safety of traffic and determine the efficiency of road transport, and connections of many characteristics of roads with the traffic modes have deterministic, corrective character. These patterns are the basis for the development of technical requirements for logging roads. The proposed model for integrated creation and management of the functioning of a forest road may already be implemented. However, the design of roads is expedient to provide complex control engineering and organizational measures to ensure the estimated traffic conditions during the whole period of operation of the road, regardless of the time of year and weather and climate conditions. Evaluation of the effectiveness of taken decisions should be made with mandatory consideration for ensuring the required performance of logging road in adverse periods of the year and in difficult weather conditions
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Corbett, Matt, and Juan Gaviria. "Integration of Comprehensive Environmental and Social Measures into Low-Volume Road Design for the Hills of Nepal." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 118–26. http://dx.doi.org/10.3141/1819a-18.
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Road construction through Nepal’s hilly and mountainous terrain has historically had a significant impact on the local environment and land-owners, primarily because of the steep and often unstable terrain traversed, monsoonal climate, necessity for low-cost roads, and no landowner compensation for compulsorily acquired land. The design phase of the Road Maintenance and Development Project sought to incorporate comprehensive environmental and social measures into the design of low-cost roads in the western hills of Nepal to achieve more stable and lower-impact roads. The project involved the design of 196 km of new roads and 253 km of upgrading to existing roads by integrating engineering, environmental, social, and economic factors throughout the design process. The project began with the screening of candidate project roads on the basis of economic, environmental, and social factors by using a weighted scoring system to select those roads that would be most advantageous in relation to passenger and goods transport and associated economic development, while minimizing adverse environmental and social impacts. Proposed new road alignments were refined primarily through a walkover survey by a multidisciplinary team, ensuring that environmental and social issues were incorporated into this key stage of road design, when significant impacts can be avoided. Detailed road design incorporated comprehensive environmental management and social planning through integrated planning. Project outcomes include road designs that would increase road stability and have fewer construction impacts and the first comprehensive land and property compensation program for road construction in Nepal.
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Winarta, Widiana Putra, I. Nyoman Piarsa, and Ni Made Ika Marini Mandenni. "Geographic Information System for Mapping and Complaint of Damaged Roads." Jurnal Ilmiah Merpati (Menara Penelitian Akademika Teknologi Informasi) 9, no. 3 (July 19, 2021): 240. http://dx.doi.org/10.24843/jim.2021.v09.i03.p05.
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Indonesia is a massive archipelago of 1.919.400 km², containing roads that span at 542.000 km across various terrain conditions. This diverse geographic environment is a challenge to road constructions and repairs across the country, which has lead to disruption in public service and traffic accidents each year. We propose the Geographic Information System for Mapping and Complaint of Damaged Roads, a solution which can provide users a digital interface to report damaged roads to the transportation department in their area. This research uses Google Maps API to digitize and make a complaint about damaged roads. The result of this research is an android application for the users and a website application for the road managers. The android application is used by the users to make complaints of damaged roads. The web application is used by road managers to draw the road on Google Maps using polyline feature. With this our goal is to systematize the handling of damaged roads information, leading to faster service times and hopefully help reduce the level of traffic accidents in Indonesia.
Keywords: Complaint, Damaged road, Geographic Information System, Google Maps, Road digitization.
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KHOLOSHIN, Ihor, Myroslav Syvyi, Natalia PANTELEEVA, and Olena Hanchuk. "GEOSPATIAL MONITORING OF THE ROAD NETWORK OF THE DNIPROPETROV REGION." SCIENTIFIC ISSUES OF TERNOPIL VOLODYMYR HNATIUK NATIONAL PEDAGOGICAL UNIVERSITY. SERIES: GEOGRAPHY 56, no. 1 (June 15, 2024): 77–89. http://dx.doi.org/10.25128/2519-4577.24.1.10.
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The development of the road transport network is considered to be one of the crucial factors of the sustainable development of the country and regions. The presence of an extensive and topologically efficient road network and their appropriate technical condition ensure not only transport accessibility of settlements and road safety and stability, but also the speed and volume of transportation. The geographical location of Dnipropetrovsk oblast determines the important role of the region's road transport network in the formation of both external and intra-regional socio-economic relations. The oblast's road transport network consists of a few tens of thousands of kilometres of roads of various types of surfaces, and it has a complex internal structure, specific organization, and functional orientation. Therefore, geospatial monitoring of roads in Dnipropetrovsk oblast is an effective instrument for solving a number of regional transportation problems. On the basis of crowdsourced geospatial data from Open Street Map using QGIS, the study of spatial and territorial features of networks (road length, level of spatial complexity, structure, provision, stability, density, etc.) of different types of roads both for the oblast as a whole and over its administrative districts was conducted. The calculation of the total length of the region's roads using geospatial analysis showed a figure of 70823 km (all types of pavement), of which 3005 km are roads of national importance (4% of the total length), 33219 km are roads of local importance (47%) and 34599 km are roads in settlements (49%). It has been established that the structure of the state-owned road network in the oblast varies from a centralized type in the western (with a central hub in the city of Kryvyi Rih), northern (with a central hub in the village of Mahdalynivka) and north-eastern (with a central hub in the city of Pavlohrad) parts to a distributed type in other regions. It should be noted that the centralized structure of the western part of the region is formed by national and regional roads, the northern part by territorial roads, and the north-eastern part by international and territorial roads. This plays an important role in assessing the efficiency and sustainability of the network. The length of state roads of the territorial type in the region significantly dominates the length of international and national roads, which, given the European integration orientation of Ukraine's economy, indicates shortcomings in the state of the region's road transport network. At the same time, almost all international roads pass through the oblast's cities and towns, which does not meet the requirements for this type of road. Therefore, given the favourable geographical location of the oblast, the formation of a new network of highways through its territory will ensure intensive socio-economic development of both the region and Ukraine as a whole. The average density of the national highway network is only 0.0049 km/km². This is several times less than the rate used in developed countries for citywide highways. The hot spots on the map are connected with the intersections of roads of different levels and are mostly located outside the territories of settlements. This allows us to conclude that the road network framework is a compromise between the historical location of settlements, natural and geographical features of the territory (terrain, hydrology, geological structure, etc.) and construction cost constraints. The length of local roads is several times longer than the length of national roads. As a result, their average density for the region is 1.04 km/km², with the highest concentration in the central parts of the region and the lowest in the east and south of the region. The analysis of the region's roads by administrative units (raions) confirmed their geospatial diversity. The longest roads are observed in the most economically developed districts – Dnipro and Kryvyi Rih raions, and the shortest – in Pavlohrad and Nikopol raions. The same tendency is typical for local roads and roads in the settlements of the raions. However, the longest roads of national importance are in Synelnykove, Dnipro and Kamianske raions. All types of roads in the raions of the eastern and north-eastern parts of the oblast (Novomoskovsk, Pavlohrad, and Synelnykove) are characterized by the highest figures for total density, demonstrating the best transport provision of roads in Dnipropetrovsk oblast in contrast to the western districts. The main reason for this is the low population size in the east of the oblast. Keywords: geospatial monitoring, road network, network structure, transport availability, road density, Dnipropetrovsk region.