Journal articles on the topic 'Rural Highways'
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1
Xie, Xiao Ru. "The Study on Maintenance Mechanism of Rural Highway in China." Advanced Materials Research 403-408 (November 2011): 2915–18. http://dx.doi.org/10.4028/www.scientific.net/amr.403-408.2915.
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With the mature development of trunk roads and national highways, China diverts her attention to rural highways' development in the face of issues concerning agriculture, rural areas and farmers. Rural highways make great contribution to the development of rural economy and will resolve issues adequately. So rural highway should receive close attention. But there is no answer from experience in maintenance field, the maintenance mechanism is unscientific, and its management is confused. If we can't change this situation properly, it will largely affect the maintenance quality of rural highway and be an obstacle to the travel of farmers and the circulation of agricultural goods. So we take Wuhan rural highway for example to settle the potential problems. In order to get the experience and revelation, first, I make it clear about the concept of rural highway and analyze the maintenance situations of Wuhan, the capital of Hubei province in China; Second, I’d like to point out the problems in the maintenance mechanism of Wuhan rural highway; Then, I give countmeasures to maintenance mechanism of Wuhan rural highway from the financing channels and maintenance model. The financing channels to get adequate funds and maintenance model fully exerting its economic factions will directly affect the quality of rural highway and even the development of national economy. The abundant fluent funds supply chains and the optimization of maintenance model are the guarantee of safety and efficiency of rural highway, directly affect the trips of farmers and the circulation of agricultural goods, promote the development of integration of urban and rural economies and help construct a harmonious society.
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Romana, Manuel, Marilo Martin-Gasulla, and Ana T. Moreno. "2 + 1 Highways: Overview and Future Directions." Advances in Civil Engineering 2018 (September 2, 2018): 1–13. http://dx.doi.org/10.1155/2018/2705716.
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Most of the rural transportation system is composed of two-lane highways, and many of them serve as the primary means for rural access to urban areas and freeways. In some highways, traffic volumes can be not high enough to justify a four-lane highway but higher than can be served by isolated passing lanes, or can present high number of head-on collisions. In those conditions, 2 + 1 highways are potentially applicable. This type of highway is used to provide high-performance highways as intermediate solution between the common two-lane highway and the freeway. Successful experiences reported in Germany, Sweden, Finland, Poland, or Texas (US) may suggest that they are potentially applicable in other countries. The objective of this white paper is to provide an overview of the past practice in 2 + 1 highways and discuss the research directions and challenges in this field, specially focusing on, but not limited to, operational research in association with the activities of the Subcommittee on Two-Lane Highways (AHB40 2.2) of the Transportation Research Board. The significance of this paper is twofold: (1) it provides wider coverage of past 2 + 1 highways design and evaluation, and (2) it discusses future directions of this field.
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Hildebrand, Eric, Karen Robichaud, and Hong Ye. "Evaluation of accident prediction for rural highways." Canadian Journal of Civil Engineering 35, no. 6 (June 2008): 647–51. http://dx.doi.org/10.1139/l08-008.
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This paper evaluates the accuracy of three commonly used models that predict accidents on two-lane, rural, arterial highways. The retrospective evaluation compared model outputs with empirical collision results for a sample of highway sections in the Province of New Brunswick. The analysis determined historical accident rates, identified key predictive variables, and compared the observed results with estimates from each safety model. All three models were found to significantly overestimate accident frequencies on the highway sections under study. The model generally employed in New Brunswick, MicroBENCOST, was found to yield the highest errors in estimated collisions. These findings suggest that the benefits from accident reduction are generally overestimated on highway improvement projects analyzed with these accident prediction models.
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Granato, Gregory E., and Susan Cheung Jones. "Estimating Total Maximum Daily Loads with the Stochastic Empirical Loading and Dilution Model." Transportation Research Record: Journal of the Transportation Research Board 2638, no. 1 (January 2017): 104–12. http://dx.doi.org/10.3141/2638-12.
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The Massachusetts Department of Transportation (DOT) and the Rhode Island DOT are assessing and addressing roadway contributions to total maximum daily loads (TMDLs). Example analyses for total nitrogen, total phosphorus, suspended sediment, and total zinc in highway runoff were done by the U.S. Geological Survey in cooperation with FHWA to simulate long-term annual loads for TMDL analyses with the stochastic empirical loading and dilution model known as SELDM. Concentration statistics from 19 highway runoff monitoring sites in Massachusetts were used with precipitation statistics from 11 long-term monitoring sites to simulate long-term pavement yields (loads per unit area). Highway sites were stratified by traffic volume or surrounding land use to calculate concentration statistics for rural roads, low-volume highways, high-volume highways, and ultraurban highways. The median of the event mean concentration statistics in each traffic volume category was used to simulate annual yields from pavement for a 29- or 30-year period. Long-term average yields for total nitrogen, phosphorus, and zinc from rural roads are lower than yields from the other categories, but yields of sediment are higher than for the low-volume highways. The average yields of the selected water quality constituents from high-volume highways are 1.35 to 2.52 times the associated yields from low-volume highways. The average yields of the selected constituents from ultraurban highways are 1.52 to 3.46 times the associated yields from high-volume highways. Example simulations indicate that both concentration reduction and flow reduction by structural best management practices are crucial for reducing runoff yields.
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Pratt, Michael P., Srinivas R. Geedipally, and Minh Le. "Cross-Sectional Study of Vehicle Speeds on Rural Four-Lane Highway Curves." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 10 (July 30, 2020): 15–27. http://dx.doi.org/10.1177/0361198120939096.
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Research has consistently shown that horizontal curves are often associated with increased crash rates compared with similar tangent highway sections. These crashes are often related to speed and the difficulty of judging the severity of the curve. Curve speed models are used for a variety of applications, including assessing operational characteristics, evaluating design speed, conducting spot safety analyses, and setting curve advisory speeds. However, most of the documented curve speed models apply to rural two-lane highways, while relatively few models have been developed for rural multilane highways. These types of highways may exhibit different driver behavior in curves because of their more generous geometric design and higher traffic volumes. The objective of this paper is to document models that have been developed for several types of rural four-lane highways, including undivided highways, divided highways, and freeways. The authors developed models that account for geometric characteristics like curve radius, superelevation rate, and deflection angle, as well as operational characteristics like approach tangent (TN) speed. These models were calibrated using a database of about 46,000 vehicles across 29 horizontal curve sites in central Texas.
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Al-Kaisy, Ahmed, Amirhossein Jafari, Scott Washburn, Tapio Lutinnen, and Richard Dowling. "Traffic Operations on Rural Two-Lane Highways: A Review on Performance Measures and Indicators." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 15 (May 22, 2018): 66–74. http://dx.doi.org/10.1177/0361198118774743.
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Two- lane highways constitute a large proportion of the highway system in the United States, particularly in rural areas. Performance evaluation on those highways is the basis for planning, upgrade, and improvement programs. Such evaluations are conducted using performance measures that should ideally be correlated to performance determinants on those highways. Unlike other highway facilities, two-lane highway performance is notably affected by the platooning phenomenon, which is believed to be a function of traffic level and passing opportunities. Over the last couple of decades, several studies have addressed performance measures on two-lane highways, and are mainly driven by the reported limitations of the current measures used by the Highway Capacity Manual (HCM). This review aims to summarize the performance measures that have been published in the literature or used in practice both in the United States and abroad. The review starts with an historical overview of the HCM performance measures since its inception in 1950. It then discusses the most important criteria for measures to be more effective in describing performance, before presenting the review results for measures that have been proposed in literature or reported as being used in practice. Finally, a subjective assessment of all performance measures against the set of criteria outlined in the article is presented. The review presented in this paper provides information that is valuable for practitioners and researchers in understating the alternative measures for assessing performance on two-lane highways, and the limitations and merits associated with those measures.
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Brilon, Werner, and Frank Weiser. "Two-Lane Rural Highways." Transportation Research Record: Journal of the Transportation Research Board 1988, no. 1 (January 2006): 38–47. http://dx.doi.org/10.1177/0361198106198800105.
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Broder, Josef M., Teresa D. Taylor, and Kevin T. McNamara. "Quasi-Experimental Designs For Measuring Impacts Of Developmental Highways In Rural Areas." Journal of Agricultural and Applied Economics 24, no. 1 (July 1992): 199–207. http://dx.doi.org/10.1017/s0081305200026121.
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AbstractQuasi-experimental techniques were developed to provide decision-making tools for documenting the impacts of developmental highways in rural areas. Regression discontinuity analysis (RDA) with limited observations was used to compare economic changes in highway counties to those in adjacent and non-adjacent control counties. The RDA models found statistically significant changes in population, per capita income, and taxable sales related to highway development. The study found that some counties benefitted from developmental highways, some were unchanged, while some experienced economic decline. RDA models with adjacent controls had better explanatory powers while those with non-adjacent controls were more sensitive to highway-related changes in economic activity. When significant non-highway activities were present, adjacent control models may have understated highway-related impacts, while non-adjacent control models may have overstated these impacts. Arguments for using adjacent and non-adjacent experimental designs are discussed.
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Comer, Jonathan C., Nicholas J. Rose, and Leonard S. Bombom. "Poisson Regression Analysis of Highway Fatality Accident Data in Oklahoma." International Journal of Applied Geospatial Research 5, no. 4 (October 2014): 72–86. http://dx.doi.org/10.4018/ijagr.2014100105.
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Analysis of fatality automobile accident data can be challenging in rural areas where a relatively small number of such accidents occurs on specific sections of highways. Combining crash data from the Fatality Analysis Reporting System (FARS) and highway networks and design specifications from the Oklahoma Department of Transportation (ODOT), this article employs Poisson regression analysis to determine what roadway characteristics (e.g. grade, geometry, and design) are most associated with fatal accidents on predominantly rural segments of highways in Oklahoma. The results provide information about what combinations of highway design traits have contributed most to past crashes and therefore can identify potentially dangerous road segments system-wide. This information will help transportation engineers evaluate current construction practice and seek ways to address design issues that are shown to contribute significantly to serious crashes.
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Yu, Bo, and Yuren Chen. "Driving Rhythm Method for Driving Comfort Analysis on Rural Highways." PROMET - Traffic&Transportation 29, no. 4 (August 28, 2017): 371–79. http://dx.doi.org/10.7307/ptt.v29i4.2217.
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Driving comfort is of great significance for rural highways, since the variation characteristics of driving speed are comparatively complex on rural highways. Earlier studies about driving comfort were usually based on the actual geometric road alignments and automobiles, without considering the driver’s visual perception. However, some scholars have shown that there is a discrepancy between actual and perceived geometric alignments, especially on rural highways. Moreover, few studies focus on rural highways. Therefore, in this paper the driver’s visual lane model was established based on the Catmull-Rom spline, in order to describe the driver’s visual perception of rural highways. The real vehicle experiment was conducted on 100 km rural highways in Tibet. The driving rhythm was presented to signify the information during the driving process. Shape parameters of the driver’s visual lane model were chosen as input variables to predict the driving rhythm by BP neural network. Wavelet transform was used to explore which part of the driving rhythm is related to the driving comfort. Then the probabilities of good, fair and bad driving comfort can be calculated by wavelets of the driving rhythm. This work not only provides a new perspective into driving comfort analysis and quantifies the driver’s visual perception, but also pays attention to the unique characteristics of rural highways.
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Li, Jian, Walid Abdelwahab, and Gerald Brown. "Joint effects of access and geometry on two-lane rural highway safety in British Columbia." Canadian Journal of Civil Engineering 21, no. 6 (December 1, 1994): 1012–24. http://dx.doi.org/10.1139/l94-106.
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This paper examines the safety impact of access type, access density, traffic volume, and road geometry on two-lane rural highways in British Columbia. Documented accident to access relationships were reviewed and found to be in poor agreement with observed accident experience within the Province. The nontransferability of accident to access relationships, the lack of studies of traffic and road geometry interaction effects, and the need for a tool to predict the impact of access on highway safety led to the development of the models described in this paper. A comprehensive and disaggregate data base was constructed for some 560 km of the provincial primary arterial highway network. Highway access was classified into four groups: public road intersection, business access, private access, and roadside pullout. Various geometric data, traffic volume, and posted speed limit were included in the data base. Different measures of accidents were chosen to develop the models, including accident rate, accident frequency, severe (fatal plus injury) accident rate, and severe accident frequency. The statistical analyses indicated that when viewed as a disaggregated set of multivariate elements, all access types were significantly correlated with accidents. The joint effects of access and geometry, such as the combination of private access and horizontal curvature, intensify the effect of access on accidents. As a result, relative weightings of all access types in terms of their impact on safety were empirically derived, with business access weighted as 0.5 and private access weighted as 0.10 of public road intersections. Key words: highway access, geometry, accidents, rural highways, two-lane highways, multivariate regression.
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Medina, Alberto M. Figueroa, and Andrew P. Tarko. "Speed Factors on Two-Lane Rural Highways in Free-Flow Conditions." Transportation Research Record: Journal of the Transportation Research Board 1912, no. 1 (January 2005): 39–46. http://dx.doi.org/10.1177/0361198105191200105.
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The mean free-flow speed and its variability across drivers are considered important safety factors. Despite a large body of research on operating speeds, there is still much to learn about the factors of free-flow speeds, especially on tangent segments of two-lane rural highways. The roadway factors of speed dispersion across drivers are largely unknown. Also, the use of the entire free-flow speed distribution suggested by other authors has not yet been addressed. Consequently, the existing models are not aimed to evaluate the speed variability at a site. This paper presents free-flow speed models that identify factors of mean speed and speed dispersion on tangent segments and horizontal curves of two-lane rural highways. Ten highway variables, six of them functioning as both mean speed and speed dispersion factors, were identified as speed factors on tangent segments. Four highway and curve variables, two of them functioning as both mean speed and speed dispersion factors, were identified as speed factors on horizontal curves. The developed free-flow speed models have the same prediction capabilities as traditional ordinary-least-squares models developed for specific percentile speeds. The advantages of the developed models include predicting any user-specified percentile, involving more highway characteristics as speed factors than traditional regression models, and separating the impacts on mean speed from the impacts on speed dispersion.
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Al-Bayati, Amjad H., Ahmad S. Shakoree, and Zahraa A. Ramadan. "Factors Affecting Traffic Accidents Density on Selected Multilane Rural Highways." Civil Engineering Journal 7, no. 7 (July 1, 2021): 1183–202. http://dx.doi.org/10.28991/cej-2021-03091719.
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Estimations of average crash density as a function of traffic elements and characteristics can be used for making good decisions relating to planning, designing, operating, and maintaining roadway networks. This study describes the relationships between total, collision, turnover, and runover accident densities with factors such as hourly traffic flow and average spot speed on multilane rural highways in Iraq. The study is based on data collected from two sources: police stations and traffic surveys. Three highways are selected in Wassit governorate as a case study to cover the studied locations of the accidents. Three highways are selected in Wassit governorate as a case study to cover the studied locations of the accidents. The selection includes Kut–Suwera, Kut–ShekhSaad, and Kut–Hay multilane divided highways located in the south of Iraq. The preliminary presentation of the studied highways was performed using Geographic Information System (GIS) software. Data collection was done to obtain crash numbers and types over five years with their locations, hourly traffic flow, and average spot speed and define roadway segments lengths of crash locations. The cumulative speed distribution curves introduce that the spot speed spectrum for each highway's whole traffic extends over a relatively wide range, indicating a maximum speed of 180 kph and a minimum speed of 30 kph. Multiple linear regression analysis is applied to the data using SPSS software to attain the relationships between the dependent variables and the independent variables to identify elements strongly correlated with crash densities. Four regression models are developed which verify good and strong statistical relationships between crash densities with the studied factors. The results show that traffic volume and driving speed have a significant impact on the crash densities. It means that there is a positive correlation between the single factors and crash occurrence. The higher volumes and the faster the driving speed, the more likely it is to crash. As the hourly traffic flow of automobile grows, the need for safe traffic facilities also extended. Doi: 10.28991/cej-2021-03091719 Full Text: PDF
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Easa, Said M. "Improved speed-profile model for two-lane rural highways." Canadian Journal of Civil Engineering 30, no. 6 (December 1, 2003): 1055–65. http://dx.doi.org/10.1139/l03-021.
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The speed-profile model has been suggested as a valuable tool for evaluating geometric design consistency for two-lane rural highways with isolated and combined horizontal and vertical alignments. The model determines the operating speeds on the speed-change (SC) segment, which is the distance between speed-limiting curves. The speed-limiting curves are the horizontal curves and the limited sight-distance crest vertical curves on horizontal tangents, where the sight distance required by the design guides is not satisfied. The model assumes that deceleration begins where required, which implies that the next curve is visible when deceleration starts. This paper presents an extension to the speed-profile model to incorporate the effect of sight obstruction on operating speeds and deceleration rates. The SC segment may include nonlimited sight–distance crest vertical and sag vertical curves. These curves may present sight obstruction. A procedure to determine whether the sight line is obstructed is developed. If it does, simple formulas are applied for revising the operating-speed profile. The extended model is suitable for inclusion in the design consistency module of the interactive highway safety design model.Key words: speed profile, model, two-lane highways, alignments, design consistency.
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Geng, Zhaoshi, Xiaofeng Ji, Rui Cao, Mengyuan Lu, and Wenwen Qin. "A Conflict Measures-Based Extreme Value Theory Approach to Predicting Truck Collisions and Identifying High-Risk Scenes on Two-Lane Rural Highways." Sustainability 14, no. 18 (September 7, 2022): 11212. http://dx.doi.org/10.3390/su141811212.
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Collision risk identification and prediction is an effective means to prevent truck accidents. However, most existing studies focus only on highways, not on two-lane rural highways. To predict truck collision probabilities and identify high-risk scenes on two-lane rural highways, this study first calculated time to collision and post-encroachment time using high-precision trajectory data and combined them with extreme value theory to predict the truck collision probability. Subsequently, a traffic feature parameter system was constructed with the driving behavior risk parameter. Furthermore, machine learning algorithms were used to identify critical feature parameters that affect truck collision risk. Eventually, extreme value theory based on time to collision and post-encroachment time incorporated a machine learning algorithm to identify high-risk truck driving scenes. The experiments showed that bivariate extreme value theory integrates the applicability of time to collision and post-encroachment time for different driving trajectories of trucks, resulting in significantly better prediction performances than univariate extreme value theory. Additionally, the horizontal curve radius has the most critical impact on truck collision; when a truck is driving on two-lane rural highways with a horizontal curve radius of 227 m or less, the frequency and probability of collision will be higher, and deceleration devices and central guardrail barriers can be installed to reduce risk. Second is the driving behavior risk: the driving behavior of truck drivers on two-lane rural highways has high-risk, and we recommend the installation of speed cameras on two-lane rural roads to control the driving speed of trucks and thus avoid dangerous driving behaviors. This study extends the evaluation method of truck collisions on two-lane rural highways from univariate to bivariate and provides a basis for the design of two-lane rural highways and the development of real-time dynamic warning systems and enforcement for trucks, which will help prevent and control truck collisions and alleviate safety problems on two-lane rural highways.
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Al-Kaisy, Ahmed. "Two-Lane Highways: Indispensable Rural Mobility." Encyclopedia 2, no. 1 (March 15, 2022): 625–31. http://dx.doi.org/10.3390/encyclopedia2010042.
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Two-lane highways refer to roadways consisting of two lanes in the cross section, one for each direction of travel. Occasionally, passing lanes may be added to one or two sides of the roadway extending the cross section to three or four lanes at those locations. In this entry, two-lane highways strictly refer to roads in rural areas meeting the previous definition and do not include urban and suburban streets.
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Wu, Lingtao, Dominique Lord, and Srinivas Reddy Geedipally. "Developing Crash Modification Factors for Horizontal Curves on Rural Two-Lane Undivided Highways Using a Cross-Sectional Study." Transportation Research Record: Journal of the Transportation Research Board 2636, no. 1 (January 2017): 53–61. http://dx.doi.org/10.3141/2636-07.
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Horizontal curves have been identified as experiencing more crashes than tangent sections on roadways, especially on rural two-lane highways. The first edition of the Highway Safety Manual provides crash modification functions (CM functions) for curves on rural two-lane highways. The CM functions proposed in the manual may suffer from both outdated data and analysis technique. Before-and-after studies are usually the preferred method for estimating the safety effects of treatments. Unfortunately, this method is not feasible for curves. Previous studies have frequently used regression models for developing CM functions for horizontal curves. As recently documented in the literature, some potential problems exist with using regression models to develop crash modification factors. This research utilized a cross-sectional study to develop curvature CM functions. Curves located on Texas rural two-lane undivided highways were divided into a number of bins based on the curve radius. Safety was predicted with the assumption that these curves had been tangents. The observed number of crashes that occurred on the curves was compared with the dummy tangents and for different bins. The results showed that the horizontal curve radius has a significant role in the risk of a crash. From these results, a new CM function was developed. The prediction performance of the Highway Safety Manual CM function was compared with the new CM function in this study and another function that was recently proposed in the literature. It was found that the new CM function documented in this study outperformed both.
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Gibreel, Gamal M., Ibrahim A. El-Dimeery, Yasser Hassan, and Said M. Easa. "Impact of highway consistency on capacity utilization of two-lane rural highways." Canadian Journal of Civil Engineering 26, no. 6 (December 1, 1999): 789–98. http://dx.doi.org/10.1139/l99-042.
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Consistent highway design is expected to provide safe, economical, and smooth traffic operation. Several studies have been performed to investigate the effect of highway consistency on traffic safety. However, the relationship between design consistency and highway capacity and level of service has not been addressed in current research work and design practices. In addition, the effect of the three-dimensional (3D) nature of highway alignments was not considered, and design consistency was studied based solely on two-dimensional (2D) analysis of highway horizontal alignments. This paper presents a methodology to determine the effect of highway design consistency on highway capacity utilization based on 3D analysis. This methodology will help road designers to estimate highway capacity more accurately. The study was performed on two-lane rural highways in Ontario, where two types of 3D combinations were considered: a horizontal curve combined with a sag vertical curve (sag combination) and a horizontal curve combined with a crest vertical curve (crest combination). An additional adjustment factor that reflects the effect of highway design consistency on capacity utilization was developed. Different statistical models are introduced to estimate this factor based on geometric or traffic data. In addition, typical values of the consistency factor were developed based on an overall consistency evaluation criterion and can be easily used in capacity analysis.Key words: three-dimensional, alignments, capacity, geometric design, operating speed, design consistency.
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Jalal Kamali, Mohammad Hossain, Mohammad Saeed Monajjem, and Mohammad Sadegh Ayubirad. "Studying the effect of spiral curves and intersection angle, on the accident ratios in two-lane rural highways in Iran." PROMET - Traffic&Transportation 25, no. 4 (July 19, 2013): 343–48. http://dx.doi.org/10.7307/ptt.v25i4.332.
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Safety in highways is one of the most important subjects in Transportation Engineering. Increasing rate of vehicles and the needs to design or geometrically modifying the highways, emphasized on the safe-designing of the roadways more than before. Between the constructive components of the highway, horizontal curves due to the more occurrences of accidents are of great importance. The American ministry of highway and transportation introduced the software IHSDM, with variant capabilities, to predict accidents. In this research, five types of curves (simple circle curve and clothoid-circle-clothoid) at different intersection angles were designed, and accident rates based on the standard specifications on each curve was predicted by using the IHSDM, and the results are compared with each other. Finally, by processing the curves of accident rates versus the curves types and intersection angle, and comparing them with each other, the necessity of using spiral curves in the highway design is emphasized.
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Jayasree, K. "Sustainable rural road network planning with a balance of urban and rural development." IOP Conference Series: Earth and Environmental Science 982, no. 1 (March 1, 2022): 012042. http://dx.doi.org/10.1088/1755-1315/982/1/012042.
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Abstract Rural roads are the backbone to any country and is always a key for sustainable development. Rural roads are often considered as an entry point for poverty alleviation and employment generation. Rural Connectivity is achieved in different levels of hierarchy through a traditional hierarchical structure – National Highways, State Highways, Major District Roads, Other District roads and Village roads for achieving a long term objective of adequate road communication in India. The policies for connectivity of villages are followed mainly by population criteria. The connectivity through hierarchy is to be planned from the travel behaviour and activity generation, which depends on various profiles like demographic, socio – economic profiles, facility profile and the impedance values. This methodology proposes a strategic model that characterizes the varying profiles in an area and accounts the demand based on these profiles. An integrated model based on clustering analysis and GIS has been formulated for assessing the demand potential and thereby giving an orientation to a hierarchal rural road network configuration. This promises to be scientific tool as it was validated with the existing higher order road network such as National and State highways in the region. The study has been attempted on Medak district of Telangana state.
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Hamzeie, Raha, Bijan Vafaei, Jonathan J. Kay, Peter T. Savolainen, and Timothy J. Gates. "Short-Term Evaluation of Transition from Differential to Uniform Speed Limit for Trucks and Buses on Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 2637, no. 1 (January 2017): 83–88. http://dx.doi.org/10.3141/2637-10.
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As of November 2016, Montana was the only state to maintain a differential speed limit on two-lane two-way rural highways, with a daytime statutory speed limit of 70 mph for cars and light trucks and 60 mph for trucks exceeding a 1-ton payload capacity. Although differential speed limits are common on freeways, the use of differential limits on two-lane roadways presents unique safety and operational issues because of passing limitations and the resultant platooning that occurs. Given these concerns, the speed limit was changed from the differential 70 mph to 60 mph speed limit to a uniform 65 mph limit for all vehicles along 55 mi of two-lane highway in April 2013. This study evaluated the short-term operational and safety impacts associated with this transition. Given the limited time period over which data were available following the speed limit change, surrogate safety measures were investigated to provide immediate feedback as to these impacts. A series of field studies was performed on two-lane rural highways in Montana, which predominantly possessed the 70 mph to 60 mph differential speed limit, as well as on selected locations along the 55 mi where the uniform speed limit was implemented. The locations with 65 mph speed limits generally exhibited shorter platoon lengths and less high-risk passing behavior. Overall, the preliminary findings provide some general support for transitioning to a uniform 65 mph speed limit on two-lane rural highways.
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Abd-El Megeed, Ahmed. "Traffic Accident Forecasts for Rural Highways.(Dept.C)." MEJ. Mansoura Engineering Journal 13, no. 2 (May 29, 2021): 64–77. http://dx.doi.org/10.21608/bfemu.2021.173230.
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A. Abdul-Mawjoud, Ayman, and Gandhi G. Sofia. "Passing Behavior on Rural Two-Lane Highways." AL-Rafdain Engineering Journal (AREJ) 22, no. 2 (April 28, 2014): 123–34. http://dx.doi.org/10.33899/rengj.2014.87334.
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Collins, Jon, Kay Fitzpatrick, Karin M. Bauer, and Douglas W. Harwood. "Speed Variability on Rural Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 1658, no. 1 (January 1999): 60–69. http://dx.doi.org/10.3141/1658-08.
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Aghayari, M., P. Pahlavani, and B. Bigdeli. "A GEOGRAPHIC WEIGHTED REGRESSION FOR RURAL HIGHWAYS CRASHES MODELLING USING THE GAUSSIAN AND TRICUBE KERNELS: A CASE STUDY OF USA RURAL HIGHWAYS." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLII-4/W4 (September 27, 2017): 305–9. http://dx.doi.org/10.5194/isprs-archives-xlii-4-w4-305-2017.
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Based on world health organization (WHO) report, driving incidents are counted as one of the eight initial reasons for death in the world. The purpose of this paper is to develop a method for regression on effective parameters of highway crashes. In the traditional methods, it was assumed that the data are completely independent and environment is homogenous while the crashes are spatial events which are occurring in geographic space and crashes have spatial data. Spatial data have spatial features such as spatial autocorrelation and spatial non-stationarity in a way working with them is going to be a bit difficult. The proposed method has implemented on a set of records of fatal crashes that have been occurred in highways connecting eight east states of US. This data have been recorded between the years 2007 and 2009. In this study, we have used GWR method with two Gaussian and Tricube kernels. The Number of casualties has been considered as dependent variable and number of persons in crash, road alignment, number of lanes, pavement type, surface condition, road fence, light condition, vehicle type, weather, drunk driver, speed limitation, harmful event, road profile, and junction type have been considered as explanatory variables according to previous studies in using GWR method. We have compered the results of implementation with OLS method. Results showed that R<sup>2</sup> for OLS method is 0.0654 and for the proposed method is 0.9196 that implies the proposed GWR is better method for regression in rural highway crashes.
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Guido, Giuseppe, Alessandro Vitale, Vincenzo Gallelli, and Giuseppe Figliomeni. "Level of Safety on Two-Lane Undivided Rural Highways." Applied Mechanics and Materials 253-255 (December 2012): 1705–10. http://dx.doi.org/10.4028/www.scientific.net/amm.253-255.1705.
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Due to the great increase of congestion levels on transportation infrastructures researchers and practitioners have focused on the study of safety performance on road network to identify unsafe locations and assess the effectiveness of different countermeasures introduced at a given site to reduce unacceptable accident risk. Safety performance measures represent an useful tool for evaluating road safety conditions on the basis of objective parameters deducible from the vehicle kinematics. The focus of the present paper is on the assessment of the safety level on two-lane rural highway with a particular attention on rear-end interactions among different pairs of vehicles belonging to the traffic stream. The roadway safety performance study is based on the traffic conflict technique applied to vehicle maneuvers obtained experimentally from a frame by frame analysis of video-taped traffic data. The authors also explored qualitatively the possible relationship between safety level and traffic level of service. This aspect is very important because this kind of roads represents a large part of non-urban highways in many countries.
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Hansen, Regan, and Kevin Chang. "Horizontal and Vertical Curvature and its Effects on Driver Passing Choice." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (February 2019): 734–42. http://dx.doi.org/10.1177/0361198119827531.
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Passing maneuvers on rural two-lane highways require drivers to enter the opposing traffic lane to overtake an impeding vehicle. A successful maneuver requires the driver to correctly judge the time it will take to complete the pass, and the distance to and speed of the oncoming vehicle. Previous studies have shown that the type and speed of impeding vehicle, traffic volume, roadway cross-section, and driver characteristics influence gap-acceptance behavior, but have not considered vertical curvature or specified directionality in the horizontal curvature. This paper describes a driving simulation experiment in which these geometric, situational, and driver characteristic variables were collected for 643 passing attempts. A logistic regression model was developed to infer the effects of horizontal and vertical curvature on driver passing decisions. This study uniquely quantified that drivers were: more likely to pass if the road curved to the left than if it was straight and less likely to pass if the road curved to the right; more likely to pass if there was a sag curve than if the road was flat and less likely to pass if there was a crest curve; and less likely to pass when traveling uphill than if the road was level. As the influence of roadway geometry on gap-acceptance decisions is not currently implemented in overtaking models, the results of this study have practical implications for microsimulation of rural two-lane highways, highway design, and highway safety, and the inclusion of roadway geometry variables may improve future modeling of roadway capacity and passing locations along two-lane highways.
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Arévalo-Támara, Andrea, Mauricio Orozco-Fontalvo, and Víctor Cantillo. "Factors Influencing Crash Frequency on Colombian Rural Roads." Promet - Traffic&Transportation 32, no. 4 (July 9, 2020): 449–60. http://dx.doi.org/10.7307/ptt.v32i4.3385.
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Traffic crashes in Colombia have become a public health problem causing about 7,000 deaths and 45,000 severe injuries per year. Around 40% of these events occur on rural roads, taking note that the vulnerable users (pedestrians, motorcyclists, cyclists) account for the largest percentage of the victims. The objective of this research is to identify the factors that influence the frequency of crashes, including the singular orography of the country. For this purpose, we estimated Negative Binomial (Poisson-gamma) regression, Zero-inflated model, and generalized the linear mixed model, thus developing a comparative analysis of results in the Colombian context. The data used in the study came from the official sources regarding records about crashes with consequences; that is, with the occurrence of fatalities or injuries on the Colombian roads. For collecting the highway characteristics, an in-field inventory was conducted, gathering information about both infrastructure and operational parameters in more than three thousand kilometres of the national network. The events were geo-referenced, with registries of vehicles, involved victims, and their condition. The results suggest that highways in flat terrain have higher crash frequency than highways in rolling or mountainous terrain. Besides, the presence of pedestrians, the existence of a median and the density of intersections per kilometre also increase the probability of crashes. Meanwhile, roads with shoulders and wide lanes have lower crash frequency. Specific interventions in the infrastructure and control for reducing crashes risk attending the modelling results have been suggested.
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Zegeer, Charles V., Herman F. Huang, J. Richard Stewart, and Carolyn Williams. "Investigation of National Highway System Roadways in the Highway Safety Information System States." Transportation Research Record: Journal of the Transportation Research Board 1635, no. 1 (January 1998): 1–9. http://dx.doi.org/10.3141/1635-01.
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Motor vehicle crash rates and roadway characteristics for National Highway System (NHS) and non-NHS roads in seven states—California, Illinois, Maine, Michigan, Minnesota, North Carolina, and Washington— are presented. Accident and roadway data were extracted from the Federal Highway Administration’s Highway Safety Information System. Overall, crash rates on NHS roads were approximately 10 percent lower than those on non-NHS roads, perhaps the result of higher design standards. Crash rates on urban roadways were considerably higher than on the corresponding rural roadways in each state. For rural roadways, fixed-object crash rates were higher on NHS roads than on non-NHS roads. The distribution of crashes by severity was quite similar on NHS and non-NHS roads. For urban freeways, NHS Interstates usually had lower crash rates than NHS non-Interstates. The majority of NHS roads had lane widths of 3.4 m (11 ft) or more, and many had shoulder widths of 1.5 m (5 ft) or more. Compared to NHS non-Interstate roads, NHS Interstate roads were more likely to have lane widths of 3.7 m (12 ft) or over, shoulder widths of 2.4 m (8 ft) or over, paved shoulders, and improved median design. Highway designers and safety officials can use this type of information about accident rates and roadway characteristics to enhance safety by upgrading existing highways and improving the design of NHS highways to some specified roadway design standards and guidelines.
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Petroski, Henry. "The Lines on the Road: Infrastructure in Perspective." Mechanical Engineering 138, no. 02 (February 1, 2016): 42–47. http://dx.doi.org/10.1115/1.2016-feb-3.
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This article discusses various road infrastructure history and perspectives that could help in improving future infrastructure. The visibility of pavement markings has continued to be problematic, especially where winter and snow are virtually synonymous. The American reinvention of the highway centreline has been described as ‘the most important single traffic safety device in the history of auto transportation.’ The solid white line that marks the right-hand edge is thus considered another significant innovation. The white line delineating the pavement’s right-hand edge was explicitly advocated in the 1961 manual, and the 1978 edition made it required for all multilane rural highways. Such standardization, while it may take time to be codified, certainly does make our highways safer and less stressful to navigate.
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Shan, Fei. "Research on Rural Highway Project Construction Management and Maintenance." Proceedings of Business and Economic Studies 4, no. 4 (August 27, 2021): 178–85. http://dx.doi.org/10.26689/pbes.v4i4.2422.
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In this paper, combined with an actual case project, activity-based costing is used to analyze the labor costs, material costs, and the corresponding indirect costs (such as site management fees and taxes) where each cost is analyzed in detailed. Through quantitative comparison, it further determines which business activities are the key cost control objects and proposes targeted implementation plans for actual cost management in the future in order to provide new ideas for improving the implementation efficiency in addition to a reasonable cost control of highway engineering projects. At the same time, through analyzing the situation of highways, different maintenance modes are compared to put forward a more perfect rural road maintenance and management mode.
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Sharma, Satish C., Akhtarhusein Tayebali, and Afifi H. Soliman. "Some implications of the new speed–volume curves to highway user cost and sizing of roads." Canadian Journal of Civil Engineering 13, no. 2 (April 1, 1986): 241–48. http://dx.doi.org/10.1139/l86-032.
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This paper investigates some implications of the speed–volume relationships for two-lane rural highways as proposed in the new edition of the U.S. Highway Capacity Manual, which is expected to be completed soon. The effect of the new speed–volume curves on road user costs is analysed by considering the case of Alberta Transportation. The analysis carried out in this paper indicates that the new speed–volume curves, when employed with the traditional values of other variables, such as vehicle running costs and value of travel time, produce cost–volume relationships that might appear unacceptable from both the highway agencies' and the road users' perspective. To overcome such a limitation it is suggested that a cost of comfort and convenience should be computed and added to the user cost.Basing their proposal on a survey of Alberta households and the actual practice of road sizing by Alberta Transportation, the authors present a generalized mathematical model to estimate the cost of comfort and convenience. The structure of the model and its independent variables include the considerations of (a) the relative importance of driving comfort as perceived by road users, (b) the unsatisfied demand (overtaking demand minus actual overtaking) curve, (c) the type of road use, (d) volume-to-capacity ratio, (e) desired highway speed, and (f) vehicle classification. The paper discusses and demonstrates how this model can be calibrated and used for economic analysis for designing and upgrading of rural highways. Key words: transportation, highway economic analysis, road user costs, cost of comfort, speed–volume curves, highway design.
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Sengupta, Ramprasad, Dipankor Coondoo, and Bhisma Rout. "Socio-economic Well-being—Impact of Wider Highways on the Rural Poor Living in Proximity." Journal of Development Policy and Practice 1, no. 2 (June 26, 2016): 222–64. http://dx.doi.org/10.1177/2455133316650103.
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This article investigates the effect that a highway and its widening would have on the socio-economic lives of the poorer people living in its proximity. Such impact is positive at the micro-level because closer a household is to the highway, greater would be its connectivity. Increased mobility provides access to various economic opportunities and amenities of life. One would expect these positive welfare effects to decline as the approach distance of the highway from the household increases and ultimately to disappear beyond a threshold distance. This premise has been empirically verified here using a household-level baseline survey data pertaining to the project of widening of a stretch of the National Highway 2 (NH2), one of India’s oldest national highways. The article further examines how the widening of the highway enhances the benefit of proximity to the highway by comparing the baseline survey data and the resurvey data, the latter pertaining to a period after the completion of the project. It estimates the partial effect of widening of the highway on the socio-economic well-being of the household of the economies through which it passes using the methodology of non-parametric regression analysis (NRA) and propensity score matching technique (PSMT) cum single/double differencing technique.
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Xin, Chunfu, Zhenyu Wang, Pei-Sung Lin, Chanyoung Lee, and Rui Guo. "Safety Effects of Horizontal Curve Design on Motorcycle Crash Frequency on Rural, Two-Lane, Undivided Highways in Florida." Transportation Research Record: Journal of the Transportation Research Board 2637, no. 1 (January 2017): 1–8. http://dx.doi.org/10.3141/2637-01.
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The association between horizontal curve design (e.g., radius and type) on rural, two-lane, undivided highways and motorcycle crash frequency is not well documented in existing reports and publications. This study aimed to investigate the effects of design parameters and associated factors on the occurrence of motorcycle crashes with consideration of the issue of unobserved heterogeneity. A random-parameters negative binomial regression model was developed on the basis of data on 431 motorcycle crashes, which were collected on 2,179 horizontal curves along two-lane, undivided highways in Florida for 11 years (2005 to 2015). Four normally distributed random parameters (i.e., logarithm of curve radius, reverse curves, pavement condition, and rough pavement indicator) were identified to represent their heterogeneity caused by unobserved factors over time, space, individuals, or some combination thereof. The major conclusions are the following: ( a) an increase in curve radius, on average, significantly and near-logarithmically reduced motorcycle crash frequency on rural, two-lane, undivided highways (this effect was more significant when the curve radius was less than 2,000 ft); ( b) 74.8% of reverse curves tended to reduce motorcycle crash frequency on rural, two-lane, undivided highways (for the remaining 25.2%, the effect had an opposite effect; on average, the likelihood of motorcycle crashes on reverse curves decreased by 39%); ( c) the crash modification function (CMF) for curve radius on rural, two-lane, undivided highways was established, given the radius of 5,000 ft as the baseline, as a power formula, CMF = (radius/5,000)-0.208.
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Hassan, Yasser. "Traffic and speed characteristics on two-lane highways: field study." Canadian Journal of Civil Engineering 30, no. 6 (December 1, 2003): 1042–54. http://dx.doi.org/10.1139/l03-033.
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Many models have been developed to evaluate the operating speeds on two-lane rural highways. However, provided information usually lacks details essential to assess their applicability at locations other than where they were developed. This paper presents a procedure to interpret raw data collected on three horizontal curve sites of different two-lane rural highway classes in Ontario. The speed observations were categorized into three vehicle classes (passenger car, light truck, and multi-axle heavy truck) and four light condition categories (day, night, and two transition periods). The minimum headway and percentile value to define the operating speed were examined, and a revision of the current practice deemed not warranted. The findings also indicated that operating speeds do not depend on the time or vehicle class. Finally, the horizontal alignment affects the operating speed, but the speeds of the two travel directions on a horizontal curve may differ even with little contribution of the vertical alignment.Key words: highway geometric design, operating speed, traffic composition, traffic counters, ambient light, acceleration, deceleration.
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Hamilton, Ian, Scott Himes, R. J. Porter, and Eric Donnell. "Safety Evaluation of Horizontal Alignment Design Consistency on Rural Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (February 2019): 628–36. http://dx.doi.org/10.1177/0361198119829414.
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Design consistency in the context of highway and street design refers to the conformance of highway geometry to driver expectancy. Existing design policies provide guidance related to horizontal alignment design consistency. While design consistency has safety implications and is intuitively linked to roadway departure crashes, the authors are only aware of a few studies that sought to link measures of design consistency to safety performance. This study explores relationships between alternative measures of horizontal alignment design consistency and the expected number of roadway departure crashes along horizontal curves on rural, two-lane, two-way roads. The authors analyzed 854 horizontal curves on rural two-lane highways in Indiana and Pennsylvania using data obtained from the SHRP 2 Roadway Information Database (RID) 2.0. Relationships between measures of design consistency and the expected number of roadway departure crashes were explored using a negative binomial regression modeling approach. The results indicate a relationship between the frequency of roadway departure crashes on a study curve and the radii of upstream and downstream curves. The ratio of the length of upstream and downstream tangents relative to a study curve radius was also statistically significant in Pennsylvania. Such findings are intuitive given the concept of design consistency and represent an advancement to existing predictive methods in the AASHTO Highway Safety Manual, which estimate the expected number of crashes on a segment as a function of the characteristics of only that segment.
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Asher, Sam, Teevrat Garg, and Paul Novosad. "The Ecological Impact of Transportation Infrastructure." Economic Journal 130, no. 629 (March 7, 2020): 1173–99. http://dx.doi.org/10.1093/ej/ueaa013.
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Abstract There is a long-standing debate over whether new roads unavoidably lead to environmental damage, especially forest loss, but causal identification has been elusive. Using multiple causal identification strategies, we study the construction of new rural roads to over 100,000 villages and the upgrading of 10,000 kilometers of national highways in India. The new rural roads had precisely zero effect on local deforestation. In contrast, the highway upgrades caused substantial forest loss, which appears to be driven by increased timber demand along the transportation corridors. In terms of forests, last mile connectivity had a negligible environmental cost, while expansion of major corridors had important environmental impacts.
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Huang, Lili, Shuangying Xu, Languang Lu, Liangfei Xu, Yanjing Li, and Yaping Zhang. "A Method of Location Selection for Rural Highway Transportation Service Facilities Based on GIS." Journal of Agricultural Science 12, no. 7 (June 15, 2020): 53. http://dx.doi.org/10.5539/jas.v12n7p53.
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To efficiently organize and optimize travel modes, meet safe, convenient and comfortable travel requirements for passengers, and promote the sound development of transportation infrastructure on rural highways, this paper reviews the common location selection methods for highway passenger stations, and compares the advantages and disadvantages of existing methods. Using rural highway passenger station as the research subject, we proposed a scientific, systematic and practical method for location selection based on GIS (Geographic Information System) technology. At the same time, we used AHP (Analytic Hierarchy Process) to establish, and to qualitatively and quantitatively analyze the model—in a scientific and rational framework—to determine the location of the stations. Location input data collected by this method are comprehensive, accurate and quickly-calculated. The entire site selection process is visualized in the form of pictures, which provides a method and theoretical reference value in the future for site selection construction on Rural Highway Transportation Service Facilities. Herein, this paper uses passenger stations as a research object and uses the stated methods above to achieve the desired results.
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Wang, Jian Jun, Hui Fang Liu, Fei Han, Lei Peng, and Jing Jing Fu. "Discussion on Methods of Identifying Dangerous Road and Sections in Rural Highway." Applied Mechanics and Materials 204-208 (October 2012): 1565–70. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.1565.
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In order to fully investigate dangerous sections, implement Security engineering, and reduce accidents, based on the analysis of road and traffic characteristics of rural highway, methods of identifying dangerous road and sections of rural highway are put forward. With the application of Variable Weight Comprehensive Evaluation and Fuzzy Mathematic Comprehensive Analysis method, the methods are raised in mountainous areas and common areas under the conditions of no accident data. Based on the accident data, the methods used different range come up with Quality Control-Identify Index method, Fuzzy Evaluation method, and Double Variables Filtration method. Among them, the Fuzzy Mathematic Comprehensive Analysis method is a new method of evaluation road safety degree According to the traffic and road characteristics of rural highways. These methods provide a scientific theory method for the grass-roots workers, offer the theory basis to the implementation of Safeguards engineering, and enhance the economical rationality of implementing Safeguards engineering, achieving the best economic benefit.
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Najjar, Yacoub M., Robert W. Stokes, and Eugene R. Russell. "Setting Speed Limits on Kansas Two-Lane Highways: Neuronet Approach." Transportation Research Record: Journal of the Transportation Research Board 1708, no. 1 (January 2000): 20–27. http://dx.doi.org/10.3141/1708-03.
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Recent federal legislation allowing states to set their own speed limits on highways, as well as increases in the number of requests from citizens and neighborhood groups to implement actions to reduce “excessive” speeding on their streets and highways, has created considerable debate about and scrutiny of the appropriate speed limits that should be posted on state highways. Various speed studies have indicated that sensible and cautious drivers will most likely drive at the speed dictated by roadway and traffic conditions rather than relying on a posted speed limit. To incorporate roadway characteristics and traffic volumes into the selection of the most appropriate (i.e., comfortable, safe, and efficient) speed limit, actual engineering field speed studies are carried out. Generally, the 85th percentile speed at which the drivers surveyed are driving is selected as a primary factor in determining the posted speed limit. Carrying out such field studies for all highway sections is a costly and time-consuming process. Therefore, characterizing the relationship between the 85th percentile speed and the roadway characteristics will assist in selecting the most appropriate posted speed limit on highway sections where field surveying is difficult due to resource limitations. A back-propagation neural network is used to extract the relationship between roadway characteristics and 85th percentile speed. The developed neural-network-based speed model was found to perform satisfactorily for characterization of speed on Kansas two-lane, uninterrupted-flow rural highways and for quantifying the influence of prevailing roadway characteristics on the anticipated 85th percentile speed.
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Al-Kaisy, Ahmed, and Sarah Karjala. "Indicators of Performance on Two-Lane Rural Highways." Transportation Research Record: Journal of the Transportation Research Board 2071, no. 1 (January 2008): 87–97. http://dx.doi.org/10.3141/2071-11.
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Castro, María, José F. Sánchez, and José A. Sánchez. "Operating speed models for two-lane rural highways." Proceedings of the Institution of Civil Engineers - Transport 165, no. 2 (May 2012): 107–18. http://dx.doi.org/10.1680/tran.2012.165.2.107.
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LANGEN, TOM A., ANGELA MACHNIAK, ERIN K. CROWE, CHARLES MANGAN, DANIEL F. MARKER, NEAL LIDDLE, and BRIAN RODEN. "Methodologies for Surveying Herpetofauna Mortality on Rural Highways." Journal of Wildlife Management 71, no. 4 (June 2007): 1361–68. http://dx.doi.org/10.2193/2006-385.
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Fitzpatrick, Kay, and Jon M. Collins. "Speed-Profile Model for Two-Lane Rural Highways." Transportation Research Record: Journal of the Transportation Research Board 1737, no. 1 (January 2000): 42–49. http://dx.doi.org/10.3141/1737-06.
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Design consistency refers to highway geometry’s conformance with driver expectancy. Generally, drivers make fewer errors at geometric features that conform with their expectations. A proposed method for evaluating design consistency is to predict the speed along an alignment by using a speed-profile model. A speed-profile model was developed by using the following: speed prediction equations that calculate the expected speed at horizontal, vertical, or combination curves; assumed desired speed for the roadway; TWOPAS equations that determine the performance-limited speeds at every point; acceleration and deceleration rates; and several documented assumptions. The speed-profile model can be used to evaluate the design consistency of a facility or to generate a speed profile along an alignment. In conclusion, the speed-profile model developed appears to provide a suitable basis for the Interactive Highway Safety Design Model design consistency module.
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Dixon, Karen K., Chi-Hung Wu, Wayne Sarasua, and Janice Daniel. "Estimating Free-Flow Speeds for Rural Multilane Highways." Transportation Research Record: Journal of the Transportation Research Board 1678, no. 1 (January 1999): 73–82. http://dx.doi.org/10.3141/1678-10.
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Lobo, António, Maria Alice Prudêncio Jacques, Carlos Manuel Rodrigues, and António Couto. "Free-Gap Evaluation for Two-Lane Rural Highways." Transportation Research Record: Journal of the Transportation Research Board 2223, no. 1 (January 2011): 9–17. http://dx.doi.org/10.3141/2223-02.
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Al-Kaisy, Ahmed, Zachary Kirkemo, David Veneziano, and Christopher Dorrington. "Traffic Use of Rest Areas on Rural Highways." Transportation Research Record: Journal of the Transportation Research Board 2255, no. 1 (January 2011): 146–55. http://dx.doi.org/10.3141/2255-16.
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Polus, Abishai, and Moshe A. Pollatschek. "Criteria for widening of two-lane rural highways." Transport Policy 11, no. 4 (October 2004): 379–85. http://dx.doi.org/10.1016/j.tranpol.2004.06.001.
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Baek, Jongdae. "Highway Regional Classification Method Based on Traffic Flow Characteristics for Highway Safety Assessment." Sensors 22, no. 1 (December 23, 2021): 86. http://dx.doi.org/10.3390/s22010086.
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Accurate regional classification of highways is a critical prerequisite to implement a tailored safety assessment. However, there has been inadequate research on objective classification considering traffic flow characteristics for highway safety assessment purposes. We propose an objective and easily applicable classification method that considers the administrative divisions of South Korea. We evaluated the feasibility of this method through various theoretical analysis techniques using the data collected from 536 permanent traffic volume counting stations for the national highways in South Korea in 2019. The ratio of the annual average hourly traffic volume to the annual average daily traffic was used as the explanatory variable. The corresponding results of factor and cluster analyses with this ratio showed a 61% concordance with the urban, suburban, and rural areas classified by the administrative divisions. The results of two-sample goodness-of-fit tests also confirmed that the difference in the three distributions of hourly volume ratios was statistically significant. The results of this study can help enhance highway safety and facilitate the development and application of more appropriate highway safety assessment tools, such as Road Assessment Programs or crash prediction models, for specific regions using the proposed method.
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Hasan, Tanweer, and Robert W. Stokes. "Guidelines for Right-Turn Treatments at Unsignalized Intersections and Driveways on Rural Highways." Transportation Research Record: Journal of the Transportation Research Board 1579, no. 1 (January 1997): 63–72. http://dx.doi.org/10.3141/1579-08.
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Guidelines for right-turn treatments at unsignalized intersections and driveways on rural two-lane and four-lane highways are presented. Two types of treatments, full-width lane and taper, were considered over the do-nothing radius treatment. The guidelines indicate the design hourly traffic volumes for which the benefits of right-turn treatments exceed their costs. The benefits used in the economic analysis were the operational and accident cost savings provided by right-turn treatments. The costs used in the development of the guidelines were the costs of constructing full-width right-turn lanes and tapers. The operational effects were estimated in terms of delay and excess fuel consumption experienced by through traffic due to right-turning vehicles. To account for the safety effects, the relationship between speed differential and accidents was used to estimate the reduction in right-turn, same-direction, rear-end accidents that would be expected to result from the provision of a right-turn treatment. The guidelines indicate the right-turn design hourly volume required to justify a right-turn treatment as a function of the following factors: ( a) directional design hourly volume, (b) highway operating speed, and ( c) number of lanes on the highway. Comparisons with other guidelines indicate that the range of guidelines developed are reasonable. In addition, they are more definitive than other guidelines because they account for highway operating speed and address taper treatments as well as full-width turn lanes.