Abstract This study investigated the optimal operating parameters on road dust removal by a flusher. It aimed at enhancing road flushing efficiency, analyzing particle size range, and establishing a flushing model. This study explored main roads by collecting road dusts in Kaohsiung metropolitan area in October 2001. The roads were classified by road dust loading (RDL) as follows: level A (minor, RDL<1g/m2), level B (normal, RDL=1~5g/m2), level C (abnormal, RDL=5~11g/m2), and level D (serious, RDL= 11~25g/m2). The frequency of road flushing was recommended as follows: Level D roads were flushed every day to maintain RDL≤20g/m2. Level C roads were flushed every day, while level B roads were flushed every two days, to keep RDL≤10g/m2. Level A roads were flushed every week to maintain RDL≤5g/m2. A pilot-scale road-flush testing field was designed for this particular study to investigate the influence of operating parameters on road flushing efficiency. The findings indicated that flat-fan type nozzle demonstrated higher flushing efficiency than hollow-cone type nozzle, and that the flushing speed and the distance of the nozzle away from the ground were correlated negatively with the road flushing efficiency, whereas the pressure of nozzle and RDL was correlated with the road flushing efficiency. The results suggested that, in the condition of eighty percent of flushing efficiency, the optimal operating parameters were flushing speed of 15km/hr, the pressure of nozzle of 2.0kg/cm2, the distance away from the ground of 30cm, the angle of 40o, and the particle size less than 150£gm. The results showed that particle size was correlated negatively with the road flushing efficiency under various operating parameters of flushing for different road levels. Beside, the road flushing efficiency was above 80% for silt with particle size less than 75£gm. However, for particle size larger than 850£gm, the road flushing efficiency was up to 40%. It concluded that the road flushing efficiency of fine particles was better than that of coarse particles. After conducting dimensionless analysis and multiple regression analysis, the model of road flushing efficiency can be shown as follows, ¡]R¡×0.8276¡^ where £b is the road flushing efficiency, U is the flusher speed (m/s), P is the water injecting pressure (N/m2), W is the road dust loading (kg/cm2), H is the distance of nozzle away from the ground (m), q is the amount of water per square meter (m3/m2), and £c is the angle of nozzle spread. In this model, RDL is negatively correlated with U, W and H. Moreover, the road flushing efficiency increases with water injection pressure and flow rate. On the basis of the above model, the average percentage of error was approximately 0.28%. In this study, the optimal operating parameters of a flusher were that the flushing speed of 10km/hr, water injecting pressure of 2.0kg/cm2, the distance of nozzle away from the ground of 20cm, and the water injecting angle of 45o. However, depending upon the road cleanness levels, the optimal operating parameters could be varied. For instance, the distance of the nozzle away from the ground should be increased up to 30cm in order to prevent the damage from uneven roads or cavities. The experiments showed that 30cm of the height was a better option due to the road flushing efficiency was only 2% lower while compared with that of 20cm. After the analysis of experimental data, the results can serve as the operation condition for road flushing practice as authorities concerned. The operating parameters proposed in this study could be useful for basic design of a high-efficiency flusher. Moreover, the model of road flushing efficiency can be further applied to predict the road flushing efficiency.

Thesis (M. Soc. Sc.)--University of Hong Kong, 1980. / Typescript.

An increasing need for goods and passenger transportation drives continued worldwide growth in traffic. As traffic increases environmental concerns, traffic safety, and cost efficiency become ever more important. Advancements in microelectronics open the possibility to address these issues through new advanced driver assistance systems. Applications such as predictive cruise control, automated gearbox control, predictive front lighting control, and hybrid vehicle state-of-charge control decrease the energy consumption of vehicles and increase the safety. These control systems can benefit significantly from preview road grade information. This information is currently obtained using specialized survey vehicles, and is not widely available. This thesis proposes new methods to obtain road grade information using on-board sensors. The task of creating road grade maps is addressed by the proposal of a framework where vehicles using a road network collect the necessary data for estimating the road grade. The estimation can then be carried out locally in the vehicle, or in the presence of a communication link to the infrastructure, centrally. In either case the accuracy of the map increases over time, and costly road surveys can be avoided. This thesis presents a new distributed method for creating accurate road grade maps for vehicle control applications. Standard heavy duty vehicles in normal operation are used to collect measurements. Estimates from multiple passes along a road segment are merged to form a road grade map, which improves each time a vehicle retraces a route. The design and implementation of the road grade estimator are described, and the performance is experimentally evaluated using real vehicles. Three different grade estimation methods, based on different assumption on the road grade signal, are proposed and compared. They all use data from sensors that are standard equipment in heavy duty vehicles. Measurements of the vehicle speed and the engine torque are combined with observations of the road altitude from a GPS receiver, using vehicle and road models. The operation of the estimators is adjusted during gearshifts, braking, and poor satellite coverage, to account for variations in sensor and model reliability. The estimated error covariances of the road grade estimates are used together with their absolute positions to update a stored road grade map. Highway driving trials show that the proposed estimators produce accurate road grade data. The estimation performance improves as the number of road segment traces increases. A vehicle equipped with the proposed system will rapidly develop a road grade map for its area of operation. Simulations show that collaborative generation of the third dimension for a pre-existing large area two-dimensional map is feasible. The experimental results indicate that road grade estimates from the proposed methods are accurate enough to be used in predictive vehicle control systems to enhance safety, efficiency, and driver comfort in heavy duty vehicles. The grade estimators may also be used for on-line validation of road grade information from other sources. This is important in on-board applications, since the envisioned control applications can degrade vehicle performance if inaccurate data are used. / QC 20110408

Road traffic injuries (RTI) currently rank as the 11th leading cause of death world wide and the leading cause of injury related deaths worldwide. Globally, road traffic crashes kill over 1.2 million people per year with over 90% of the deaths occurring in low and middle income countries. Pedestrians, cyclists, and motorcyclists, collectively called vulnerable road users, are often times the victims. Therefore, the purpose of this study was to identify the factors that are associated with traffic fatalities as well as the factors that are associated with being a vulnerable road user in traffic injuries and traffic fatalities in Pasto, Colombia. The results from this study showed that males had increased odds of being involved in a traffic fatality (OR=2.16 95%;CI 1.03-4.53). Rural road users are more likely to be involved in fatal traffic crashes than their urban counterparts (OR=5.92 95%;CI 3.00-11.71) Other groups such as young adults, vulnerable road users, and those not using safety equipment were also more likely to be injured or die in a traffic crash. Interventions specifically targeting these groups are needed.

The structural strength of roads and streets as well as the uniformity of strength are ensured by a design strength of subgrade, sub-base and pavement layers, characterized by a deformation modulus, the value of which depends on the properties of materials used for the pavement structural layers and thickness of the layers. During construction of road or street pavement structure and its operation the continuous static and dynamic vehicle loads may cause the intermixing of the subgrade soil with the frost blanket course. Analogical process could happen between the frost blanket course and the sub-base constructed from the large particles of aggregate. Eventually, the intermixed materials of the different structural layers of road or street can have the impact on the strength and durability of the whole structure. In order to prevent the aggregates of different structural layers from becoming intermixed during road or street construction or in the phase of operation the geotextile inter-layers have been world-widely used in the recent 15 years. Based on the recommendations of U.S. researchers the geotextiles used for the separation of structural layers should be selected according to the existing formulas. However, these formulas are valid only for the road structures without asphalt concrete pavement. Another method for selecting geotextiles – specifications and recommendations of different countries. At present there are no generally accepted European specifications... [to full text] / Įrengiant automobilių kelio ar gatvės dangas ant žemės sankasos bei vėliau jas eksploatuojant dėl nuolatos pasikartojančių statinių bei dinaminių transporto priemonių apkrovų gali prasidėti žemės sankasos grunto bei apsauginio šalčiui atsparaus sluoksnio medžiagų sąmaiša. Analogiškas procesas gali vykti ir tarp apsauginio šalčiui atsparaus sluoksnio bei dangos pagrindo medžiagų. Ilgainiui kelio ar gatvės konstrukcijos sluoksnių medžiagų tarpusavio sąmaiša mažina dangos stiprį bei tvarumą. Siekiant išvengti atskirų konstrukcijos sluoksnių mineralinių medžiagų tarpusavio susimaišymo, tiesiant kelius ar gatves bei juos eksploatuojant, pastaruosius 15 metų pasaulyje plačiai taikomi geotekstilės tarpsluoksniai. Jungtinių Amerikos Valstijų mokslininkai geotekstiles parinkti rekomenduoja naudoti skaičiavimus pagal formules, tačiau jos tinka tik keliams be asfaltbetonio dangos. Kitas geotekstilių taikymo būdas – atskirų šalių sukurtos normos bei rekomendacijos. Europoje nėra vieningų norminių dokumentų, reglamentuojančių geotekstilių naudojimą automobilių kelių bei gatvių konstrukcijos sluoksniams atskirti. Tai galima pagrįsti tuo, kad Europos valstybėse yra skirtingos klimatinės bei geologinės sąlygos. Taigi kiekviena ar keletas valstybių, kurioms pagal jų sąlygas aktualu kelio konstrukcijos sluoksnius atskirti geotekstilėmis, turi savo normas ar rekomendacijas. Lietuvoje geosintetinės medžiagos tiesiant ir rekonstruojant automobilių kelius bei miestų gatves naudojamos tik... [toliau žr. visą tekstą]

Normal ageing is associated with decline in visual, cognitive, and physical functioning, with concurrent increases in the incidence of chronic medical conditions, including cognitive disorders. Determining when age-related changes have adversely affected a person’s ability to drive safely is a complex task, particularly when cognitive disorders such as mild cognitive impairment and dementia are present. The aim of this research was to assess the utility of a number of off-road measures in predicting Pass and Fail outcomes for older drivers on a blinded on-road driving assessment with a driving specialist occupational therapist and a driving instructor, which is considered the ‘gold standard’ measure of driving ability. The off-road measures included standardized cognitive tests, computerized sensory-motor & cognitive tests, medical conditions, and personality measures. The research project comprised three studies. In Study 1 (Healthy Older Drivers study), 60 drivers with no diagnosed cognitive disorder (‘cognitively-unimpaired’), aged 70-84 years (mean age 76.7, 50% male), completed standard cognitive tests, computerized sensory-motor and cognitive tests (SMCTests™), and measures of personality. Results were used to form classification models for on-road assessment Pass and Fail outcome. Sixteen participants failed the on-road assessment. A backwards stepwise binary logistic regression model selected a measure of executive function and a computerized measure of visuomotor planning and coordination as the best predictors. Following leave-one-out cross-validation, this model was estimated to correctly predict 60% of an independent group of cognitively-unimpaired older drivers into on-road Pass and Fail groups. In Study 2 (Healthy Driver Follow-up study), 56 participants from the Healthy Older Drivers study were followed for 24 months using annual telephone interviews to assess driving behaviour, driving attitudes, medical conditions, and the occurrence of crashes and receipt of traffic offences. Official data regarding crashes and traffic offences were also obtained. The aim was to determine whether either the on-road Pass/Fail classification or the off-road measures could predict subsequent crashes and offences. Failing the on-road assessment was not associated with higher crash or offence rates and there were only two baseline measures that predicted crashes or offences (i.e., distance driven at baseline testing and, paradoxically, a lower error score on a measure of visuomotor planning and coordination). However, drivers who reported more distress associated with their medical condition(s) were more likely to have had a crash or offence at 24 months. The outcomes of the Healthy Older Drivers and Healthy Driver Follow-up studies suggest that there is little value in off-road or on-road assessment of cognitively-unimpaired older drivers due to the weak relationship with future negative driving outcomes. However, distress associated with medical conditions may be a useful measure. Study 3 (Dementia and Driving study) recruited a sample of 60 driving assessment centre referrals with mild cognitive impairment or Alzheimer’s dementia. These participants, aged 58-92 years (mean age 77.9, 60% male), performed a computerized battery of sensory-motor and cognitive tests and a formal blinded on-road driving assessment. A backwards stepwise binary logistic regression model selected measures of reaction time and movement speed of the upper limbs, visuomotor planning and coordination, and sustained attention. Following leave-one-out cross-validation, this model was estimated to correctly predict 68% of an independent group of drivers with mild cognitive impairment and Alzheimer’s dementia into on-road Pass and Fail groups. A subsample of 32 participants completed additional standard cognitive tests and provided information on medical conditions. A binary logistic regression model in this subsample was formed which selected measures of verbal fluency, the presence of heart disease, and a comprehensive cognitive screen. Following leave-one-out crossvalidation, this model would be expected to correctly classify 75% of an independent group of drivers with mild cognitive impairment and Alzheimer’s dementia into on-road Pass and Fail groups. The three measures in this model could be performed in around 35-50 min in a primary health setting. It is concluded that off-road and on-road assessment of older drivers with no diagnosis of cognitive or neurological disorder is an inaccurate and inefficient use of driving assessment resources, both for the prediction of on-road driving performance and for predicting future crashes and traffic offences. The Dementia and Driving study found a model comprising three measures that could be performed in a primary health setting with reasonable accuracy for correctly classifying people with mild cognitive impairment and Alzheimer’s dementia who go on to Pass and Fail an on-road driving assessment.

Recent researchers have suggested that the combination of horizontal curves or “bendiness” of a length of road contributes to traffic crash occurrence. A previous study of New Zealand fatal crashes using an aggregated approach found no significant correlation between crash occurrence and road bendiness for rural roads but a minor correlation for urban roads. This thesis further explores the effect of road bendiness on traffic crash occurrence in New Zealand by developing a method more suited to traffic engineering. The method involves Geographical Information Systems (GIS) firstly to process data and secondly to calculate bendiness values. The following bendiness measures: bend density, detour ratio, cumulative angle, mean angle and standard deviation of angles; are applied to “influence areas” surrounding crash and comparison sites. The method then dictates that some form of statistical analysis should be performed to distinguish between the bendiness of crash and comparison sites, while accounting for other influencing factors. Binary logistic regression is recommended. The method was applied in a case study of New Zealand fatal crashes, with two main analysis techniques employed. Firstly, binary logistic regression models were developed. It was found that, for rural roads, sections with consistent and frequent curves were safer than completely straight sections or those with isolated curves. The urban model was less conclusive, which suggests that the method was not appropriate in the urban situation. The second analysis method involved comparing bendiness values of a site’s “immediate area” with those of its influence area. It was found that, although the spreads of the comparison sites’ distributions were smaller than those of the crash sites, the mean values were generally very similar and no appropriate bendiness ratios could be specified to reduce crash risk. Overall it appears that, if design consistency is maintained, bendiness is a protective quality for rural roads.

Several past studies have attempted to quantify the impact of winter weather conditions on highway mobility in terms of traffic volume, speed, and capacity. While consistent in their general findings, these studies have shown considerably different results in terms of effect size and contributing factors. More importantly, most of these studies have not attempted to model the effects of winter maintenance operations on mobility or isolate these effects from those due to snowstorm characteristics, rendering their results and the proposed methods of limited use for estimating the benefits of maintenance activities. This research attempts to address this gap through a statistical analysis of a data set that is unique in terms of spatial and temporal coverage and data completeness. The data set includes both event based and hourly observations of road weather and surface conditions, maintenance operations, traffic volume and speed, as well as several other measures, from 21 highway sections across the province of Ontario. Event based information is available for six winter seasons (2000 to 2006) at 19 of the sites. For this event based data a matched pair technique was employed to determine the changes in traffic volumes and speeds under matched conditions with and without snow events. A regression analysis was subsequently performed to relate the changes in traffic volume and speed over an event to changes in various contributing factors such as highway type, snow event characteristics and road surface conditions. A case study was conducted to illustrate the application of the developed models for quantifying the mobility impact of road surface condition and the mobility benefit of winter maintenance operations. Complete hourly records were available for all 21 sites for three winter seasons. This was used to perform the evaluation on an hourly basis. A matching technique is employed to assign hour-by-hour median speeds observed under typical weather and road surface conditions to each hour of a snowstorm event. A regression analysis is subsequently performed to relate changes from average hourly speed to various contributing factors such as highway type, weather conditions and maintenance operations. Effects of maintenance operations are represented by an intermediate variable called road surface condition index (RSI). A case study is conducted to illustrate the application of the developed models for quantifying the mobility impact of winter snowstorms and the mobility benefit of maintenance operations. The models developed in these analyses confirmed the relationships between weather variables and traffic volume and speed described in the literature. In addition a strong association between road surface condition and traffic volumes and speed was identified.

There is growing global concern over the influence of road development on the conservation of biodiversity and on the functioning of ecosystems. Published reviews in the field of road ecology have identified that most research has examined the effects of roads linearly and have advocated for research at landscape scales. Among the many effects roads have, one of the most significant is the loss of animal life resulting from collisions with vehicles. Despite this, little is known of what toll this has on animal populations and how these impacts vary with scale. This stems from the perception that impacts are localised and that animals killed are typically considered common, and therefore not of great conservation concern. This thesis challenges this notion by showing that the impacts of fatalities can affect populations at landscape extents and that commonness is not a barrier to localised extinction risk. To achieve this I focus on the common wombat; an example of a common species for which road impacts have never been previously examined. Chapter 1 provides an overview of the importance of scale in quantifying road impacts and the debate surrounding common species persistence in road environments. Chapter 2 assesses habitat use of wombats in a road environment at a local scale. Results suggest that wombats select for roadside habitat and as a result populations could be under threat. Chapter 3 is a predictive model of wombat road fatalities which demonstrates the importance of incorporating habitat use in predictive fatality modelling. Through use of a spatially explicit population viability analysis, Chapter 4 demonstrates that roads, in conjunction with other threats can affect the persistence of a common species at a local scale. Chapter 5 is a landscape extent assessment of wombat habitat use, finding that increased effort should be employed in evaluating how reserves confer resilience to species from the impacts of roads and that habitat quality can dictate road-based fatality rates. Chapter 6 summarises the research presented in the thesis and suggests direction for future work, particularly the importance of evaluating the interplay between susceptibility and abundance on species vulnerability in road environments.

The line of road originally intended to link Sydney with the booming settlements of the Hunter Valley underwent a ten year survey and construction period, beginning in 1825 with Heneage Finch's hastily selected, winding line, and ending in 1836 with two small road gangs caught in a continuous cycle of construction and decay. In the interim period, however, the road had aroused the enthusiasm of the best surveyors and engineers available in the colony. These men envisioned a fine, all-encompassing, permanent thoroughfare - a most appropriate goal in view of the contemporary optimism with regard to the colony's future. The structures and formations were impressive and etensive and built as far as possible according to the latest principles emerging from the road building revolution in Britain. The methods were, of necessity, simplified in response to the colonial conditions of rugged terrain, vast distances and the large but unskilled and, for the main part, unwilling convict labour force. The results were highly successful, as is stille vident today, and never failed to impress early travellers and reassure them that they were, after all, in a 'civilised' country. The road never actually fulfilled its builders' plans. A steamboat service established between Sydney and the Hunter Valley robbed it of its role as a vital link, and other more hospitable or more direct routes were discovered and used by what traffic did proceed on land. After the few remaining gangs were finally withdrawn, seciton after section quickly fell into disuse and abandonment. Both the grand and modest structures and formations were left neglected, and thus preserved, to the present day.