More than 32,000 motorists are killed on U.S. roads and streets annually, and approximately 54% of the accidents occur on rural roads. In an attempt to address and reduce these fatalities, the current transportation a...More than 32,000 motorists are killed on U.S. roads and streets annually, and approximately 54% of the accidents occur on rural roads. In an attempt to address and reduce these fatalities, the current transportation act, the Safe, Accountable, Flexible, Efficient Transportation Equality Act: A Legacy for Users (SAFETY-LU), elevated the Highway Safety Improvement Program (HSIP) to a core program and included a $90,000,000 High-Risk Rural Road Program (HRRRP) to address and significantly reduce traffic fatalities and incapacitating injuries on rural major or minor collectors, and/or rural local roads. While there were many challenges to properly implement the HRRRP in counties, this study provided important information that was needed to identify the predominant crash types on HRRRP-eligible roads and compiled a list of countermeasures for the predominant crash types that were identified on Kansas’ high-risk rural roads. For the gathered countermeasures, crash reduction factors (CRFs) were also provided from the literature review, and their values were validated by conducting interviews with Kansas county engineers/officials. This study provided valuable information for the county engineers and local government officials while they worked on improving the safety of high-risk rural roads using HRRRP funds.展开更多
On the basis of the equivalent axle load action frequency, the traffic classifications of rural roads as well as their corresponding types are classified. The asphalt pavement structure, road surface types and thickne...On the basis of the equivalent axle load action frequency, the traffic classifications of rural roads as well as their corresponding types are classified. The asphalt pavement structure, road surface types and thickness of the rural roads are suggested for the various action frequency of the equivalent axle load. Furthermore, the roadbase thickness graphs are provided according to different equivalent axle load action frequency with different roadbed modulus and road surface modulus taken into account.展开更多
Systematic approach to the maintenance of rural road network is a very important issue from the viewpoint of public costs. Most countries developed custom PMS （pavement management systems） based on deterministic or ...Systematic approach to the maintenance of rural road network is a very important issue from the viewpoint of public costs. Most countries developed custom PMS （pavement management systems） based on deterministic or probabilistic approach. The main goal is to ensure safety and continuity of road traffic on road network with low intensity and lower technical requirements. Article presents PMS used for Slovakia rural road network based on road construction diagnostics, traffic volume, climate factors and evaluation of maintenance works economics effectives by using of software tools like HDM-4 developed by World Bank. Local road administrators of rural road networks often lack the software equipment, most PMS, however effective, are often cumbersome, demanding in regard to energy, know-how and software equipment. The majority of local road administrators of rural road networks thus resort to non-effective reactive maintenance strategies. This article describes an easy to use method, based on predetermined maintenance repair and rehabilitation standards. A simple method, based on road user cost, is introduced that administrator can use to prepare a list of road section eligible for repair according to their repair priority.展开更多
The relationship between rural road①systems and economic systems is interconnectedness.The stimulating effects of investments in rural road infrastructure can be divided into three stages:investment,use,and upgrading...The relationship between rural road①systems and economic systems is interconnectedness.The stimulating effects of investments in rural road infrastructure can be divided into three stages:investment,use,and upgrading.This paper presents this three-stage model of rural road construction to explain the process of stimulating economic growth by investing in rural roads.The investment stage produces a multiplier effect as the investment stimulates the economy.The use stage promotes the development of industries,which determines the stimulation effects of the investment.The upgrading stage produces economic growth leading to the upgrading of additional infrastructure,which generates more investments and also has a multiplier effect.Finally,the total revenue from the three stages,minus their total costs,allows for the calculation of Net Present Value(NPV).The investments can be deemed effective if the NPV is greater than zero.展开更多
AT peak tourist season, 32-year-old Li Lianfen sees her husband and son just once a week. She has converted her home in Shicheng (Stone City) Village in Beijing’s Miyun County into an inn. City people come here to st...AT peak tourist season, 32-year-old Li Lianfen sees her husband and son just once a week. She has converted her home in Shicheng (Stone City) Village in Beijing’s Miyun County into an inn. City people come here to stay and enjoy the beauty and tran-quility of the mountains around her village. As she has no time to look after her son, he attends a primary school in the county seat 20 kilometers away. His father is a teacher at the middle school nearby. They both stay there in the accommodation provided.展开更多
There has been no precise information regarding occupants’ status and their portion in traffic accident. By using traffic police information, epidemiological pattern of road traffic injuries among occupants’ vehicle...There has been no precise information regarding occupants’ status and their portion in traffic accident. By using traffic police information, epidemiological pattern of road traffic injuries among occupants’ vehicles was analyzed in 2012. It was a cross sectional study. In this study, traffic police registered data in 2012 were used. Subjects were all occupants who had accident record in 2012 (81585: 77841 injured and 3744 death). Before analyzing, various preparatory steps including data control and merging were done after which data were processed. Findings showed that the mean age of the studied population was 28.7 ± 15.11 years. The highest percentage of accident occurred among car and motorcycle occupants respectively. The risk of death among the injured aged 30 - 59 years and 60+ were 1.20 and 2.23 times more than 30 years (as reference) respectively (p < 0.001). Risk of death among the injured in high ways, main roads and rural roads was 2.84 times more than in urban roads (p < 0.001). The risk of death among the injured was 2 times higher in high ways, main roads and rural secondary roads than streets (p < 0.001). Hence car and motorcycle occupants need urgent attention especially in motorways and high ways, main roads and rural secondary.展开更多
文摘More than 32,000 motorists are killed on U.S. roads and streets annually, and approximately 54% of the accidents occur on rural roads. In an attempt to address and reduce these fatalities, the current transportation act, the Safe, Accountable, Flexible, Efficient Transportation Equality Act: A Legacy for Users (SAFETY-LU), elevated the Highway Safety Improvement Program (HSIP) to a core program and included a $90,000,000 High-Risk Rural Road Program (HRRRP) to address and significantly reduce traffic fatalities and incapacitating injuries on rural major or minor collectors, and/or rural local roads. While there were many challenges to properly implement the HRRRP in counties, this study provided important information that was needed to identify the predominant crash types on HRRRP-eligible roads and compiled a list of countermeasures for the predominant crash types that were identified on Kansas’ high-risk rural roads. For the gathered countermeasures, crash reduction factors (CRFs) were also provided from the literature review, and their values were validated by conducting interviews with Kansas county engineers/officials. This study provided valuable information for the county engineers and local government officials while they worked on improving the safety of high-risk rural roads using HRRRP funds.
文摘On the basis of the equivalent axle load action frequency, the traffic classifications of rural roads as well as their corresponding types are classified. The asphalt pavement structure, road surface types and thickness of the rural roads are suggested for the various action frequency of the equivalent axle load. Furthermore, the roadbase thickness graphs are provided according to different equivalent axle load action frequency with different roadbed modulus and road surface modulus taken into account.
文摘Systematic approach to the maintenance of rural road network is a very important issue from the viewpoint of public costs. Most countries developed custom PMS （pavement management systems） based on deterministic or probabilistic approach. The main goal is to ensure safety and continuity of road traffic on road network with low intensity and lower technical requirements. Article presents PMS used for Slovakia rural road network based on road construction diagnostics, traffic volume, climate factors and evaluation of maintenance works economics effectives by using of software tools like HDM-4 developed by World Bank. Local road administrators of rural road networks often lack the software equipment, most PMS, however effective, are often cumbersome, demanding in regard to energy, know-how and software equipment. The majority of local road administrators of rural road networks thus resort to non-effective reactive maintenance strategies. This article describes an easy to use method, based on predetermined maintenance repair and rehabilitation standards. A simple method, based on road user cost, is introduced that administrator can use to prepare a list of road section eligible for repair according to their repair priority.
文摘The relationship between rural road①systems and economic systems is interconnectedness.The stimulating effects of investments in rural road infrastructure can be divided into three stages:investment,use,and upgrading.This paper presents this three-stage model of rural road construction to explain the process of stimulating economic growth by investing in rural roads.The investment stage produces a multiplier effect as the investment stimulates the economy.The use stage promotes the development of industries,which determines the stimulation effects of the investment.The upgrading stage produces economic growth leading to the upgrading of additional infrastructure,which generates more investments and also has a multiplier effect.Finally,the total revenue from the three stages,minus their total costs,allows for the calculation of Net Present Value(NPV).The investments can be deemed effective if the NPV is greater than zero.
文摘AT peak tourist season, 32-year-old Li Lianfen sees her husband and son just once a week. She has converted her home in Shicheng (Stone City) Village in Beijing’s Miyun County into an inn. City people come here to stay and enjoy the beauty and tran-quility of the mountains around her village. As she has no time to look after her son, he attends a primary school in the county seat 20 kilometers away. His father is a teacher at the middle school nearby. They both stay there in the accommodation provided.
文摘There has been no precise information regarding occupants’ status and their portion in traffic accident. By using traffic police information, epidemiological pattern of road traffic injuries among occupants’ vehicles was analyzed in 2012. It was a cross sectional study. In this study, traffic police registered data in 2012 were used. Subjects were all occupants who had accident record in 2012 (81585: 77841 injured and 3744 death). Before analyzing, various preparatory steps including data control and merging were done after which data were processed. Findings showed that the mean age of the studied population was 28.7 ± 15.11 years. The highest percentage of accident occurred among car and motorcycle occupants respectively. The risk of death among the injured aged 30 - 59 years and 60+ were 1.20 and 2.23 times more than 30 years (as reference) respectively (p < 0.001). Risk of death among the injured in high ways, main roads and rural roads was 2.84 times more than in urban roads (p < 0.001). The risk of death among the injured was 2 times higher in high ways, main roads and rural secondary roads than streets (p < 0.001). Hence car and motorcycle occupants need urgent attention especially in motorways and high ways, main roads and rural secondary.
