Urban City Traffic Management introduced various remedies to decongest traffic and to reduce the severity of accidents, such as providing traffic signal controls at the intersecting roads at different levels, or grade separating the traffic movement towards different directions. One type of grade separation is Road Underpass or Flyover. The construction of Road Underpass or Flyover poses some doubts whether it is effective or ineffective on the point of views of the travelers or motorists. It is for this reason that this research sought to evaluate the performance and effectiveness of Road Underpass structure on traffic flow at the major intersection, specifically the Wellosefer intersection in Addis Ababa City. The primary data used the existing traffic volume recorded between 7:00 AM – 6:00 PM from Monday to Friday. While the secondary data obtained from the Consulting Office "before" the improvement of Wellosefer intersection, including the previous study, which served as the control analysis for the research. From these data, the analyses provided results on vehicle travel time and delay for a case "before" and "after" improvement of the intersection. SIDRA Software was used to analyze the traffic conditions of the intersection. Based on the findings of the study, a case "before" Improvement of Wellosefer Unsignalized T-Intersection indicated with an average delay of vehicles of about 535.7 seconds, and a travel time of vehicles of about 574.7 seconds. On the other hand, a case "after" Improvement of Wellosefer intersection, three alternatives considered; such as 1) Signalized T-Intersection, 2) Roundabout, and 3) Road Underpass with Roundabout at the upper level. The results of the first alternative showed the Signalized T-intersection indicated an average delay and travel time of 344.3 seconds and 365.0 seconds, respectively. It means, there could be a reduction of 15.4% in average delay if signalized intersection implemented. The second alternative, a case of Roundabout using the same traffic data at current condition, the results indicated the motorists and commuters would be experiencing an average delay of about 355.8 seconds and average travel time of 390.0 seconds. The third alternative considering Road Underpass with Roundabout at the upper level, the results revealed that there was a significant reduction in average delay of vehicles of about 42% from the Unsignalized T-Intersection. Comparing this result with the Signalized intersection using the same traffic data, it showed that there was a significant decrease in average delay. Therefore, the findings of the study, a combination of Road Underpass and Roundabout at the upper level as in the case of Wellosefer intersection performed well than the other traffic control design alternatives.
{"title":"Performance Evaluation of Grade Separation Within the Selected Major Intersection in Addis Ababa City","authors":"Sentayehu Leleisa, Emer Tucay Quezon, Teyba Wedajo","doi":"10.11648/j.ajtte.20180303.11","DOIUrl":"https://doi.org/10.11648/j.ajtte.20180303.11","url":null,"abstract":"Urban City Traffic Management introduced various remedies to decongest traffic and to reduce the severity of accidents, such as providing traffic signal controls at the intersecting roads at different levels, or grade separating the traffic movement towards different directions. One type of grade separation is Road Underpass or Flyover. The construction of Road Underpass or Flyover poses some doubts whether it is effective or ineffective on the point of views of the travelers or motorists. It is for this reason that this research sought to evaluate the performance and effectiveness of Road Underpass structure on traffic flow at the major intersection, specifically the Wellosefer intersection in Addis Ababa City. The primary data used the existing traffic volume recorded between 7:00 AM – 6:00 PM from Monday to Friday. While the secondary data obtained from the Consulting Office \"before\" the improvement of Wellosefer intersection, including the previous study, which served as the control analysis for the research. From these data, the analyses provided results on vehicle travel time and delay for a case \"before\" and \"after\" improvement of the intersection. SIDRA Software was used to analyze the traffic conditions of the intersection. Based on the findings of the study, a case \"before\" Improvement of Wellosefer Unsignalized T-Intersection indicated with an average delay of vehicles of about 535.7 seconds, and a travel time of vehicles of about 574.7 seconds. On the other hand, a case \"after\" Improvement of Wellosefer intersection, three alternatives considered; such as 1) Signalized T-Intersection, 2) Roundabout, and 3) Road Underpass with Roundabout at the upper level. The results of the first alternative showed the Signalized T-intersection indicated an average delay and travel time of 344.3 seconds and 365.0 seconds, respectively. It means, there could be a reduction of 15.4% in average delay if signalized intersection implemented. The second alternative, a case of Roundabout using the same traffic data at current condition, the results indicated the motorists and commuters would be experiencing an average delay of about 355.8 seconds and average travel time of 390.0 seconds. The third alternative considering Road Underpass with Roundabout at the upper level, the results revealed that there was a significant reduction in average delay of vehicles of about 42% from the Unsignalized T-Intersection. Comparing this result with the Signalized intersection using the same traffic data, it showed that there was a significant decrease in average delay. Therefore, the findings of the study, a combination of Road Underpass and Roundabout at the upper level as in the case of Wellosefer intersection performed well than the other traffic control design alternatives.","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-08-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41485723","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-06-28DOI: 10.17265/2328-2142/2018.03.002
Hidenori Ikeshita, Atsushi Fukuda
This study discusses the optimal link toll, which maximizes social surplus under a user equilibrium condition, with imperfect substitution assumption for route choice in a transportation network with many nodes and links, as well as taking into account the welfare cost of funds procurement. In contrast to previous studies, this study formulates optimal link tolls, taking into account the marginal cost of public funds (MCF), which is the marginal welfare loss of taxpayers due to a marginal tax raise. The formula for optimal tolls on links is derived from the following conditions. One is MCF classified into two, not taking into account funding (MCF equal to -1) and pricing for funding (MCF does not equal -1). Another is tolls classified into two, pricing on all links (full link pricing), and pricing on a specific link (partial link pricing). Following the above conditions, this study succeeds in deriving the formula for optimal tolls on a full network with many links and nodes. Furthermore, this study indicates two calculation methods: one is to solve analytically or numerically for when the functional form of link flow demand is known. When the functional form is unknown, such as a perfect substitution case, it is necessary to carry out iteration until convergence: with the traffic assignment given the price level and with a change in price level based on the traffic assignment.
{"title":"Optimal Link Tolls for Multi-node and Multi-link Transportation Networks Taking into Account the Welfare Cost of Fund Procurement","authors":"Hidenori Ikeshita, Atsushi Fukuda","doi":"10.17265/2328-2142/2018.03.002","DOIUrl":"https://doi.org/10.17265/2328-2142/2018.03.002","url":null,"abstract":"This study discusses the optimal link toll, which maximizes social surplus under a user equilibrium condition, with imperfect substitution assumption for route choice in a transportation network with many nodes and links, as well as taking into account the welfare cost of funds procurement. In contrast to previous studies, this study formulates optimal link tolls, taking into account the marginal cost of public funds (MCF), which is the marginal welfare loss of taxpayers due to a marginal tax raise. The formula for optimal tolls on links is derived from the following conditions. One is MCF classified into two, not taking into account funding (MCF equal to -1) and pricing for funding (MCF does not equal -1). Another is tolls classified into two, pricing on all links (full link pricing), and pricing on a specific link (partial link pricing). Following the above conditions, this study succeeds in deriving the formula for optimal tolls on a full network with many links and nodes. Furthermore, this study indicates two calculation methods: one is to solve analytically or numerically for when the functional form of link flow demand is known. When the functional form is unknown, such as a perfect substitution case, it is necessary to carry out iteration until convergence: with the traffic assignment given the price level and with a change in price level based on the traffic assignment.","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-06-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"67564597","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-05-11DOI: 10.11648/J.AJTTE.20180302.12
S. Eshkabilov, A. Yunusov
This paper presents experimental studies from the road profile measurements by employing accelerometers and international roughness index - IRI assessment tools and practical guidelines with respect to measured acceleration data processing in terms of digital filter design and conversion of vertical acceleration data into displacement data. In addition, it shows comparative analysis of measurements with accelerometers and Rod & Level (Leica TS 06 Plus), and gives some recommendations how to process measured data.
{"title":"Measuring and Assessing Road Profile by Employing Accelerometers and IRI Assessment Tools","authors":"S. Eshkabilov, A. Yunusov","doi":"10.11648/J.AJTTE.20180302.12","DOIUrl":"https://doi.org/10.11648/J.AJTTE.20180302.12","url":null,"abstract":"This paper presents experimental studies from the road profile measurements by employing accelerometers and international roughness index - IRI assessment tools and practical guidelines with respect to measured acceleration data processing in terms of digital filter design and conversion of vertical acceleration data into displacement data. In addition, it shows comparative analysis of measurements with accelerometers and Rod & Level (Leica TS 06 Plus), and gives some recommendations how to process measured data.","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45555439","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-05-08DOI: 10.11648/j.ajtte.20180302.11
S. Sarsam, S. Jasim
Asphalt concrete pavement is designed to exhibit elastic behavior under loading at cold weather condition and a combination of elastic, plastic and viscous behavior at hot weather condition. Distress of the pavement usually starts with initiation of micro cracking due to load repetition, while such cracks can heal by themselves in slow process under repeated loading, external or internal heating, and provision of rest period at ambient temperature. The aim of this work was to assess the resilient behavior of modified asphalt concrete using three types of polymer additives such as starien- butadien- stairen (SBS), low density poluetheline (LDPE), and scrap tire rubber. Beam specimens of 381.0 mm length, 76.2 mm width, and 76.2mm thickness have been prepared with optimum asphalt content requirement and with extra 0.5% asphalt above and below the optimum. Beam specimens were tested under repeated flexure stress. The applied stress level was 138 kPa at 25°C. The loading cycle consist of 0.1 second loading application followed by 0.9 seconds of rest period. The test was conducted for 660 load repetitions using the Pneumatic repeated load system (RPLS) to allow for the initiation of micro cracks. After the specified loading cycles, the test was stopped and the Specimens have been withdrawn from the testing chamber of PRLS and stored in the oven for two hours at 60°C environment to allow for possible micro crack healing. The specimens were then subjected to another loading cycle. Permanent, total and resilient deformations were captured through LVDT. The resilient modulus was calculated and compared among various conditions. Test results showed that the implemented polymer additives and the process of micro crack healing have positive influence on resilient modulus and deformation variables of asphalt concrete.
{"title":"Resilient Behavior of Modified Asphalt Concrete Mixture","authors":"S. Sarsam, S. Jasim","doi":"10.11648/j.ajtte.20180302.11","DOIUrl":"https://doi.org/10.11648/j.ajtte.20180302.11","url":null,"abstract":"Asphalt concrete pavement is designed to exhibit elastic behavior under loading at cold weather condition and a combination of elastic, plastic and viscous behavior at hot weather condition. Distress of the pavement usually starts with initiation of micro cracking due to load repetition, while such cracks can heal by themselves in slow process under repeated loading, external or internal heating, and provision of rest period at ambient temperature. The aim of this work was to assess the resilient behavior of modified asphalt concrete using three types of polymer additives such as starien- butadien- stairen (SBS), low density poluetheline (LDPE), and scrap tire rubber. Beam specimens of 381.0 mm length, 76.2 mm width, and 76.2mm thickness have been prepared with optimum asphalt content requirement and with extra 0.5% asphalt above and below the optimum. Beam specimens were tested under repeated flexure stress. The applied stress level was 138 kPa at 25°C. The loading cycle consist of 0.1 second loading application followed by 0.9 seconds of rest period. The test was conducted for 660 load repetitions using the Pneumatic repeated load system (RPLS) to allow for the initiation of micro cracks. After the specified loading cycles, the test was stopped and the Specimens have been withdrawn from the testing chamber of PRLS and stored in the oven for two hours at 60°C environment to allow for possible micro crack healing. The specimens were then subjected to another loading cycle. Permanent, total and resilient deformations were captured through LVDT. The resilient modulus was calculated and compared among various conditions. Test results showed that the implemented polymer additives and the process of micro crack healing have positive influence on resilient modulus and deformation variables of asphalt concrete.","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-05-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45408827","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-28DOI: 10.17265/2328-2142/2018.02.003
T. Wagner, Martin Keller, L. Jäncke
Excessive speed and speeding substantially compromise road safety in Germany and Switzerland. Approximately one third of all fatal accidents are caused by maladjusted speed. Recent studies attribute a special importance to the impulsivity construct in the context of maladaptive road behavior. Thus, the effects of impulsivity on risky driving behaviors (speeding violations) were examined in a Swiss-German sample of N = 361 car drivers (both on speed affine drivers and putative ordinary drivers). The participants filled in a questionnaire battery consisting of an impulsiveness scale as well as traffic-related attitudes and cognitive appraisal tendencies on the one hand and indicators for maladaptive behaviors at and beyond traffic domain on the other hand. The directions of the observed correlations between the scales were as expected, with impulsivity correlating negatively with age (young drivers scored higher) but not at all with gender or driving experience. To find out more about the functionality of impulsivity, specific personality profiles were carried out via cluster analysis. Three different control types were empirically found (impulsivity subtype, reduced compliance subtype, vulnerability subtype), while high impulsive drivers scored high in impulsivity, low on compliance, high on affective responsiveness and described themselves as affordance-prone. The impulsive type additionally shows more speeding offences stored in the driving license file, overrides speed limits for more than 15 km/h more frequently and even shows deviancy beyond traffic domain. The results are discussed in the light of the impulse control system and conclusions are drawn regarding assessment of driving aptitude and interventions. The theoretical framework including a hierarchical structured model of deviance was confirmed empirically.
{"title":"Impulsivity Subtypes and Maladaptive Road Performance among Drivers in Germany and Switzerland","authors":"T. Wagner, Martin Keller, L. Jäncke","doi":"10.17265/2328-2142/2018.02.003","DOIUrl":"https://doi.org/10.17265/2328-2142/2018.02.003","url":null,"abstract":"Excessive speed and speeding substantially compromise road safety in Germany and Switzerland. Approximately one third of all fatal accidents are caused by maladjusted speed. Recent studies attribute a special importance to the impulsivity construct in the context of maladaptive road behavior. Thus, the effects of impulsivity on risky driving behaviors (speeding violations) were examined in a Swiss-German sample of N = 361 car drivers (both on speed affine drivers and putative ordinary drivers). The participants filled in a questionnaire battery consisting of an impulsiveness scale as well as traffic-related attitudes and cognitive appraisal tendencies on the one hand and indicators for maladaptive behaviors at and beyond traffic domain on the other hand. The directions of the observed correlations between the scales were as expected, with impulsivity correlating negatively with age (young drivers scored higher) but not at all with gender or driving experience. To find out more about the functionality of impulsivity, specific personality profiles were carried out via cluster analysis. Three different control types were empirically found (impulsivity subtype, reduced compliance subtype, vulnerability subtype), while high impulsive drivers scored high in impulsivity, low on compliance, high on affective responsiveness and described themselves as affordance-prone. The impulsive type additionally shows more speeding offences stored in the driving license file, overrides speed limits for more than 15 km/h more frequently and even shows deviancy beyond traffic domain. The results are discussed in the light of the impulse control system and conclusions are drawn regarding assessment of driving aptitude and interventions. The theoretical framework including a hierarchical structured model of deviance was confirmed empirically.","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-04-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41631258","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-28DOI: 10.17265/2328-2142/2018.02.001
S. P. Latoski
: Mohave County, Arizona maintains a six-leg intersection in the Golden Shores area bisected by an uncontrolled regional County highway, County Route 1, where two STOP-controlled section line local roads converge. The two-lane, rural CR 1 serves commuter and visitor traffic traveling between population centers of Lake Havasu City, AZ and Bullhead City, AZ/Laughlin, NV on the Colorado River and its desert lakes. The intersection features 180 total vehicle-to-vehicle conflict points inclusive of 126 crossing conflicts. This paper presents the County’s technical and administrative approach and techniques in planning and developing the CR 1 “Six Points” roundabout given the (1) absence of fatal and incapacitating injury crash history and (2) backdrop of this improvement representing the County’s first roundabout. Project initiation entailed the County securing a Federal share of Highway Safety Improvement Program funding at 100-percent. Project design commenced with a preliminary engineering study to identify, evaluate, and solicit public input on alternative improvement solutions as part of validating the roundabout improvement as superior for traffic operations, community and business function, sitting, and constructability. Public input targeted preference for maintaining CR 1 uninterrupted flow versus interrupted flow introduced under roundabout circulation. This simple decision tree enabled the County to understand existing operational and access conditions important to the public, business owners, and public safety providers for purpose of configuring a roundabout improvement satisfying local motorist and community needs, which stoked stakeholder buy-in on the project.
{"title":"Reconstructing a Six-Leg Intersection into Mohave County’s First Roundabout","authors":"S. P. Latoski","doi":"10.17265/2328-2142/2018.02.001","DOIUrl":"https://doi.org/10.17265/2328-2142/2018.02.001","url":null,"abstract":": Mohave County, Arizona maintains a six-leg intersection in the Golden Shores area bisected by an uncontrolled regional County highway, County Route 1, where two STOP-controlled section line local roads converge. The two-lane, rural CR 1 serves commuter and visitor traffic traveling between population centers of Lake Havasu City, AZ and Bullhead City, AZ/Laughlin, NV on the Colorado River and its desert lakes. The intersection features 180 total vehicle-to-vehicle conflict points inclusive of 126 crossing conflicts. This paper presents the County’s technical and administrative approach and techniques in planning and developing the CR 1 “Six Points” roundabout given the (1) absence of fatal and incapacitating injury crash history and (2) backdrop of this improvement representing the County’s first roundabout. Project initiation entailed the County securing a Federal share of Highway Safety Improvement Program funding at 100-percent. Project design commenced with a preliminary engineering study to identify, evaluate, and solicit public input on alternative improvement solutions as part of validating the roundabout improvement as superior for traffic operations, community and business function, sitting, and constructability. Public input targeted preference for maintaining CR 1 uninterrupted flow versus interrupted flow introduced under roundabout circulation. This simple decision tree enabled the County to understand existing operational and access conditions important to the public, business owners, and public safety providers for purpose of configuring a roundabout improvement satisfying local motorist and community needs, which stoked stakeholder buy-in on the project.","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-04-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43816635","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-28DOI: 10.17265/2328-2142/2018.02.002
Michael R. Williamson, R. Fries, Yan Qi, P. Mandava
The safety impact of changes to roadway operations have been of interests in recent years with the publication of the Highway Safety Manual. One area that is in need of further study is the safety impact of traffic signal coordination projects in urban areas. Specifically, this study seeks to identify the safety benefit from traffic signal coordination projects on major arterial roadways through urban areas using a before and after study with a comparison groups approach and a meta-analysis method. The findings suggest that traffic signal coordination could decrease total crashes by 21 percent, injury crashes by 52 percent and property-damage-only crashes by 21 percent. The results can be utilized by engineering practitioners to estimate the safety benefits for projects that seek to coordinate traffic signals along an urban corridor. Because these projects can both improve the safety of roadways while improving traffic flow, the application of these findings could be broad.
{"title":"Identifying the Safety Impact of Signal Coordination Projects along Urban Arterials Using a Meta-analysis Method","authors":"Michael R. Williamson, R. Fries, Yan Qi, P. Mandava","doi":"10.17265/2328-2142/2018.02.002","DOIUrl":"https://doi.org/10.17265/2328-2142/2018.02.002","url":null,"abstract":"The safety impact of changes to roadway operations have been of interests in recent years with the publication of the Highway Safety Manual. One area that is in need of further study is the safety impact of traffic signal coordination projects in urban areas. Specifically, this study seeks to identify the safety benefit from traffic signal coordination projects on major arterial roadways through urban areas using a before and after study with a comparison groups approach and a meta-analysis method. The findings suggest that traffic signal coordination could decrease total crashes by 21 percent, injury crashes by 52 percent and property-damage-only crashes by 21 percent. The results can be utilized by engineering practitioners to estimate the safety benefits for projects that seek to coordinate traffic signals along an urban corridor. Because these projects can both improve the safety of roadways while improving traffic flow, the application of these findings could be broad.","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-04-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42327335","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-28DOI: 10.17265/2328-2142/2018.02.005
Gabriel Guzmán-Sáenz, S. Hernández-González, J. Jiménez-García, Vicente Figueroa-Fernández, Miguel Angel Melchor-Navarro
{"title":"Analysis of Querétaro-Celaya Highway Applying Queueing Theory","authors":"Gabriel Guzmán-Sáenz, S. Hernández-González, J. Jiménez-García, Vicente Figueroa-Fernández, Miguel Angel Melchor-Navarro","doi":"10.17265/2328-2142/2018.02.005","DOIUrl":"https://doi.org/10.17265/2328-2142/2018.02.005","url":null,"abstract":"","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-04-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44988296","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-28DOI: 10.17265/2328-2142/2018.02.004
M. Tanishita
{"title":"Life Events, Car Transaction, and Usage by Car Type: Longitudinal Data from Japan","authors":"M. Tanishita","doi":"10.17265/2328-2142/2018.02.004","DOIUrl":"https://doi.org/10.17265/2328-2142/2018.02.004","url":null,"abstract":"","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-04-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45580686","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2018-04-26DOI: 10.11648/J.AJTTE.20180301.12
Md. Mofizul Islam, M. A. Razib, M. Hasan, Md. Shapon Ali, Md. Ohab Monir, M. Hasan
Reduction of effective road width is a common problem in everywhere of the world and in Dhaka city; it’s a major problem for its huge traffic volume. This study includes an investigation to find out the cause of reduction of effective roadway width due to side friction is Dhaka city. The specific objectives of the study were to identify the factors which contribute in the Reduction of roadway width for measure the total wide loss. Reduction of roadway width due to side friction is a major problem for the people transport system. The pedestrian face many problem to walk on footpath due to site friction. When footpath is blocked for various side friction likes tea stall, shirt pant stall, paper stall, Fruit stall etc. the pedestrian tense to effective roadway width for that reason traffic jam occurs. For rapid economic, industrial and cultural growth of any county a good system of transportation is very important. As transportation comprise road ways, railways, waterways, and airways mankind has to think of a convenient and easy way for movements and this may probably be the beginning of modern roads since roadway can be width and free from side friction.
{"title":"Cause of Reduction of Effective Roadway Width Due to Side Friction in Dhaka City","authors":"Md. Mofizul Islam, M. A. Razib, M. Hasan, Md. Shapon Ali, Md. Ohab Monir, M. Hasan","doi":"10.11648/J.AJTTE.20180301.12","DOIUrl":"https://doi.org/10.11648/J.AJTTE.20180301.12","url":null,"abstract":"Reduction of effective road width is a common problem in everywhere of the world and in Dhaka city; it’s a major problem for its huge traffic volume. This study includes an investigation to find out the cause of reduction of effective roadway width due to side friction is Dhaka city. The specific objectives of the study were to identify the factors which contribute in the Reduction of roadway width for measure the total wide loss. Reduction of roadway width due to side friction is a major problem for the people transport system. The pedestrian face many problem to walk on footpath due to site friction. When footpath is blocked for various side friction likes tea stall, shirt pant stall, paper stall, Fruit stall etc. the pedestrian tense to effective roadway width for that reason traffic jam occurs. For rapid economic, industrial and cultural growth of any county a good system of transportation is very important. As transportation comprise road ways, railways, waterways, and airways mankind has to think of a convenient and easy way for movements and this may probably be the beginning of modern roads since roadway can be width and free from side friction.","PeriodicalId":62390,"journal":{"name":"交通与运输工程:英文版","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2018-04-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45646905","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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