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El presente informe representa el Estudio Patológico Vía De Acceso Al Proyecto Reservas De Peñalisa En El Municipio De Ricaurte. Que comunica desde la Vía Melgar-Girardot con el interior del proyecto urbanístico “RESERVA DE PEÑALISA” que a futuro será un eje de expansión urbana del municipio de Ricaurte en el departamento de Cundinamarca, donde está construida. En la realización de estos estudios se tienen en cuenta todas las variables con el fin de determinar las posibles causas patológicas a lo largo del tramo en estudio partiendo de la evaluación de la estructura del trazado implementado, el tráfico existente, temperatura, pluviosidad y la capacidad de soporte de los suelos que se encuentra en la vía en estudio cumpliendo con parámetros de construcción de las especificaciones de INVIAS. This report represents the Pathological Study Access Route to the Peñalisa Reserves Project in the Municipality of Ricaurte. That communicates from the Via Melgar-Girardot with the interior of the urban development project "RESERVA DE PEÑALISA" which in the future will be an axis of urban expansion of the municipality of Ricaurte in the department of Cundinamarca, where it is built. In carrying out these studies, all variables are taken into account in order to determine the possible pathological causes along the section under study, based on the evaluation of the structure of the implemented route, the existing traffic, temperature, rainfall and capacity. support of the soils found on the road under study, complying with the construction parameters of the INVIAS specifications. Especialista en Patología de la construccion http://www.ustadistancia.edu.co/?page_id=3956 Especialización

U ovome radu usklađen je rad strojeva pri izgradnji dječjeg vrtića, parkirališta i prilazne ceste. Za potrebe izgradnje korišteni su navedeni strojevi: dozer, jaružalo, kamion kiper, damper, grejder, valjak, finišer, automješalicu, crpku za beton, oplatni i uranjajući pervibrator., In this paper, the work of machines in the construction of a kindergarten, parking lot and access road is coordinated. For the needs of construction, the following machines were used: dozer, dredger, dump truck, tipper truck, grader, roller, paver, concrete mixer, concrete pump, formwork and immersion pervibrator.

Для описания зависимостей транспортно-грузовых процессов применяется модели Лотки – Вольтерры при описании передвижения зерновозов по подъездным путям элеватора для погрузки и отправки зерновых грузов., To describe the dependencies of the transport-freight processes, the Lotka-Volterra model is used to describe the movement of grain carriers along the elevator access roads for loading and sending grain cargoes.

The main function of freeways is to provide free flow of traffic at high speeds. Merging of two freeways should therefore be designed in a way that its impact on the free flow of traffic is minimized. There are two possible ways in which merging sections of freeway are designed. First, merging of freeways with same number of lanes (i.e. number of lanes in the merged freeway equals sum of the number of lanes of two merging freeways) and, second merging of freeways with decreasing number of lanes (i.e. number of lanes in the merged freeway is less than the total number of lanes of the merging freeways). In this study, merging with decreasing number of lanes is under consideration. To design the merging section of freeways, usually the entire section is divided into three major subsections; ramp, acceleration lane and weaving section. In the Dutch Standards named “Richtlijn Ontwerp Autosnelwegen” along with the design specifications for individual elements of merging section, complete simplified designs are provided for merging sections with decreasing number of lanes for specific vehicle/capacity ratios and design speeds. In this study, we are investigating these designs in relation to the drivers’ behaviour. Objectives of this research include: 1) studying drivers’ behaviour while driving through merging designs given in the Dutch Standards and 2) comparing the efficiency of the considered designs under various heavy traffic proportions.

Following heavy rains, a landslide took place on a rural road which connects two national roads in Argeş County. The platform of the road has been destroyed to a great length, because of the heavy rains with high intensity and duration. The analyzed road is of great interest to the local population as it provides the access road of people from several villages. The current study aimed at the proposal of restoration works in order to diminish the effects of the natural disaster on this road. The area was firstly studied topographically, then from a climatic, geological and even cadastral point of view (legal and economic). According to the undertaken studies, a series of works were proposed in order to deal with the current situation, but also to reduce the risk of landslide reactivation. The proposed works were classical works of land reclamation, such as gabions. It is important for the solutions to be simple, found in due time and have logical directions to be followed in the future.

The Stockholm bypass (Förbifart Stockholm) project is a new road project that will create a bypass of central Stockholm. The entire project includes motorways, bridges and two tunnels, one of which will be 16.5 km. The Stockholm bypass is the largest infrastructure project in Sweden to date. When the road is in a tunnel, and especially in a long tunnel, maintaining the highest possible level of safety is paramount. The present report describes a simulator study on the merging of traffic from entry-ramps into the main tunnel. The study focused upon the specific situation of driving down the entry-ramps and entering (merging) into the main tunnel with a special emphasis on measures of safety and driving performance. A group of 21 test drivers, 11 males and 10 females, participated in the study. They were instructed to drive a series of test scenarios in a 3D-model of the Stockholm bypass tunnel in the VTI driving simulator III. There was simulated traffic in the main tunnel to improve the realism. Two relatively small gap sizes between vehicles in the main tunnel were used, representing gape sizes that road users can observe on a daily basis when using the E4 motorway through Stockholm. Driving performance (speed, time headway, vehicle position, and distance to tunnel wall) and the test drivers’ experiences of the driving task were measured. The main results of the study suggest that the merging zones were too short for some of the drivers to merge comfortably and safely. The merging zones are found at the point where the entry-ramp tunnels merge with the main motorway tunnel and comprise an observation section, an adjustment section and a completion section. The distance-to-wall results for the Vinsta ramp (0.5 km) with heavy traffic are particularly concerning from a road traffic safety perspective because more than 25 % of the drivers completed the merging manoeuvre with less than two seconds of time headway remaining before the end of the completion section.

Наведено методику розрахунку тривалості завантаження вагонів трубною заготовкою на складі готової продукції металургійного заводу. Розглянуто технологію виконання маневрових операцій для різних варіан-тів організації перевезення трубної заготовки, Приведена методика расчета продолжительности погрузки вагонов трубной заготовкой на складе гото-вой продукции металлургического завода. Рассмотрена технология выполнения маневровых операций для различных вариантов организации перевозки трубной заготовки., The method of calculating the length of pipe billet loading wagons at the warehouse smelter. The technology of shunting operations for a variety of transportation options for billets

Acceleration and deceleration lanes are the critical parts which ensure safety maneuver between main lane and ramp. Due to terrain constraints, the left exit or left entry ramp used in the interchange design doesn’t accord with the right-hand driving habits and drivers’ expectations. To ensure the safety and efficiency of the operation, it’s necessary to study the safety length of the acceleration and deceleration lanes on left-side ramp considering the vehicles’ operating characteristic of merging or diverging. According to the headway distribution of main lane in merging area, the probability model of vehicles in the acceleration lane merged into the main lane was established based on the acceptance gap theory. The length of the acceleration lane can be calculated under the different operating speed and merging probabilities. Based on Secondary reduction theory, the required safety length of deceleration lane driving from the inner lane to the left-side exit ramp was determined to ensure that those diverging vehicles do not affect the operation of the vehicles on the main lanes. The recommended length of acceleration and deceleration lane will provide a technical sustain to the safety design of interchange.

Urbanization around highways is frequent in Low- and Middle-Income Countries (LMICs) and can affect traffic safety negatively if it is inadequately-planned. Access control has shown to reduce significantly highway crashes in developed countries, but this intervention has been explored to a lesser extent in LMICs. This case study aimed to compare crash risk differences between an access-controlled highway sections with that of non-access controlled sections in Pakistan. Using the aggregated data of crashes and vehicle-km travelled, crash fatality and pedestrian crash risks were compared between the 397 km-long sections of access controlled Motorway 1&2 (M1&2) and the 332-km-long non-access controlled road sections of N5 between cities of Attock and Lahore. The crash fatality risk per billion vehicle-km travelled were 47.2 on the access-controlled road sections and 47.4 on the non-access controlled road sections; these rates were over ten times higher than on similar roads in France. Pedestrian crash risks were significantly higher on non-access controlled road sections than access controlled road sections indicating that access control could reduce over two-thirds of pedestrian crashes on highways in Pakistan.

Удосконалення технології взаємодії станції та під’їзних колій можливо при диференційованому підході до кожного вантажовідправника та вантажоодержувача. Тому при визначенні порядку обслуговування клієнтів пропонується враховувати: кількість вагонів різних типів, що прибувають чи відправляються, обсяги навантаження та вивантаження на окремих під’їзних коліях, нерівномірність надходження місцевих вагонопотоків на станцію та інші чинники. Оскільки сортувальна станція у взаємодії з поїзними коліями являє собою нечітку систему, то при формалізації задачі пропонується використовувати генетичні алгоритми. Perfection of technology of interaction of station and access roads probably at the differentiated approach to each consignor and the consignee. Therefore at definition of an order of servicing it is offered to consider: quantity of arriving and going cars of different types, volumes of loading and an unloading on separate access roads, non-uniformityof receipt of local traffic volumes on station that other factors. As the switchyard at interaction with access roads represents indistinct system at problem formalization it is offered to use genetic algorithms.

The thesis analyses the current situation at the residential area Máj. It describes problems and defects preventing successful and early firefighting intervention, it tries to find a solution for an improvement of fire safety in buildings and suggests innovative precautions for complete revitalization of the residential area in terms of the fire protection. The aim of the work is to outline conditions of high quality that would allow the efficient intervention of fire protection units at the residential area Máj. When elaborating this work I considered the data obtained from the area planning documents, project documentation, legal regulations and technical directives concerning the fire safety area, the alarm plan of the region, my own investigation and the survey performed by using the questionnaire method in the residents of the residential area Máj in Strakonice. As a result of the findings I suggest in the thesis solutions, improving current conditions of firefighting intervention when implemented, and so enhancing the efficiency of the performance.

On July 5, 2006, archaeologist Travis Bone completed an archaeological survey of the SRP Pinto Creek Access Roads & Top Wire Replacement project on the Globe Ranger District of the Tonto National Forest. The project area includes the complete transmission line between the Silver King and Miami substations. Time spent on this project included 5 hours of fieldwork, 12 hours of report preparation and 2 hours of administration by the Forest Archaeological Staff. Vehicle use totaled 180 miles.

On the ground that they unavoidably mix car drivers and residents, many contemporary urban planners consider that distributor and collector roads should not exist: to them, apart from expressways, an ideal street network should be made up of only residential streets and boulevards devoid of dwellings. This model is based on the assumption that traffic is not compatible with the day-today life of street dwellers. To the opinion of most planners, only dead-end streets are suitable for residential areas. This article suggests, however, that traffic externalities are not always negative. The case of Bangkok's dead-end streets opening to traffic shows that street dwellers may be satisfied with a higher-than-negligible traffic volume. This is related to the fact that more traffic generally means better accessibility and more opportunities for commerce. Even if one should be cautious in inferring general rules from particular cases, one may at least conclude that the appearance of distributor roads in the urban fabric is not necessarily pathological. The differentiation of streets must be understood as a consequence of the fact that territorial and local uses of the urban space are maintained together in a complex relationship, constituted by a dynamic mixture of repelling and attractive forces. These findings may seem of little account but, considering how urban planners work in general, they deserve to be repeated again with a certain degree of insistence., Parce qu'elles mêlent usuellement fonction circulatoire et fonction résidentielle, de nombreux urbanistes contemporains considèrent que les voies dites « de distribution » ne devraient pas exister : si on suivait à la lettre leurs propositions d'aménagements, la trame viaire des agglomérations urbaines serait restreinte à des rues de quartier et à des boulevards commerçants d'où les habitations seraient exclues (cas des voies autoroutières urbaines mis à part). Ces conceptions s'enracinent dans une tradition maintenant ancienne, établie sur le constat d'une opposition entre les besoins de la vie locale et ceux du trafic. En témoigne le fait que la plupart des urbanistes considèrent comme acquis que l'impasse est le meilleur choix pour la localisation d'une résidence. Cet article rappelle cependant que les effets du trafic ne sont pas toujours négatifs pour les riverains. Le détour par le cas des soi (les rues) de Bangkok montre ainsi que l'ouverture d'une voie résidentielle sans issue au trafic de transit peut être appréciée par les habitants, en raison notamment de l'amélioration de l'accessibilité et des opportunités de développement commercial qui peuvent accompagner une telle transformation. Même s'il faut se garder de dériver sans précaution des conclusions générales d'un cas bien particulier, on peut en conclure que l'apparition de voies de distribution n'est pas nécessairement pathologique. La différenciation des éléments constitutifs de la trame viaire doit plutôt être considérée comme la réponse qu'apporte l'espace urbain au fait que loin d'être simplement opposées, valeur territoriale et valeur locale de la rue entretiennent une relation complexe, où les forces de répulsion n'agissent qu'en concurrence avec des forces d'attraction. Le constat peut paraître banal, mais au vu des pratiques actuelles d'aménagement viaire, il mérite d'être rappelé., Charmes Éric. Entre la rue résidentielle et le boulevard : le cas des soi de Bangkok. In: Flux, n°34, 1998. pp. 21-32.

In the recent years, the frequency of motorcycle collision in Indonesia, especially in Surabaya, is constantly increasing. This article will explain the use of the Generalized Additive Models (GAMs) to estimate motorcycle collision on collector roads in Surabaya. This study uses GAMs with Gaussian distribution and logarithmic link function, as well as application of software R in data processing. The case study takes place on urban roads in Surabaya, Indonesia. In this study, 69 roads of 120 collector roads in Surabaya are selected. The final model of this study indicates the relationship between the frequency of motorcycle collision on collector roads with explanatory variables which consists of traffic volume, road length, accessibility, road width, number of lanes, and traffic speed. Increasing values of explanatory variables in the prediction model lead to increased risk of accidents. These findings are expected to be considered in programs planned to reduce motorcycle collision on collector roads in Surabaya and other cities.