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The transportation sector has been fundamental in Colombia and faces serious consequences in terms of traffic accidents. This paper examines the relationship between accidentability and most outstanding road infrastructure factors in ten urban stretches of Neiva in the period 2017-2018, following the inclusion and exclusion criteria of the International Road Assessment Program (IRAP) for developing countries in order to characterize the state of road infrastructure of the selected points. The results showed that the central sections of the city tend to be related to the day, time, type of vehicle and victim, attribute and direction of the road. The motorcyclist was the road actor most vulnerable to injuries and fatalities, Saturday and 8:00 am was where more crashes occurred. The road infrastructure factors contributing to accidents highlight the relevance of the environment in the city. [ABSTRACT FROM AUTHOR]

Roads have recently begun to be valued as a heritage resource that transcends being considered solely as an infrastructure linked to the anthropization of the territory. Currently, there are few methodological proposals for their heritage characterization. Therefore, this article shows the design and application of an interdisciplinary methodology supported by Virtual Ethnography and based on a historical-cartographic analysis that allows recording and categorizing representation typologies associated with the evolution of roads. The lake region of Patzcuaro, Mexico, is taken as a case study. Its historical-cartographic analysis through virtual ethnography allows identifying typologies of representation associated not only with the historical evolution of roads but also with their ties to the anthropization of the lake setting. The cartography, in the contemporary period, shows roads as a mere infrastructure and makes the lake villages visible as separate pieces for cultural tourism. With the application of this methodology, it is confirmed that cartography is a strategic tool and that its evolution has made it possible to establish that, historically, roads have been a backbone in the management and development of this territory in different historical processes. Its validity is a reflection of the fact that this region is still valid, given its current transfer to cultural tourism. It is important to make visible that it is these populations as a whole that confer a cultural identity to the lake region and that the roads are the means that have allowed this territory to evolve historically considering the needs of its population, a situation that justifies its consideration as a heritage corridor. [ABSTRACT FROM AUTHOR]

This research study aims to determine the impact of implementing a new bicycle route network proposal on the operability of private vehicles in the city of Manizales (Colombia). Road infrastructure interventions, associated with the implementation of sustainable autonomous transport systems, affect the operability of automotive transport modes because of structural requirements for both safety and operation. The methodology includes applying transport infrastructure supply models as an evaluation basis. This is supported by geographical accessibility, coverage, and geospatial impact analyses. The results show that implementing the proposal generates up to a 3% variation in average travel times for private vehicles. It is concluded that accessibility conditions do no change significantly for private vehicle users. [ABSTRACT FROM AUTHOR]

The objective of this research was to evaluate the best alternative for a second access connection to improve traffic flow conditions between the city of Manizales and the municipality of Villamaría. The methodology used territorial accessibility of global nature as an impact evaluation element. This was performed by quantifying the savings generated in average travel times when compared to that of the existing connection (basis). The proposed intervention on the present study generates a positive impact for both municipalities by generating time savings of up to 22% in travel time. It can be argued that using territorial accessibility allows efficient evaluation of the best intervention option for transport investment projects in a pre-feasibility stage. [ABSTRACT FROM AUTHOR]

Based on the premise that road infrastructure affects socio-territorial exclusion, this study analyzes the socio-economic relevance Argentine municipal network- in rural spaces- (commonly called access roads) had for experts and local representatives during the first half of the twentieth century. Amid a generalized interest in national and local road networks, various initiatives -presented at conferences, congresses and publications- express an early -though marginal- professional and local concern for the construction and conservation of the neighborhood road as a key factor in the progress of towns. [ABSTRACT FROM AUTHOR]

Public-Private Partnerships (PPPs) can be defined as institutional arrangements involving public and private actors in long-term contracts. Considered incomplete contracts, PPPs tend to have increased transaction costs and are associated with the typical problems of principal-agent relationships. In this context, the academy has devoted attention to the study of the critical factors to the performance of PPPs, including political and institutional factors, which is also the focus of this article. Through a qualitative study, based on in-depth interviews and intensive documental analysis, this article aims to study the case of PPPs of highways in Portugal, which have flaws and are currently under great public scrutiny. [ABSTRACT FROM AUTHOR]

The objective of this article is to analyze the evolution and the relationship between investment and road infrastructure and the economic development of Colombia, making a comparison with some Latin American countries. Furthermore, the relationship through macroeconomic indicators and road infrastructure is established, including Colombia's competitiveness compared to neighbor countries. In order to achieve this, the historical records are analyzed through different generations of concessions which have been created between 1993 and 2014; the article is further intended to review the bibliography associated to the international tendency to involve more participation of private sector in the development of road infrastructure projects through public and private associations as the specific involvement mechanisms. [ABSTRACT FROM AUTHOR]

The characterization of city borders is of especial interest, since it may provide hints to understand the urban growing taking place in peripheries and it also allows to identify continuity and discontinuity relationships between cities and their surroundings. Within this context, many different approaches could be adopted to undertake this kind of analysis. In this paper, we explore the possibilities offered by the use of Self-Organized Maps built from the results of the application of different centrality measures in the mixed road network, which is composed by streets, metropolitan roads and rural roads. The application of centrality measures to this mixed road network is already an innovative exercise, considering that the centrality analysis tend to be applied just on intra-urban contexts. The spatial representation of the profiles obtained by the Self-Organized Maps allows us to identify different structural characteristics throughout the city border. The proposed method is tested in the city of Granada (Spain), in the city border in contact with the Vega de Granada, an agricultural landscape linked to the Genil River. [ABSTRACT FROM AUTHOR]

The management of the tertiary network requires a management that involves and empowers the territories. The tertiary and secondary network represent 96% of the total length of the road network, which together total about 180,000 km. Under this scenario, it is impossible for the Nation to manage and manage the tertiary network without the participation of departments, municipalities and communities. This management requires a dynamic and efficient institutional support to effectively execute the road interventions in the different sections of the rugged national geography. In the initial phase of post-conflict, a greater institutionality in road administration, taking into account the social problems of the periphery, will facilitate efficient management of the tertiary (and secondary) network and, therefore, the construction of lasting peace. [ABSTRACT FROM AUTHOR]

Secondary and tertiary roads play an important role in national, regional and local integration, and also facilitate access to the national life of remote and isolated communities. These pathways as a whole, represent about 92% of total national road network. This article points out some points that should be considered during the planning and execution of secondary and tertiary, important road infrastructure if the Government wants to materialize post-conflict in rural country. [ABSTRACT FROM AUTHOR]

Time and cost overruns in highway construction are usual in Colombia. Contractors regularly fail in cost estimation and construction scheduling. An analysis of important factors on time and cost overruns in highway construction in southwest Colombia is presented in this paper. Forty highway construction projects were reviewed. Data from construction documents were collected to prepare a data base for probabilistic analysis. Data collected include scheduled construction time and cost, actual construction time and cost, and unexpected events which could have affected the construction process. Data were used in a probabilistic cost and schedule risk analysis to identify critical factors in construction time and cost overruns in the region. It was found that the activities that most affect the time and cost overruns are the construction of the granular base and the asphalt layer. The most common causes of construction overruns were found to be poor cost and duration estimates, rain, and materials supply problems. [ABSTRACT FROM AUTHOR]

The objective of this study is to analyze the mobility of consumption in the Mexicali- Imperial Valley border area. The study shows that the population in the Mexicali sections closer to border crossings generates the greatest amount of consumption dynamics with places located in Imperial Valley. Conversely, Imperial Valley sections that are more distant from the border concentrate a greater number of destination sites for these cross-border trips. It is concluded that a higher quality and more integrated road infrastructure allows the new consumption centers in Imperial Valley to be located farther away from the border and that the Mexicali population with visas can cross indiscriminately through any border crossing by taking longer journeys toward these centers. [ABSTRACT FROM AUTHOR]

This article inquires about the factors that explain budgetary allocations for road infrastructure during the first Uribe administration. Concretely, the analysis contrasts the importance of technical and political criteria in budgetary decisions. The evidence suggests that some political criteria have predominance and that technical criteria have no incidence in the definition of investment on road infrastructure. For our analysis, we created an original data set which allows us to conclude that investment decisions on roads does not respond to the social welfare function and the development model that the administration defined in its own strategic planning. Furthermore, the evidence suggests an effective schism between the administration's technical advisors and the implementation of its policies. The data shows a positive relationship between spending on roads and holding Consejos Comunales. This finding supports the hypothesis that spending on road infrastructure is a populist measure given that those municipalities in which Consejos Comunales met received an additional $14.1 million vis-à-vis municipalities without such meetings. In the Consejos Comunales the administration commits resources allowing it to secure political support needed to stay in power. Moreover, we conclude that the administration spends more in municipalities whose mayor does not belong to the government coalition, indicating that the use of budgetary priorization as a way to buy political support in those municipalities where it was defeated in the local elections. The municipalities where the coalition won received $2.6 million less in funding than those ruled by mayors of its coalition. [ABSTRACT FROM AUTHOR]