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Many studies have examined the effect of roads on landscape fragmentation. Yet they rarely considered local characteristics of the road and road buffer widths. Therefore, this study that took place in the Qingzang Highway (QH) examined the variations in road buffers and road sections of landscape fragmentation. The QH was divided into 32 sections with 23 buffer areas. Based on the indicators of landscape fragmentation from 1980 to 2018, we found significant spatial heterogeneity between sections and buffers. Generally, landscape fragmentation decreased with increasing buffer distance to the QH. For different sections, the coefficients of variation between buffers were rather high and significantly different. Therefore, fixed-width buffers may overestimate or underestimate the spatial scope and influence intensity of a road. The impacts of road sections around provincial capitals, prefecture-level cities and main counties on landscape fragmentation were relatively extensive and formed clusters of highly fragmented areas. Geodetector results indicated that natural and anthropogenic factors, such as altitude, climate, distance to major settlements and socioeconomic conditions, could well explain the spatiotemporal characteristics of landscape fragmentation. Altitude, precipitation and the distance to major settlements had higher explanatory power for landscape fragmentation in permafrost regions, whereas slope and socioeconomic condition had higher explanatory power for non-permafrost regions in Xizang Autonomous Region.

Digital, El actual trabajo tiene como objeto, realizar una inspección visual y crear un diagnóstico de un derecho vial el cual pertenece a un tramo terciario de 600 metros ubicado en el barrio Vegas de Morrorico en el municipio de Bucaramanga, Santander. Este análisis de inspección y diagnostico vial se realiza de acuerdo con el manual general de construcción de carreteras de pavimento rígido del instituto nacional de Vías INVIAS, de igual manera también se busca identificar el estado y daño actual en la calzada, determinar las dimensiones de la misma, la facilidad de desplazamiento y decidir si es una vía acta para el transito tanto vehicular como peatonal o, si esta no cumple las características y funciones necesarias para su correcta circulación. En esta investigación se darán a conocer balances sobre la importancia de la afectación en la calzada, los daños presentes en la parte técnica de la vía, también se realizarán los debidos cálculos, tablas y graficas donde se mostrará un breve balance sobre la gravedad de los daños. Así mismo, se podrá evidenciar que muchas de nuestras vías terciarias ubicadas en Bucaramanga, Santander no han tenido su respectiva intervención y mantenimiento como lo rige el manual de Ordenamiento Territorial., The current work aims to carry out a visual inspection and create a diagnosis of a road right, which belongs to a tertiary section of 600 meters located in the Vegas neighborhood of Morrorico in the municipality of Bucaramanga, Santander. This analysis of road inspection and diagnosis is carried out in accordance with the general manual for the construction of rigid paved roads of the national institute of vias INVIAS, in the same way it is also sought to identify the current state and damage in the road, determine the dimensions of the road, the ease of movement and decide whether it is a road for both vehicular and pedestrian traffic or whether it does not fulfil the characteristics and functions necessary for its proper circulation. In this research, balances will be made about the importance of the damage to the road, the damage present in the technical part of the road, calculations, tables and graphs will be made where a brief balance will be shown on the severity of the damage. Likewise, it will be evident that many of our tertiary roads located in Bucaramanga, Santander have not had their respective intervention and maintenance as governed by the manual of Territorial Planning., Pregrado, Tecnólogo en Supervisión de Obras Civiles, Introducción .................................................................................................................................. 13 Descripción del Problema ............................................................................................................. 15 Objetivos ....................................................................................................................................... 17 Objetivo General ............................................................................................................... 17 Objetivos Específicos........................................................................................................ 17 Marco Referencial ......................................................................................................................... 18 Marco Geográfico ............................................................................................................. 18 Marco Normativo .............................................................................................................. 18 Metodología .................................................................................................................................. 20 Inventarios Viales ............................................................................................................. 20 Procedimiento Para el Registro de Daños ......................................................................... 20 Registro Fotográfico Daños Presentados en el Pavimento ............................................... 20 Reporte de Daños .............................................................................................................. 24 Inventario Urbanístico ...................................................................................................... 25 Tránsito ............................................................................................................................. 29 Aforo Vehicular ................................................................................................................ 29 Conteo Vehicular .............................................................................................................. 29 Composición Vehicular .................................................................................................... 30 Variaciones Diarias ........................................................................................................... 31 Estacionamiento ................................................................................................................ 32 Resultado y Productos....................................................................................................... 33 Levantamiento Topográfico .............................................................................................. 33 Conclusiones ................................................................................................................................. 37 Referencias Bibliográficas ............................................................................................................ 39

Uz pomoć geodetske podloge korištene za izradu programskog zadatka iz kolegija „Ceste“ u programu CIVIL 3D 2020 Metric izrađen je teren na kojem je projektirana dionica ceste između točaka A i B naznačenih na podlozi. Cesta je projektirana za prosječni godišnji dnevni promet (PGDP) od 950 vozila/dan te za vrstu terena brdoviti. Projektna brzina za ovu kategoriju ceste je vp=40 km/h., With a help of a geometic basis used in the creation of a task from the course „Roads“ ,a terrain is constructed using software Civil 3D 2020 Metric. On that terrain a local road section is designed between points A and B indicated on the basis. The road is designed for an annual average daily traffic (AADT) of 950 vehicles per day, for the hilly type of terrain. The project speed for this category of road is vp=40 km/h.

Uz pomoć geodetske podloge korištene za izradu programskog zadatka iz kolegija Ceste u programu CIVIL 3D 2018 Metric izređen je teren na kojem je projektirana dionica ceste između točaka A i B naznačenih na podlozi. Cesta je projektirana za prosječni godišnji dnevni promet (PGDP) od 950 vozila/dan te za vrstu terena brdoviti. Projektna brzina za ovu kategoriju ceste je vp=40km/h, With the help of a geodetic basis used in the creation of a task from the course “ Roads“, a terrain is constructed using software Civil 3D 2018 Metric. On that terrain a local road section is designed between points A and B indicated on the basis. The road is designed for an annual average daily traffic (AADT) of 950 vehicles per day, for the hilly type of terrain. The project speed for this category of road is vp = 40km / h.

Uz pomoć geodetske podloge korištene za izradu programskog zadatka iz kolegija „Ceste“ u programu CIVIL 3D 2020 Metric izrađen je teren na kojem je projektirana dionica ceste između točaka A i B naznačenih na podlozi. Cesta je projektirana za prosječni godišnji dnevni promet (PGDP) od 950 vozila/dan te za vrstu terena brdoviti. Projektna brzina za ovu kategoriju ceste je vp=40 km/h. With a help of a geometic basis used in the creation of a task from the course „Roads“ ,a terrain is constructed using software Civil 3D 2020 Metric. On that terrain a local road section is designed between points A and B indicated on the basis. The road is designed for an annual average daily traffic (AADT) of 950 vehicles per day, for the hilly type of terrain. The project speed for this category of road is vp=40 km/h.

Uz pomoć geodetske podloge korištene za izradu programskog zadatka iz kolegija Ceste u programu CIVIL 3D 2018 Metric izređen je teren na kojem je projektirana dionica ceste između točaka A i B naznačenih na podlozi. Cesta je projektirana za prosječni godišnji dnevni promet (PGDP) od 950 vozila/dan te za vrstu terena brdoviti. Projektna brzina za ovu kategoriju ceste je vp=40km/h With the help of a geodetic basis used in the creation of a task from the course “ Roads“, a terrain is constructed using software Civil 3D 2018 Metric. On that terrain a local road section is designed between points A and B indicated on the basis. The road is designed for an annual average daily traffic (AADT) of 950 vehicles per day, for the hilly type of terrain. The project speed for this category of road is vp = 40km / h.

Uz pomoć geodetske podloge korištene za izradu programskog zadatka iz kolegija Ceste u programu CIVIL 3D 2016 Metric izrađen je teren na kojem je projektirana dionica ceste između točaka A i B naznačenih na podlozi. Cesta je projektirana za prosječni godišnji dnevni promet (PGDP) od 950 vozila/dan te za vrstu terena brdoviti. Projektna brzina za ovu kategoriju ceste je vp=40km/h. With the help of a geodetic basis used in the creation of a task from the course “ Roads“, a terrain is constructed using software Civil 3D 2016 Metric. On that terrain a local road section is designed between points A and B indicated on the basis. The road is designed for an annual average daily traffic (AADT) of 950 vehicles per day, for the hilly type of terrain. The project speed for this category of road is vp = 40km / h.

The management of different industrial by-products, such as recycled aggregates from construction and demolition waste and alumina by-products, as well as the reduction of landfill deposits by incorporating these products in a second life cycle, were the focus of this work. The aim of this study was to demonstrate the technical viability of using these waste and by-product as a material for road pavement base layers. For this purpose, a real-scale application was carried out, and the behavior of three types of materials, applied on a section of an experimental road under real vehicle traffic conditions, was studied and compared. Three materials were used in these sections applied in the road sub-bases. First, a control material composed of a type of artificial gravel was used to be compared with the rest of materials; the second material was composed of recycled aggregates, and the third was composed of a mix of recycled aggregates and alumina waste. The results concluded that the effectiveness of the sections built using recycled aggregates and alumina waste was very positive and similar those constructed using natural aggregates., Isolux-Corsan Construction

Uz pomoć geodetske podloge korištene za izradu programskog zadatka iz kolegija Ceste u programu CIVIL 3D 2016 Metric izrađen je teren na kojem je projektirana dionica ceste između točaka A i B naznačenih na podlozi. Cesta je projektirana za prosječni godišnji dnevni promet (PGDP) od 950 vozila/dan te za vrstu terena brdoviti. Projektna brzina za ovu kategoriju ceste je vp=40km/h., With the help of a geodetic basis used in the creation of a task from the course “ Roads“, a terrain is constructed using software Civil 3D 2016 Metric. On that terrain a local road section is designed between points A and B indicated on the basis. The road is designed for an annual average daily traffic (AADT) of 950 vehicles per day, for the hilly type of terrain. The project speed for this category of road is vp = 40km / h.

Diseñar el tramo vial desde, K0+650 hasta K5+300, de la vía “Agua de Dios-Nilo”, que comunica los municipios de Agua de Dios con Nilo, de acuerdo con el diseño AASTHO93. La presente propuesta determina las características del trayecto vial (Municipio de Agua de Dios - Nilo), con ayuda de los estudios determinados por el manual de diseño geométrico de vías, además, identifica la estructura más conveniente de acuerdo con los análisis realizados a cada uno de los métodos de diseño, diseña el trazado geométrico de la vía junto con los respectivos componentes viales, planea a nivel global el presupuesto del proyecto bajo la relación costo/beneficio de la ruta vial; como también, justifica el impacto socio ambiental que genera el trayecto vial en el estado actual. La delimitación está compuesta desde el kilómetro K0 + 650 hasta K5 + 300 los cuales comunican estos dos municipios cundinamarqueses. Por consiguiente, surge la necesidad de hacer conexión entre dos distancias, comunicar por intermedio de una vía continua desde un municipio a otro, contando con aspectos prácticos de las zonas veredales, turísticas y comerciales de estas localidades. Esta vía continua cuenta con un diseño geométrico y será ubicada en las coordenadas MAGNA-SIRGAS (935080.32e, 973833.36n hasta 934734.66e, 969270.72n.); y contar con los conceptos facilitados por INVIAS quienes estudian la clasificación del tramo vial objeto de estudio. El componente adicional abarca la promoción de aspectos importantes como la facilitación de las relaciones comerciales, el desarrollo turístico de la zona que limita el municipio, sin dejar atrás la conectividad con los servicios básicos para la zona veredales y las vías principales como lo son la ruta que comunica a la capital colombiana; así como fundamentar la relación de la administración del municipio con proyectos generados por la comunidad educativa. Todo este proyecto se realiza bajo la tutela de profesionales quienes facilitan el desarrollo de cada aspecto fundamental de los diseños junto al sentido social lo cual la universidad ha sembrado en cada uno de los futuros profesionales. The present proposal determines the characteristics of the road route (Municipality of Agua de Dios - Nile), with the help of the studies determined by the geometric design manual of roads, in addition, it identifies the most convenient structure according to the analyzes made to each one of the design methods, designs the geometric layout of the road together with the respective road components, plans the project budget at a global level under the cost / benefit ratio of the road route; as also, justifies the socio-environmental impact generated by the road in the current state. The delimitation is composed of the kilometer K0 + 650 to K5 + 300 which communicate these two Cundinamarca municipalities. Therefore, there is a need to make a connection between two distances, communicate through a continuous route from one municipality to another, counting on practical aspects of the rural, tourist and commercial areas of these localities. This continuous route has a geometric design and will be located at the coordinates MAGNA-SIRGAS (935080.32e, 973833.36n to 934734.66e, 969270.72n.); and have the concepts provided by INVIAS who study the classification of the road section under study. The additional component covers the promotion of important aspects such as the facilitation of commercial relations, the tourist development of the area that limits the municipality, without leaving behind the connectivity with the basic services for the rural areas and the main roads such as the route that communicates to the Colombian capital; as well as to base the relation of the administration of the municipality with projects generated by the educative community. All this project is carried out under the tutelage of professionals who facilitate the development of each fundamental aspect of the designs along with the social sense which the university has planted in each of the future professionals.

Naloga se nanaša na prometno-varnostno analizo glavne ceste G1-1 Dravograd-Maribor. V nalogi ni obravnava celotna dolžina glavne ceste G1-1 Dravograd–Maribor, ampak samo del cestnega odseka, in sicer G1-1 Radlje–Selnica, v dolžini 24,907 km. Začetek le-tega je v začetni stacionaži cestnega odseka G1-1 0243 Radlje–Brezno v občini Radlje ob Dravi, konča pa se pri dolžini 6,211 tekočega km cestnega odseka G1-1 0245 Ruta–Selnica v občini Selnica ob Dravi. Prometno-varnostna analiza je narejena na podlagi podatkov o prometnih nesrečah, ki so se pripetile na cestnem odseku G1-1 Radlje–Selnica v obdobju 10 let, tj. med leti 2008–2017. Analiza prometnih nesreč je sestavljena iz dveh delov. V prvem delu so analizirane prometne nesreče, nastale v in izven naselij na cestnem odseku G1-1 Radlje–Selnica in po krajših cestnih odsekih G1-1 0243 Radlje–Brezno, G1-1 0244 Brezno–Ruta ter G1-1 0245 Ruta–Selnica, saj le-ti trije krajši cestni odseki sestavljajo cestni odsek G1-1 Radlje–Selnica. V drugem delu analize pa je v krajši obliki podana analiza podatkov prometnih nesreč, ki so se pripetile v naseljih Vas, Brezno in Ožbalt skupaj. Na podlagi podatkov o (stacionažah in posledicah) prometnih nesrečah je uporabljena metoda za določanje nevarnih cestnih odsekov. Le-ta upošteva tri prometno-varnostne kriterije, na osnovi katerih so določeni nevarni cestni pododseki v in izven naselij, ki se zaradi različnih omejitev hitrosti v metodi določajo ločeno. Pregled varnosti v cestnem prometu (RSI) smo izvedli na območju dveh nevarnih cestnih pododsekov izven naselja, ki sta locirana na cestnem odseku G1-1 0243 Radlje–Brezno in na cestnem odseku G1-1 0245 Ruta–Selnica, ter na enem nevarnem cestnem pododseku v naselju Brezno. Na podlagi RSI so podani morebitni ukrepi z namenom izboljšanja prometne varnosti na nevarnih cestnih pododsekih. The thesis relates to the traffic-safety analysis of the main road G1-1 Dravograd–Maribor. The entire length of the main road G1-1 Dravograd–Maribor is not discussed in the thesis, but only a part of the road section, namely G1-1 Radlje–Selnica, in the length of 24,907 km. The beginning of this road section is in the initial stationing of the road section G1-1 0243 Radlje–Brezno in the municipality of Radlje ob Dravi and ends at a distance of 6,211 km of the road section G1-1 0245 Ruta–Selnica in the municipality of Selnica ob Dravi. Traffic-safety analysis on the road section G1-1 Radlje–Selnica, based on traffic accident data for period 2008–2017, is performed. The analysis of traffic accidents consists of two parts. The first part analyses traffic accidents occurring in and out of settlements on the road section G1-1 Radlje–Selnica and on short road sections G1-1 0243 Radlje–Brezno, G1-1 0244 Brezno–Ruta and G1-1 0245 Ruta–Selnica, as these three shorter road sections compose the road section G1-1 Radlje–Selnica. In the second part of the analysis, an analysis of data on traffic accidents occurring in the settlements of Vas, Brezno and Ožbalt altogether is presented in a shorter form. On the basis of data on (stationing and consequences) traffic accidents, a method for determining dangerous road sections was used. The method takes into account three traffic safety criteria, based on which dangerous road subsections are identified in and out of settlements, which are determined separately in the method due to different speed limits. In the area of dangerous road subsections outside the settlement, located on the road section G1-1 0243 Radlje–Brezno and on the road section G1-1 0245 Ruta–Selnica and one dangerous road subsection in Brezno, road safety inspection (RSI) was performed. Based on performed RSI, possible measures with the main purpose to improve traffic safety are introduced.

RESUMEN: Desde el año 2003, el Proyecto Qhapaq Ñan-Perú ha realizado diversos trabajos de investigación y registro de la red de Ca minos Incas extendida en el territorio peruano con el fin de promover su conocimiento, conservación y puesta en uso social. La experiencia obtenida en el desarrollo de estas actividades ha permitido generar una propuesta de nomenclatura para los caminos basada en su originalidad y continuidad de uso. El presente texto hace una breve reseña de las diferentes etapas del trabajo de campo llevadas a cabo y la problemática que han llevado a la elaboración de nuevas definiciones y el rediseño de las técnicas de recolección de datos, con la elaboración de nuevos instrumentos de registro que buscan contribuir con el entendimiento del estado situacional de la red vial inca. ABSTRACT: Since 2003, the Qhapaq Ñan-Peru Project has carried out research and registration of the Inca road network throughout the Peruvian territory in order to promote its knowledge, conservation and social use. Experience obtained during the development of these activities led to a proposal of nomenclature for Inca roads based upon originality and continuity of use. The present text briefly outlines the stages of the fieldwork carried out here, the problems involved in the making of new definitions, as well as the redesign of data collection techniques, including the development of new registration tools intended to contribute to the understanding of the state of the Inca road network.

[EN] The number of road safety studies that are based on driving simulators is growing significantly. The Polytechnic University of Valencia, Spain, developed a low-cost driving simulator for the assessment, training, and rehabilitation of drivers (SE2RCO). The main objective of this research was the validation of the driving simulator so that studies about road safety and highway geometric design that considered human factors could be performed. The validation was based on continuous speed profiles collected from 28 volunteers on a 30-km-long, two-lane rural road section. The same volunteers drove through the same road section built in SE2RCO. Speed data of 79 curves and 52 tangents were selected for the analysis. Comparison of the real and simulated speeds ensured the simulator's objective validity according to average and operating speeds. Two models were developed to predict field speeds from simulated speeds. Results showed that a simulated average speed lower than approximately 90 km/h was linked to a similar real average speed. For higher simulated speeds, the average speed in the real environment was lower than the simulated one. In addition, the actual operating speed was around 5 km/h lower than the operating speed in the driving simulator. Most volunteers assessed the quality and similarity of the virtual environment compared with the real world as medium or high and assessed the driving tasks similarly, thus achieving subjective validation of the simulator., The authors thank the Polytechnic University of Valencia, which subsidized the research project CONSIM-Desarrollo de un Modelo para la Evaluacion de la Consistencia del Diseno Geometric de Carreteras Convencionales Mediante Simuladores de Conduccion. The study presented here was also part of the research project titled CASEFU-Estudio Experimental de la Funcionalidad y Seguridad de las Carreteras Convencionales, which was subsidized by the Spanish Ministry of Economy and Competitiveness and the European Social Fund.

Este trabajo desarrolla un Plan Especial que conecta los equipamientos escolares que se construyeron a finales de la década de los noventa, y que están situados en la avenida Casalduch de Castellón de la Plana, coincidiendo con el crecimiento demográfico de esta zona sureste de la ciudad. Esta zona creció como consecuencia de la realización de varios Planes Parciales, como los de Censal. Algunos de ellos ya están consolidados, tanto la urbanización, como la edificación y sus zonas libres. Otros, como Censal I, está urbanizado pero falta mucha edificación por construir y las zonas verdes por desarrollar. Con estos antecedentes, los equipamientos escolares están aislados de las zonas libres, y separados entre ellos por un límite viario de seis carriles, sección viaria que es incompatible con la vida peatonal. Este área está muy deteriorada debido al gran tráfico rodado que se concentra. Por tanto, se plantea recuperar este área para los peatones. Estos equipamientos han quedado también desconectados del eje verde que recorre toda la nueva urbanización del borde este de Castellón. Por esta razón, este plan especial tratará de conectar las zonas libres consolidadas con la que está en previsión en el plan general, teniendo como punto de referencia y poniendo en valor el antiguo Molí d'Arroç, edificio del siglo XV, actualmente en desuso, que se beneficiaba de las aguas de la Acequia Mayor., This paper develops a special plan that connects the school facilities that were built in the late nineties, and which are located in the Casalduch Avenue Castellon de la Plana, coinciding with the demographic growth of the southeast area of the city. This area grew as a result of the implementation of various partial plans, such as the Census. Some of them are already consolidated, both urbanization and the building and free zones. Others, such as the Census I, is urbanized but take much building to build and develop green areas. Against this background, the school facilities are isolated from free zones and separated from each other by a road limit of six lane road section which is incompatible with the pedestrian life. This area is very run down due to the high traffic is concentrated. Therefore, we propose to recover this area for pedestrians. These facilities also have been disconnected from the green axis that runs along the eastern edge new development Castellon. For this reason, this special plan will try to connect the consolidated free zones with which it is forecast in the general plan, taking as a reference point and highlighting the ancient Molí d'Arroç, XV century building, now obsolete, which he benefited from the waters of the Ditch Mayor.

Traffic phenomena are characterized by complexity and uncertainty, hence require sophisticated information management to identify patterns relevant to safety and reliability. Traffic information systems have emerged with the aim to ease traffic congestion and improve road safety. However, assessment of traffic safety and congestion requires significant amount of data which in most cases is not available. This work illustrates an approach that aims to alleviate this problem through the integration of two mature technologies namely, simulation-based Dynamic Traffic Assignment (DTA) and Bayesian Networks (BN). The former generates traffic flow data, utilised by a BN model that quantifies accident risk. Traffic flow data is used to assess the accident risk index per road section and hence, escape from the limitation of traditional approaches that use only accident frequencies to quantify accident risk. The development of the BN model combines historical accident records obtained from the Cyprus police and domain knowledge from road safety.

Emerging heavy duty vehicle control systems increasingly rely on advance knowledge of the road topography, described by the longitudinal road grade. Highway road grade profiles are restricted by road design specifications to be piecewise affine. This characteristic is used herein to derive a method for road grade estimation based on standard on-vehicle sensors and optimal piecewise linear estimation through dynamic programming. The proposed method is demonstrated with on-road experiments. It is able to represent the road grade profile for two studied 15 km road sections, by 20 linear segments for each, with a root mean square error between 0.42 % and 0.55 % grade. QC 20120215

The use of gabions means a reduced amount of filling material in the road section and a more narrow construction. Also the use of limestone cement columns can be reduced. All together this results in lower costs. The columns stand for about 55% of the total costs for the road. If gabions are used you can reduce the total costs with over 10%.