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Overpasses are constructed because they allow continuous passage of pedestrians without disturbing the flow of vehicles. However, research from developing countries along with the anecdotal evidence from the study location revealed that generally most pedestrians prefer not using overpasses in crossing roads, rendering them inefficient and causing safety concerns. As such, this paper examines the factors - both observable and latent - influencing pedestrians' overpass utilization preference. The study was situated in Iligan City, Philippines, wherein four overpasses in the city were investigated by conducting on-site observations and questionnaire surveys. The data collected were analyzed using a combination of multiple linear regression (MLR), exploratory factor analysis (EFA), and structural equation modeling (SEM). On-site pedestrian traffic count revealed that the overpasses in Iligan City are generally ineffective, with only 38.42% average utilization rate. The MLR revealed three observable contributing factors that may affect pedestrian overpass crossing choice: having a driver's license, the overpass width, and the overpass span. EFA and SEM were able to identify safety, convenience, facility condition, and security as the latent factors having a positive direct influence on the preference of pedestrians overpass utilization. These results are instrumental at determining areas of concern relating to overpass design and improvements to increase the utilization rates of the overpass facilities in the city. [ABSTRACT FROM AUTHOR]

The widespread impacts of roads on animal movement have led to the search for innovative mitigation tools. Wildlife crossing structures (tunnels or bridges) are a common approach; however, their effectiveness remains unclear beyond isolated case studies.We conduct an extensive literature review and synthesis to address the question: What is the evidence that wildlife crossing structures mitigate the barrier effect of roads on wildlife movement? In particular, we investigated whether wildlife crossing structures prevented an expected decline in cross‐road movement, restored movement to pre‐construction conditions, or improved movement relative to taking no action.In an analysis of 313 studies, only 14% evaluated whether wildlife crossing structures resulted in a change in animal movement across roads. We identified critical problems in existing studies, especially the lack of benchmarks (e.g. pre‐road, pre‐mitigation, or control data) and the use of biased comparisons.Wildlife crossing structures allowed cross‐road movement in 98% of data sets and improved movement in ~60%. In contrast, the decline of wildlife movement was prevented in fewer than 40% of cases. For most structure types and species groups there was insufficient evidence to draw generalisable conclusions.Synthesis and Applications: The evidence to date suggests that wildlife crossing structures can mitigate the barrier effect of roads on wildlife movement, but in many cases have been poorly implemented or evaluated. The most supported measures were the addition of ledges and vegetation cover to increase movement for small mammals; underpasses to prevent the decline in movement of ungulates following road construction; and improving road‐crossing for arboreal mammals using canopy bridges and vegetated medians. We strongly recommend that future use of crossing structures closely adheres to species‐specific, best‐practice guidelines to improve implementation and be paired with a thorough evaluation that includes benchmark comparisons, particularly for measures and species that lack sufficient evidence (e.g. invertebrates, amphibians, reptiles, birds, and overpasses). [ABSTRACT FROM AUTHOR]

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Urban overpasses, being long-span linear projects, are inevitably affected by ground fissure activities. This study focused on the three-span continuous overpass, and used the MIDAS GTS NX finite element simulation software to establish the model of an urban overpass crossing active ground fissures with different straddling ground fissure positions and hanging wall settlements. This study analyzed the deformation and stress characteristics of soil and bridges induced by ground fissures under different working conditions. The results demonstrate that the soil's displacement response is mainly concentrated near the ground fissures, and the displacement changes decrease with increasing ground fissures. Ground fissure activities redistribute the stress inside the beam and pier, resulting in the tilting of the pier. When the fissure activity is small, the use of multi-span beams to straddle the ground fissures can effectively reduce the influence of ground fissure activities on bridge deformation. However, when the fissure activity is significant, the bridge may be damaged, and excessive deformation of the bridge and piers may not meet code requirements. In such cases, the multi-span beam structure type should be changed to adapt to the ground fissure activity. The research results provide significant reference value for urban traffic planning and overpass design. [ABSTRACT FROM AUTHOR]

Today, pipelines are the safest and most economical way to transport petroleum products and one of the key components of modern energy infrastructure. Nevertheless, pipeline systems are associated with certain risks that can lead to environmental disasters. The idea of carrying out this study was initiated by the results of the survey of the overpasses of the long-used oil pipelines laid in the mountainous area of the Carpathian region. Defects such as a change in the shape of the pipe and local bulges in the area of oil pipeline support nodes were detected. The explanation of the described problem is separate from the typical algorithms of design calculations, which are offered to manufacturers by current directive documents. The desire to provide an explanation and quantitative assessment of the detected defects became the main motivation for writing the article. An analytical model of the interaction of the oil pipeline with the rigid support has been developed. Additional internal loads in the cross-section of the pipe and displacement of its middle surface, which arise as a result of such interaction, are determined. The method of determining the reaction in the intermediate support of the overpass of the oil pipeline has been developed, considering the properties of the soil base in the underground sections and the mounting gap in the support node. The analytical dependence was obtained to determine the additional hoop stresses that arise in the oil pipeline due to the contact of the pipe with the support. The unambiguous relationship between the maximum additional hoop stress and the reaction in the support node was established. The dependence of additional hoop stresses on the geometric characteristics of the pipes was analyzed. The obtained research results are tested on the real structure of the overpass of the Druzhba oil pipeline, built in the Carpathians. In general, a simple engineering technique has been developed that allows analyzing the behavior of the oil pipeline support node and provides the numerical correction to the traditional strength assessment formulas, which determine the equivalent stresses in the oil pipeline. [ABSTRACT FROM AUTHOR]

The overpasses and the terrain under them in Chongqing, a mountainous city in China, are complex and diverse, and some spaces under the overpasses are integrated and reconstructed into the underpass green space for citizens to stroll about or have a rest. From the perspective of visitor perception, this paper constructs a perception evaluation system of the environmental characteristics of underpass green space in mountainous cities from the following five environmental perception dimensions: path organization, security, aesthetic value, physical environment, activities and cultural. The IPA-Kano model is used to quantify environmental perception, and the main environmental factors affecting the improvement of recreation satisfaction of underpass green space in three types of terrain are explored, with a view to improving the environment and service functions of underpass green spaces in high-density interchange networks in mountainous cities, and enhancing the attractiveness of underpass green spaces. It can be found from the study that: (1) Among the five environmental perception dimensions, visitors pay more attention to the physical environment quality of the underpass green space and their physical and psychological activity experience, while their demands for visual senses are relatively low. Due to the deficiency or lack of leisure facilities, sports facilities, children's playgrounds and amusement equipment, the dimension of "activities and cultural perception" of the underpass green space has the lowest scores of all. (2) The existing sites, facilities and landscape resources of the underpass green space, different terrain types and underpass environment are the important reasons that affect the performance of environmental perception factors and their priority ranking results. (3) The improvement of security of the arrival path or sports facilities is beneficial to improve visitor satisfaction of underpass green space of three types of terrain. The number of environmental factors to be optimized of the three types of terrain are ranked as: mountainous green space > flat green space > concave green space. Among them, four environmental factors have a high priority in two kinds of underpass green space, which are the distribution and quantity of leisure facilities, the effect of noise reduction and sound insulation, the adequacy of activity venues and the distribution and quantity of sports facilities. Finally, according to the particularity of the underpass environment and the characteristics of three types of terrain, this paper puts forward some suggestions for optimizing the service function of underpass green space from five perceptual dimensions. [ABSTRACT FROM AUTHOR]

Although fauna crossing structures have been installed throughout the world, most studies have been of underpasses and overpasses. Canopy-bridges, however, have received much less attention. In addition, although exclusion fencing is used extensively, its effectiveness has rarely been assessed. Since 2015, Moreton Bay Regional Council (MBRC), in southern Queensland, Australia, has installed various mitigation structures at 21 sites. This study compared the use of different designs of canopy-bridge and assessed the effectiveness of exclusion fencing via camera monitoring and roadkill records. A total of 3151 detections of five arboreal species were made on the canopy-bridges at an average of 0.51 crossings per day for both rope cages and rope ladders and 0.64 on rope cages and 0.77 on rope ladders when a poorly used bridge of each type was excluded. A single aluminium ladder had 33 crossings (0.15 crossings per day) but was available for only a short time. Roadkill rates of all species declined by 84% at sites with underpasses and fencing compared to 93% at sites without, but only 39% at control sites. This may be due to the canopy-bridges or the addition of complementary infrastructure, such as signage, pavement stencilling and driver awareness. This paper aims to determine the most effective fauna rope crossing type and the benefits of fauna fencing, using images from cameras, as well as recorded roadkill and koala hits. Fauna movements were statistically similar on cage rope crossings and rope ladders. Roadkill rates of all species declined by 84% at sites with underpasses and fencing compared to 93% at sites without, but only 39% at control sites. This may be due to the canopy-bridges or the addition of complementary infrastructure, such as signage, pavement stencilling and driver awareness. [ABSTRACT FROM AUTHOR]

It is now well evidenced that wildlife crossing structures paired with exclusion fencing reduce wildlife vehicles collisions while facilitating wildlife connectivity across roadways. Managing animal mortality and subpopulation connectivity is crucial to successful species and landscape stewardship. Highway mitigation projects are large economic investments that remain on the landscape for many decades. Governments and planning agents thus strive to balance cost and benefit to build cost-effective structures with the greatest positive impact on local wildlife and motorists. Ideal dimensions of overpasses and underpasses vary by species, but scientists generally suggest that overpasses for large mammals should be approximately 50 m wide. Optimal width also depends on structure length, with longer structures requiring additional width. Accordingly, experts have suggested a width to length ratio of 0.8. We sought to assess how these recommendations manifested in practice--where agencies use this information to design and build structures while also balancing cost and logistical challenges--and the degree to which built structures conform to current recommendations. We identified 120 wildlife overpasses across the world that were constructed to reduce the negative impacts of roads. Using a novel measurement technique, we analyzed the dimensions of these 120 overpasses located in North America, Europe, Asia, and Oceania. The average width of the wildlife overpasses was 34 m. Most wildlife overpasses located in North America and Europe did not meet their respective dimensional expert guidelines. We investigate reasons explaining the non-compliance and provide recommendations for future overpass designs. Building on previous evidence showing that wider overpasses have increased crossing rates, we examined crossing rates for multiple large mammal species across 12 overpasses located in western North America. We qualitatively observed that wider North American overpasses (40-60 m), in or near compliance with expert guidelines, were associated with a more diverse set of species use and had nearly twice the average crossing rates when compared to non-compliant, narrow North American overpasses. In reviewing various studies from around the world, we conclude that wide overpasses (~50 m) continue to present ecologically sound and cost-effective solutions for decreasing the barrier of roadways, especially when targeting width-sensitive species and large assemblages of mammals. Future studies, however, are encouraged to further explore the specific instances when underpasses and narrower overpasses present more cost-effective ecological solutions, or how these structures can complement wide overpasses in successful wildlife crossing systems. [ABSTRACT FROM AUTHOR]

As transportation infrastructure expands to accommodate increasing human population growth, wildlife--vehicle conflicts (WVCs) are a growing concern for motorist safety and wildlife populations. In the case of large ungulates, minimal information exists on successful mitigation of WVCs involving bighorn sheep (Ovis canadensis) and habitat fragmentation. Too address this void, we evaluated the effectiveness of 3 new wildlife overpasses, 3 culverts, 2 bridges, and ungulate exclusionary fencing as potential desert bighorn sheep (O. c. nelsoni; sheep) crossing opportunities along US Highway 93 in Arizona, USA. We evaluated sheep movements using global positioning system (GPS) radio-transmitter collars and remote cameras for 4 years from March 2011 to March 2015 and sheep--vehicle collision data collected from 2011 to 2020. Although GPS determined pre- and post-mitigation passage rates of sheep that crossed US Highway 93 were initially similar, they increased every year and were on average 217% higher following inclusion of wildlife crossings and by year 4 had ultimately increased 633% from pre-construction rates. Cameras recorded 6,936 crossings by a dozen wildlife species with sheep accounting for 95% of all crossings. Sheep used the 3 overpasses (90% of all sheep crossings) disproportionately more than the 3 culverts and 2 underpasses (10% of all sheep crossings) in the same area, and use of the 3 overpasses increased 905% in the first year. Sheep initially used the 30-m-wide overpasses at 83% and 175% higher passage rates than 2 15-m-wide structures; however, by year 4 passage rates were similar across overpasses. From February 2011 through February 2020, we documented 0.8 sheep--vehicle collisions/year for an overall 93.3% reduction from the 12 collisions per year previously documented. Most of the collisions occurred immediately following completion of the project and gradually reduced as sheep access points were identified and addressed through an adaptive mitigation process to iteratively improve success. Overpasses appear to be the preferred wildlife crossing type for sheep and when properly located and linked with ungulate exclusion fencing successfully reduced collisions and habitat fragmentation. These findings add to our knowledge base of effective roadway mitigation for different species. Longterm monitoring informs species learning curves, preference of wildlife crossing structure type, and adaptive mitigation opportunities to increase effectiveness of mitigation measures on current and future projects. [ABSTRACT FROM AUTHOR]

It is now well evidenced that wildlife crossing structures paired with exclusion fencing reduce wildlife vehicles collisions while facilitating wildlife connectivity across roadways. Managing animal mortality and subpopulation connectivity is crucial to successful species and landscape stewardship. Highway mitigation projects are large economic investments that remain on the landscape for many decades. Governments and planning agents thus strive to balance cost and benefit to build cost-effective structures with the greatest positive impact on local wildlife and motorists. Ideal dimensions of overpasses and underpasses vary by species, but scientists generally suggest that overpasses for large mammals should be approximately 50 m wide. Optimal width also depends on structure length, with longer structures requiring additional width. Accordingly, experts have suggested a width to length ratio of 0.8. We sought to assess how these recommendations manifested in practice—where agencies use this information to design and build structures while also balancing cost and logistical challenges—and the degree to which built structures conform to current recommendations. We identified 120 wildlife overpasses across the world that were constructed to reduce the negative impacts of roads. Using a novel measurement technique, we analyzed the dimensions of these 120 overpasses located in North America, Europe, Asia, and Oceania. The average width of the wildlife overpasses was 34 m. Most wildlife overpasses located in North America and Europe did not meet their respective dimensional expert guidelines. We investigate reasons explaining the non-compliance and provide recommendations for future overpass designs. Building on previous evidence showing that wider overpasses have increased crossing rates, we examined crossing rates for multiple large mammal species across 12 overpasses located in western North America. We qualitatively observed that wider North American overpasses (40–60 m), in or near compliance with expert guidelines, were associated with a more diverse set of species use and had nearly twice the average crossing rates when compared to non-compliant, narrow North American overpasses. In reviewing various studies from around the world, we conclude that wide overpasses (~50 m) continue to present ecologically sound and cost-effective solutions for decreasing the barrier of roadways, especially when targeting width-sensitive species and large assemblages of mammals. Future studies, however, are encouraged to further explore the specific instances when underpasses and narrower overpasses present more cost-effective ecological solutions, or how these structures can complement wide overpasses in successful wildlife crossing systems.

The 33.0 m long reinforced concrete bridge beams of the overpass superstructure after vehicular impacts were taken as a research object. The overpass consists of 14 beams, six of which were repaired by restoring the widened lower part with EMACO FAST TIXO, manufactured by BASF. The remaining 8 beams were completely dismantled and replaced with new ones. The new beams have been fully tested for the perception of vehicular loads. The fully reconstructed span structure showed compliance with the design loads of A14, NK-120 and NK-180 based on test results. [ABSTRACT FROM AUTHOR]

The 33.0 m long reinforced concrete bridge beams of the overpass superstructure after vehicular impacts were taken as a research object. The overpass consists of 14 beams, six of which were repaired by restoring the widened lower part with EMACO FAST TIXO, manufactured by BASF. The remaining 8 beams were completely dismantled and replaced with new ones. The new beams have been fully tested for the perception of vehicular loads. The fully reconstructed span structure showed compliance with the design loads of A14, NK-120 and NK-180 based on test results.

The overpasses and the terrain under them in Chongqing, a mountainous city in China, are complex and diverse, and some spaces under the overpasses are integrated and reconstructed into the underpass green space for citizens to stroll about or have a rest. From the perspective of visitor perception, this paper constructs a perception evaluation system of the environmental characteristics of underpass green space in mountainous cities from the following five environmental perception dimensions: path organization, security, aesthetic value, physical environment, activities and cultural. The IPA-Kano model is used to quantify environmental perception, and the main environmental factors affecting the improvement of recreation satisfaction of underpass green space in three types of terrain are explored, with a view to improving the environment and service functions of underpass green spaces in high-density interchange networks in mountainous cities, and enhancing the attractiveness of underpass green spaces. It can be found from the study that: (1) Among the five environmental perception dimensions, visitors pay more attention to the physical environment quality of the underpass green space and their physical and psychological activity experience, while their demands for visual senses are relatively low. Due to the deficiency or lack of leisure facilities, sports facilities, children’s playgrounds and amusement equipment, the dimension of “activities and cultural perception” of the underpass green space has the lowest scores of all. (2) The existing sites, facilities and landscape resources of the underpass green space, different terrain types and underpass environment are the important reasons that affect the performance of environmental perception factors and their priority ranking results. (3) The improvement of security of the arrival path or sports facilities is beneficial to improve visitor satisfaction of underpass green space of three types of terrain. The number of environmental factors to be optimized of the three types of terrain are ranked as: mountainous green space > flat green space > concave green space. Among them, four environmental factors have a high priority in two kinds of underpass green space, which are the distribution and quantity of leisure facilities, the effect of noise reduction and sound insulation, the adequacy of activity venues and the distribution and quantity of sports facilities. Finally, according to the particularity of the underpass environment and the characteristics of three types of terrain, this paper puts forward some suggestions for optimizing the service function of underpass green space from five perceptual dimensions.

Urban overpasses, being long-span linear projects, are inevitably affected by ground fissure activities. This study focused on the three-span continuous overpass, and used the MIDAS GTS NX finite element simulation software to establish the model of an urban overpass crossing active ground fissures with different straddling ground fissure positions and hanging wall settlements. This study analyzed the deformation and stress characteristics of soil and bridges induced by ground fissures under different working conditions. The results demonstrate that the soil’s displacement response is mainly concentrated near the ground fissures, and the displacement changes decrease with increasing ground fissures. Ground fissure activities redistribute the stress inside the beam and pier, resulting in the tilting of the pier. When the fissure activity is small, the use of multi-span beams to straddle the ground fissures can effectively reduce the influence of ground fissure activities on bridge deformation. However, when the fissure activity is significant, the bridge may be damaged, and excessive deformation of the bridge and piers may not meet code requirements. In such cases, the multi-span beam structure type should be changed to adapt to the ground fissure activity. The research results provide significant reference value for urban traffic planning and overpass design.

This research is an attempt to compare engineering solutions for traffic intersections from a planning viewpoint. In this research, various solutions have been discussed for traffic intersections (traffic light, roundabout, underpass and overpass). The research highlighted the importance of each of these solutions in urban environments and clarified all variables related to the pros, cons, costs, capacity and environmental compatibility of each of these solutions with the surrounding urban environment. Weights were developed for all these variables, then correlation was determined using the linear regression method. The analysis of statistical results shows that the creation of underpasses often achieves most of the designated goals when compared to other solutions, despite some technical difficulties and high construction costs.

• Optimal use of footbridges in low- and middle-income countries (LMICs) is a challenge. • Pedestrians uncomfortable with the footbridge height are less likely to utilise it. • Tiredness when climbing the stairs will lower the likelihood of using the footbridge. • Non-users of the footbridge will change their behaviour if an escalator is installed. Road safety of vulnerable road users in low- and middle-income countries (LMICs) is a major concern. Footbridges or overpasses are pieces of infrastructure designed to allow pedestrians to cross safely. Although there is tension over whether footbridges are the most inclusive and sustainable way to support safe road crossing for vulnerable road users, footbridges are still a predominant piece of infrastructure in LMICs. Therefore, research aimed at optimising the use of footbridges could have an impact on the safety of vulnerable road users. The objective of the present study is to understand the motivational factors influencing pedestrian crossing decisions to use a footbridge in Malaysia. Additionally, the present study investigates the effectiveness of some proposed interventions to change the crossing behaviour of footbridge non-users. An intercept study was conducted in five major cities in Malaysia. Pedestrians answered questions regarding their perceptions about footbridges and previous walking experiences. The analysis was divided into two parts: Firstly, a decision tree analysis was conducted to study the relationship between the observed decision to use or not a footbridge and pedestrians' perceptions about footbridges and experiences. Secondly, a decision tree analysis was used to identify the effectiveness of proposed countermeasures in increasing the footbridge usage among non-users. The findings showed that the footbridge height and the frequency of using it were associated with a decrease in the likelihood of utilising this structure. Being in a hurry was highly associated with crossing at the street level. In addition, footbridge non-users might change their behaviour if escalators or fences are provided as interventions. The results indicated that safety messages delivered through posters to alert footbridge non-users have the potential to sustain safe mobility. A user-centred approach is necessary to increase the usability of footbridges in LMICs. [ABSTRACT FROM AUTHOR]

• A survey was conducted in Hanoi, Vietnam, in 2017 at ten pedestrian overpasses. • Pedestrian overpass usage varies significantly between 35.9% and 96.5%. • Risks are compensated by forming group and avoiding digital and social distractions. • Overpass usage decreases with taller overpasses, but increases with wider overpasses. • Mean illegal crossing speed is negatively associated with overpass usage. Pedestrian deaths and injuries are a major health issue in both developed and developing countries. In Vietnam, pedestrians account for about 10–11% of all road traffic deaths, while their travel distance contributes to approximately 2.4% of the total distance travelled by all modes. This paper aims to explore the use of pedestrian overpasses and identify influencing factors, particularly with regards to social and digital distractions, and overpass characteristics. An observational survey was conducted in Hanoi, Vietnam, in March 2017 at ten pedestrian overpasses. Behaviours of 608 pedestrians, including those who used an overpass to cross and those who illegally crossed, were observed. The rates of overpass usage varied significantly, between 35.9% and 96.5%. Modelling results suggest that pedestrians tended to compensate for the risks of illegal crossing by forming group and avoiding digital and social distractions (i.e., calling, operating a mobile phone's screen, listening to music, or talking to other pedestrians while crossing). In addition, overpass usage decreased with taller overpasses, but increased with wider overpasses. Effects of gender, weather, and illegal crossing speed on overpass use were also discussed. [ABSTRACT FROM AUTHOR]

In this study, bridges (overpass, underpass) over the land route which have an important place in transportation, are tackled. The province of Istanbul, which is the highest concentration of transportation in the study, was chosen as the sampling area. This study, which was prepared in order to examine urban bridges, in other words bridges used by pedestrians and vehicles in terms of aesthetics, is limited to bridges which are reinforced concrete bearing system material. In the design phase, projects that are only in compliance with the regulations but contain non-aesthetic details have begun to be produced, the old-new building harmony was ignored in the bridges built next to the old bridge. During maintenance and repair work, colored paints were used without regard to environmental compliance, it has also been observed that the use of advertisement-based panels in such bridges is increasing. In order to make urban bridges especially in metropolises such as İstanbul by taking into account the aesthetic elements from the design stage, necessary arrangements in the related regulations, regarding this, it is also one of the aims of this work to show importance of aesthetic commissions have become to work. Therefore, it is important to examine the problems in urban bridge applications which are discussed in the study, for to design and to project stages of new bridges. The information about the selected examples among the dozens of bridges examined in the light of the mentioned reasons, expressed on the table, the aesthetic defects seen for each are explained in detail together with the photographs separately and the inferences are summarized as a result. [ABSTRACT FROM AUTHOR]

The effects of urbanization on flying vertebrates historically have been underestimated, with roads in particular impacting bat populations through vehicle collisions, habitat fragmentation and unwillingness to disperse across roads. Although vegetated fauna overpasses have not traditionally been considered as beneficial for microbats, these structures have recently been identified as a potential solution for assisting microbat communities. In Brisbane, Queensland, Australia, the Compton Road fauna overpass traverses a four–lane road, facilitating connectivity for mammals, birds, reptiles and amphibians between two forest reserves. This study examined patterns of activity and species richness of microbat assemblages in relation to the Compton Road fauna overpass. Call recordings made over 7 months identified nine species and two species groups (groups of species unable to be differentiated), all of which were recorded using the overpass. Bat activity on the overpass was higher than in the adjoining forest, with higher detectability. Species richness and activity at the roadside where the overpass was present was also higher than the unvegetated roadside. Activity patterns based on feeding behaviors suggest that forest species such as Nyctophilus and Myotis spp. were using the overpass, alongside more generalist species. The vegetation on the overpass is likely to be the key factor encouraging microbat activity. The Compton Road overpass appears to lessen the impact of road presence and may facilitate permeability of a major road, suggesting potential for enhancing habitat connectivity and facilitating crossings. This study is the first indication that vegetated fauna overpasses can facilitate activity and provide natural habitat continuity for diverse Australian microbat communities.

In order to improve the efficiency of overpass and the safety level of pedestrian, this paper aims to investigate the contributing factors for selective preference of overpass. Eight overpasses were investigated in Xi’an, and a questionnaire was conducted by the pedestrians near the overpass. Totally, 1131 valid samples (873 used of overpasses and 258 non-used of overpasses) were collected. Based on the data, a binary logit (BL) model was developed to identify what and how the factors affect the selective preference of overpass. The BL model was calibrated by the maximum likelihood method. Likelihood ratio test and McFadden-R2 were used to analyze the goodness-of-fit of the model. The results show that the BL model has a reasonable goodness-of-fit, and the prediction accuracy of the BL model can reach 81.9%. The BL model showed that the selective preference of overpass was significantly influenced by eight factors, including gender, age, career, education level, license, detour wishes, detour distance, and crossing time. Besides, the odds ratios of significant factors were also analyzed to explain the impacts of the factors on selective preference of overpass.

This study examines the effects of noise reflected from the overpass bottom under various conditions using onsite measurements and model simulation. Reflected noise from the overpass bottom may be as high as 8 dB(A). Bottom materials (steel and reinforced concrete (RC)) have no discernible effect on the reflected noise level. As the height of an overpass increases, the level of reflected noise decreases. When an overpass is parallel to the noise source (i.e., the freeway), the size of the area impacted by reflected noise increases. As the sound absorption rating of the material installed at the overpass bottom increased, the level of reflected noise decreased. A sound absorbing material with a sound absorption rate of at least 0.60 is recommended to reduce reflected noise level. When the distance between the overpass side and a receiver exceeded 30 m, the level of reflected noise level reduced significantly. Therefore, if the distance between a residential area and overpass could be increased to create a buffer zone coupled with the installation of sound absorbing material at the overpass bottom, the impact of reflected noise on nearby residents can be reduced. [ABSTRACT FROM AUTHOR]

This research is an attempt to compare engineering solutions for traffic intersections from a planning viewpoint. In this research, various solutions have been discussed for traffic intersections (traffic light, roundabout, underpass and overpass). The research highlighted the importance of each of these solutions in urban environments and clarified all variables related to the pros, cons, costs, capacity and environmental compatibility of each of these solutions with the surrounding urban environment. Weights were developed for all these variables, then correlation was determined using the linear regression method. The analysis of statistical results shows that the creation of underpasses often achieves most of the designated goals when compared to other solutions, despite some technical difficulties and high construction costs. [ABSTRACT FROM AUTHOR]

Most of the studies related to pedestrian behavior focus on signalized intersections while a few focus on overpasses. In this study pedestrians’ behaviors at overpass locations are investigated. For this purpose, two overpass locations were selected and pedestrians either using the overpass or crossing illegally were recorded by video cameras and 2713 accepted/rejected time gaps were measured. Raff’s method (deterministic approach) is used to estimate the critical gap. The collected data were then evaluated by a binary logit model (probabilistic approach) to estimate time gaps. The selected overpasses were observed on weekdays continuously for six hours. At the overpass locations 656 illegal crossings were observed on weekdays continuously for six hours. Safety margin of 377 pedestrians were evaluated by ANOVA analysis to identify the significant factors. ANOVA results revealed that interactions of gender, age, and vehicle position, items carrying, group size had significant effects on safety margin. [ABSTRACT FROM AUTHOR]