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Phosphogypsum-based materials have gained much attention in the field of road infrastructure from the economic and sustainable perspectives. The Three-point bending test, the Four-point bending test and the Semi-circular bending test are three typical test methods applied for fracture energy measurement. However, the optimal test method for fracture energy evaluation has not been determined for phosphogypsum-based materials. To contribute to the gap, this study aims to analyze and compare the three test methods for fracture energy evaluation of phosphogypsum materials based on the peridynamic theory. For this purpose, the load–displacement, vertical displacement–Crack Mouth Opening Displacement (CMOD) and fracture energy of the phosphogypsum-based materials were measured and calculated from the three test methods. The simulated load–displacement and vertical displacement–CMOD by PD numerical models, with different fracture energy as inputs, were compared to the corresponding tested values according to simulation error results. The results showed that the Four-point bending test led to minimized errors lower than 0.189 and indicators lower than 0.124, demonstrating the most optimal test method for the fracture energy measurement of phosphogypsum-based material. The results of this study can provide new methodological references for the selection of material fracture energy measurement tests. [ABSTRACT FROM AUTHOR]

This study examines the integration of epistemological principles into road infrastructure risk management, emphasizing the need for adaptive strategies in the face of inherent climate uncertainties, particularly flash floods. A systematic review of peer-reviewed articles, industry reports, and case studies from the past two decades was conducted, focusing on the application of epistemological approaches within the infrastructure sector. The research employs a mixed methods approach. Quantitatively, the risk of pavement failure is measured by analyzing the relationship between pavement serviceability rates and Intensity–Duration–Frequency (IDF) data in areas frequently affected by flash floods. For example, rainfall intensities during flood events on the BR-324 highway in Brazil were significantly higher than monthly averages, with maximum values reaching 235.73 mm for a 5 min duration over a 50-year return period. These intensities showed an increase of approximately 15% over 5 to 10 years and 8% over 50 to 75 years. Qualitatively, traditional risk management methods are combined with epistemological concepts. This integrated approach fosters reflective practice, encourages the use of both quantitative and qualitative data, promotes a dynamic management environment, and supports sustainable development goals by aligning risk management with environmental and social sustainability. This study finds that incorporating epistemological insights can lead to more fluid and continuously improving risk management practices in construction, design, and maintenance. It concludes with a call for future research to explore the integration of emerging technologies such as artificial intelligence to further refine these approaches and more effectively manage complexity and uncertainty. [ABSTRACT FROM AUTHOR]

Expanding road infrastructure has caused severe fragmentation of wildlife habitats. Conducting wildlife habitat connectivity analyses and identifying potential locations for wildlife passages are valuable for regional ecological restoration and habitat protection. Taking Guangzhou as the study area, this study used a combination of the habitat suitability model, Morphological Spatial Pattern Analysis (MSPA), and landscape connectivity index to identify and analyze wildlife habitats. Wildlife dispersal paths were extracted using hydrological analyses, and the potential sites for wildlife passages were identified. The results revealed the following: (1) The study identified 21 wildlife habitats in Guangzhou with a total area of about 1,074.39 km², which are scarce in number and area, and present an unbalanced pattern of "concentrated in the eastern and northern regions and scattered in the central and western regions." Wildlife habitats can maintain the relative stability of their internal ecological functions with a high proportion of perforation areas and edge areas. However, the insufficient number of small core areas around the wildlife habitat has caused a lack of small ecological spaces outside the habitat to provide ecological stepping stones, thus harming wildlife dispersal. (2) The overall connectivity of wildlife habitats in Guangzhou increases as the diffusion ability of wild animals enhances. Wild animals with low diffusion abilities are threatened by limited habitat ranges and insufficient gene exchange. (3) There are significant differences in the role of different habitat patches in maintaining the overall connectivity of wildlife habitats. This study identified four core patches and nine important patches that play irreplaceable roles in energy flow and material circulation in wildlife habitats. Therefore, based on the importance of the patches, it is recommended that a basic pattern is developed with core patches as the cornerstone of the ecosystem in Guangzhou and important patches as support. This will provide an effective reference for wildlife habitat conservation strategies and spatial planning in the region. (4) The wildlife dispersal paths are prone to path interruption and decreased dispersal levels in areas adjacent to construction sites and road infrastructure. In total, 221.94 km of first-level wildlife dispersal paths and 84.09 km of second-level dispersal paths have been identified. A total of 51 wildlife passages were identified, including 38 points located on primary wildlife dispersal paths. The identified wildlife passage sites are mainly located at forest edges and in cultivated areas with moderate habitat suitability that are vulnerable to human activities. Considering the potential risk of habitat quality deterioration in these areas in the future, there is an urgent need to implement strategies such as forest protection zone construction and wildlife passage construction, including underground culverts and road bridge overpasses. The construction of wildlife passages can effectively ensure unimpeded dispersal paths for wild animals while reducing the negative impact of road infrastructure on habitat connectivity. The findings of this study provide a scientific basis for regional road infrastructure planning, ecological conservation, and restoration.

Vehicle speed is one of the main factors that influence the occurrence and severity of the consequences of road traffic accidents. Operating speed can be defined, among other things, as the actual speed at which the largest number of road users drive in conditions of free traffic flow. It can be measured on existing roads, however, on newly designed roads it can only be predicted. For this reason, many researchers have examined the correlation between the elements of the road as well as its surroundings and operating speed. By determining the correlation, models for predicting operating speed were created. As part of this paper, the most significant models for predicting operating speed were analysed. Of course, the largest number of models are stochastic, but in recent years, models based on artificial intelligence, more precisely on deep learning, have also been created. Accordingly, the goal of this paper is to review the model for predicting the operating speed of vehicles while identifying opportunities for further research and improvement in this area.

Road safety is a serious concern worldwide, and traffic signs play a critical role in confirming road safety, particularly in the context of AVs. Therefore, there is a need for ongoing advancements in traffic sign evaluation methodologies. This paper comprehensively analyzes the relationship between traffic sign retroreflectivity and LiDAR intensity to enhance visibility and communication on road networks. Using Python 3.10 programming and statistical techniques, we thoroughly analyzed handheld retroreflectivity coefficients alongside LiDAR intensity data from two LiDAR configurations: 2LRLiDAR and 1CLiDAR systems. The study focused specifically on RA1 and RA2 traffic sign classes, exploring correlations between retroreflectivity and intensity and identifying factors that may impact their performance. Our findings reveal variations in retroreflectivity compliance rates among different sign categories and color compositions, emphasizing the necessity for targeted interventions in sign design and production processes. Additionally, we observed distinct patterns in LiDAR intensity distributions, indicating the potential of LiDAR technology for assessing sign visibility. However, the limited correlations between retroreflectivity and LiDAR intensity underscore the need for further investigation and standardization efforts. This study provides valuable insights into optimizing traffic sign effectiveness, ultimately contributing to improved road safety conditions. [ABSTRACT FROM AUTHOR]

• We construct a multidimensional poverty index for chinese counties. • We establish a staggered DID model that controls for selection bias. • Highways significantly reduce county poverty. • The poverty-reduction effect of highways is conditional. • The poverty-reduction effect of highways diminishes with increasing altitude. This paper establishes a staggered difference-in-differences (DID) model to estimate the impact of highways on regional poverty using county-level panel data from China. We construct a multidimensional poverty index and use satellite-monitored night light brightness as a proxy indicator. The results demonstrate that highways significantly reduce county poverty and that the poverty reduction effect becomes increasingly pronounced over time. This result remains robust after controlling for non-random highway route selection. Furthermore, the poverty reduction effect of highways is conditional, with a significant poverty reduction effect in the less economically-developed western regions and non-municipal counties, and no significant poverty reduction effect in the economically-developed eastern and central regions and municipal districts. Moreover, the poverty reduction effect of highways gradually decreases as the average altitude of counties increases. Our tests provide empirical evidence for effective road investments in developing countries that incorporate poverty alleviation targets. [ABSTRACT FROM AUTHOR]

Copyright of Chinese Journal of Applied Ecology / Yingyong Shengtai Xuebao is the property of Chinese Journal of Applied Ecology and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Public transport is essential for urban mobility, reducing traffic congestion, and minimizing environmental impact. However, inadequate public transport conditions in Karachi have shifted interest towards private vehicles. The Green Line Bus Rapid Transit (BRT) System aims to offer a modern alternative and improve the current situation. This study aims to explore the role of technological developments, best practices, and standard operating procedures (SOPs) in improving service quality and attracting people to public transportation in Karachi. A cross-sectional study and survey were conducted in Karachi to gauge residents' perceptions and expectations of the Green Line BRT System. Data were collected from 450 participants using a non-probability sampling technique. The findings reveal that technological advancements contribute to improved service quality and are considered significant by consumers when evaluating and selecting public transport services. Improved road quality further reinforces this connection. These insights are essential for policymakers and transport authorities to develop strategies that increase the attractiveness of public transportation and ensure sustainable urban mobility. Addressing core issues with modern technological methods can improve public transport systems and inspire further research. [ABSTRACT FROM AUTHOR]

In the context of growing demand for road infrastructure expansion, sustainability is of key importance. Enhancing road construction technology ensures efficient, durable transportation infrastructure, vital for economic growth. Responsible road construction, especially in areas of historical and environmental significance, is essential. Preserving ecosystems and local heritage in road planning protects valuable areas and supports regional sustainability. Rural roads, often in forested areas, should maintain natural aesthetics. Economic challenges require flexible, efficient roads. Many existing unpaved roads, especially in rural and forest environments, fail to meet increasing traffic and load of heavy agricultural and maintenance vehicles. Soil stabilization methods, discussed in various publications, offer sustainable solutions. Research on ecofriendly binding additives provides the opportunity to reduce cement consumption and CO2 emissions. Such innovations enhance road efficiency, reduce maintenance costs, and benefit the environment. Investing in modern road technologies mitigates climate change effects by reducing emissions and protecting ecosystems. Our research indicates that soil stabilization technologies significantly improve road strength and durability. Additives can increase compressive strength by over 50% with minimal cement content. Continued research into road quality and durability is vital for sustainable transport infrastructure development. The results presented in this paper were obtained after two periods of solidification: after 7 and 30 days, with three types of ads (ion-exchangeable, chemical, and polymeric) to cement. In all tests, compaction strength improved by at least 35% in samples with the lowest cement content. [ABSTRACT FROM AUTHOR]

In this paper the risks that affect highway construction projects duration are studied by qualitative and quantitative approaches. For the qualitative analysis the consistency of expert opinions was evaluated, and two methods were applied to identify critical risks that affect local projects. The quantitative analysis studied the impact of those risks over the activities of a local project and also the relationship between risks using fuzzy logic and Monte Carlo simulation. [ABSTRACT FROM AUTHOR]

Lane width is crucial for traffic safety management. Previous studies have shown that inappropriate width will lead to an increase in accident probability and unsafe driving behaviors. However, there have been limited studies on determination method of special lane width for different models, especially for passenger cars. To tackle this problem, the lateral driving behavior characteristics of the expressway need to be clarified. This work aims to obtain the appropriate lane width according to the vehicles' width and lateral position characteristics. In this study, the lane lateral residual width (the distance between the vehicle body's contour and the lane marking on the same side) and the lateral safety margin are extracted as characterization indices of vehicle lateral characteristics from natural driving trajectory data of expressways. The effect of vehicle type, driving speed, and lane position on the expressway's trajectory behavior is investigated. The results show that the utilization rate of lane width is higher in the outer lane compared to the inner lane. As driving speed increases, vehicles in the inner and middle lanes exhibit shy away effect, moving away from obstacles. Substantial variations exist in the lateral width of lanes among different vehicle types. When driving in the same lane, passenger cars' lane lateral residual width that is 0.4–0.5 m wider than that of heavy vehicles. The recommended lane width for the safe operation of trucks on expressways is 3.75 m. After a comprehensive analysis of vehicle width, trajectory oscillation, and lateral safety margin, this study proposes a minimum lane width of 3.25 m and a recommended general width of 3.5 m for a passenger car‐only expressway. This study holds great significance in enhancing road safety and provides a valuable theoretical foundation for the design of lane width in a passenger car‐only expressway. [ABSTRACT FROM AUTHOR]

Sustainable road infrastructure promotes economic growth, efficient utilisation of funds and enhances people's quality of life. The current sustainability assessment models focus more on economic and environmental factors and pay minimal attention to social factors. This review paper aims to systematically consolidate existing research related to the social sustainability assessment of road infrastructure and then provide insights for future research. A thorough systematic literature review of 93 peer-reviewed journal articles, books, and industry reports published from 2000 to 2021 was conducted. Firstly, the review highlights the shortfalls of existing assessment models and provides future research directions. Secondly, the study proposes a list of nine social sustainability dimensions and 48 indicators for assessing the lifecycle social impacts of road infrastructure. Finally, an integrated conceptual framework of interrelationships among the indicators is developed. The findings help policymakers, industry professionals, and academia understand the current state of the subject. Also, the list of social sustainability indicators and their interrelationships identified assists in developing enhanced assessment models for evaluating the net lifecycle social performance of road infrastructure in future. This paper unveils several key social sustainability dimensions and indicators along with their interrelationships that remain unaddressed during the lifecycle social impact assessment of road infrastructure. Finally, the study provides future research directions that can boost the social sustainability assessment of road infrastructure. [ABSTRACT FROM AUTHOR]

Every road investment has both positive and negative consequences in spatial, economic, environmental, and social terms. The objective of the article is the social assessment of the effect of construction of the Southern Warsaw Ring Road (WRR) on: (i) the quality of life of the local community, and (ii) the residential real estate market. The analyses employed the method of quantitative analysis with the application of the survey technique. The questionnaire was made publicly available to residents of the Wilanów district in Warsaw. Results obtained in the scope of the study render decision making models of respondents depending on the distance of the place of residence from the WRR. The results reveal that responses given by the group of respondents living nearer the ring road are the most variable, particularly in the context of assessing the effect of the investment on the quality of life, including nuisance related to the express road and plans to change the place of residence. The same group of respondents provided the highest share of responses supporting the claim that housing prices increased due to the construction of the ring road.

Road fatalities were labelled a pandemic as early as 1973 (BMJ 1973). The number of road fatalities reached 1.35 million in 2016. Currently over 3 500 people perish every day on the world's roads. South Africa has one of the highest road fatality rates in the world, with a fatality rate of 25.9 deaths per 100 000 population (WHO 2018). In order to understand and improve the road safety situation of a region, effective road safety assessments must be carried out. This paper presents a comparison of four different road safety assessment approaches, both traditional and novel, and serves as a proof of concept for the 'road safety desert' methodology, a new technique adapted from the 'transit desert' concept. This new approach to road safety assessment explores the possibility of geo-coded supply and demand comparisons to identify 'road safety deserts' - areas that have a comparatively higher road safety risk. This paper shows that there are several unique and effective ways to assess road safety, and that each approach incorporates different characteristics within their methodologies. It is recommended that road safety analysis is conducted using a multitude of methods, so as to improve understanding and intervention selection. [ABSTRACT FROM AUTHOR]

Purpose: This research aims to evaluate the status of project management best practices in the road infrastructure sector of Ghana through the inquiry of project managers' competency. Design/methodology/approach: Based on a thorough literature review on competency and project management best practices, a criterion for measuring best practices based on the competencies was identified. Using closed-ended questionnaires as a survey instrument, data was collected and analyzed using a one-sample t-test, Kendall's concordance coefficient and simple regression. Findings: The key finding reveals that in achieving project management best practices for the Ghanaian road infrastructure projects, project managers should straighten and strengthen their capability in terms of skills, personal characteristics and knowledge as ranked. An appropriate blend of these characteristics would be a necessary requirement for project managers. Through this, project managers and project-based road infrastructure organizations will be able to win the confidence of their stakeholders and attain improvements in cost-effectiveness, quality and time management. Research limitations/implications: This study provides project managers in the road infrastructure sector with relevant information on which criteria and variables are critical and are frequently required to manage such projects. This will be helpful for training programs and professional development of project managers in the road infrastructure sector. Originality/value: The study provides a new direction and focuses for project managers in the road infrastructure industry toward best project management practices in developing countries. It also complements existing studies in this area which deepen the understanding of the subject area. [ABSTRACT FROM AUTHOR]

Building Information Modeling (BIM) has been widely adopted in the building sector. However, it is still an emerging topic in road infrastructure projects despite its enormous potential to solve ongoing issues. While there have been several recent studies on BIM implementation in road projects, there is a lack of research analyzing the actual BIM Uses in road projects as reported in academic and technical documents. Considering this gap, this paper presents a systematic review of BIM Uses and complementary technologies to BIM in road infrastructure projects. The research method consisted of a systematic review composed of five stages: (1) question formulation, (2) searching of relevant documents, (3) document selection, (4) evidence collection, analysis, and synthesis, and (5) results report. A total of 384 documents were collected, from which 134 documents reporting BIM Uses on roads were analyzed. This study has two main contributions. First, 39 BIM Uses were identified, which are classified into nine categories: road design, traffic analysis, soil aspects, road safety, environmental issues, other engineering analysis, construction planning and analysis, cost analysis, and construction monitoring and control. Second, a set of 26 technologies complementary to BIM adoption in roads were identified, among the most prevalent of which are geographic information systems (GISs) and laser scanning. The results serve as a basis for researchers to learn about the status and propose future developments on BIM adoption in road infrastructure. [ABSTRACT FROM AUTHOR]

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]

Copyright of Revista Novasinergia is the property of REVISTA NOVASINERGIA and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

A country's economic development and prosperity depend on its cities. This study is conducted due to an effectiveness of road infrastructure are still a key issue that affecting quality of life in urban areas. Traffic jams, accidents and delays not only cause driver frustration and inconvenience, but also have serious economic and environmental impacts. This study attempts to identify the type of road infrastructure, to investigate the risk classification of road infrastructure and to suggest the potential development of road infrastructure in development of rural area. The study focused on the rural development area and this research includes data collection from primary and secondary sources such as interviews. Stakeholders and expert players have been interviewed for this research. The data that we found has been analysis using content analysis which is matrix table. The results of this study have found that there are several issues that exist in implementing of good road infrastructure concept and initiatives and development in rural development area. In conclusion, all respondents gave a positive review on the study and the research shows that good road infrastructure is needed to create our country safer and our cities towards liveable city. [ABSTRACT FROM AUTHOR]

Planned maintenance of transportation infrastructure is a milestone in maintaining the functionality and safety of road networks. This paper is part of this process and aims to propose an easily applicable and versatile operational methodology for prioritizing maintenance interventions generally scheduled on road networks of considerable extent. An operational methodology for ranking and prioritizing maintenance interventions is proposed; this method is applicable to road networks of such size that direct inspection of each situation is impossible. The core of the paper is the analytical description of this methodology, based on a weighted sum function of three blocks: i) Category − is a score related to the purpose of the intervention; ii) Asset − is a score due to the road on which the intervention is located (considering Average Daily Traffic, Accidentality, Social Cost, Road Type, Routes); iii) Typology − is a score related to the element on which the intervention is being carried out. After describing the parameters and the implementation procedure for each block, the calibration of the relative weights is described, and a sensitivity analysis is performed. In the case study, the proposed methodology is applied to the ANAS corporate network in Italy. This case study will highlight the usefulness, versatility, and operability of the methodology with GIS (Geographic Information System) tools for implementing thematic maps. A concluding section concerns the addition of a scoring block − Spatial Context − as an additional differentiating factor due to the spatial context of each road.

Abstract Lane width is crucial for traffic safety management. Previous studies have shown that inappropriate width will lead to an increase in accident probability and unsafe driving behaviors. However, there have been limited studies on determination method of special lane width for different models, especially for passenger cars. To tackle this problem, the lateral driving behavior characteristics of the expressway need to be clarified. This work aims to obtain the appropriate lane width according to the vehicles' width and lateral position characteristics. In this study, the lane lateral residual width (the distance between the vehicle body's contour and the lane marking on the same side) and the lateral safety margin are extracted as characterization indices of vehicle lateral characteristics from natural driving trajectory data of expressways. The effect of vehicle type, driving speed, and lane position on the expressway's trajectory behavior is investigated. The results show that the utilization rate of lane width is higher in the outer lane compared to the inner lane. As driving speed increases, vehicles in the inner and middle lanes exhibit shy away effect, moving away from obstacles. Substantial variations exist in the lateral width of lanes among different vehicle types. When driving in the same lane, passenger cars' lane lateral residual width that is 0.4–0.5 m wider than that of heavy vehicles. The recommended lane width for the safe operation of trucks on expressways is 3.75 m. After a comprehensive analysis of vehicle width, trajectory oscillation, and lateral safety margin, this study proposes a minimum lane width of 3.25 m and a recommended general width of 3.5 m for a passenger car‐only expressway. This study holds great significance in enhancing road safety and provides a valuable theoretical foundation for the design of lane width in a passenger car‐only expressway.

Abstract The introduction of connected and automated vehicles (CAVs) has the potential to bring numerous advantages to urban mobility. However, many challenges for road infrastructure need to be overcome before those benefits can be achieved. This study addressed multiple dimensions of the implications of CAV deployment for road infrastructure through a comprehensive survey with 168 experts from different sectors and regions around the world. The issues are grouped into five categories: (1) key challenges of accommodating CAVs in existing urban transport networks; (2) infrastructure improvement required for shared CAV models; (3) maintenance aspects of infrastructure for CAVs; (4) implementation time of infrastructure support for CAVs; and (5) financing infrastructure upgrades to facilitate CAVs on the roads. The outcomes of the research show that there is still no consensus among the stakeholders on what should be considered to maximise CAV benefits for society as a whole. This indicates the necessity for cooperation between stakeholders to achieve the safe and efficient operation of CAVs. Overall, this study provides in‐depth insights for decision‐makers and transport planners to form policies, regulations, and guidelines regarding the future implementation of CAVs for roads before their commercialisation phase.

Phosphogypsum-based materials have gained much attention in the field of road infrastructure from the economic and sustainable perspectives. The Three-point bending test, the Four-point bending test and the Semi-circular bending test are three typical test methods applied for fracture energy measurement. However, the optimal test method for fracture energy evaluation has not been determined for phosphogypsum-based materials. To contribute to the gap, this study aims to analyze and compare the three test methods for fracture energy evaluation of phosphogypsum materials based on the peridynamic theory. For this purpose, the load–displacement, vertical displacement–Crack Mouth Opening Displacement (CMOD) and fracture energy of the phosphogypsum-based materials were measured and calculated from the three test methods. The simulated load–displacement and vertical displacement–CMOD by PD numerical models, with different fracture energy as inputs, were compared to the corresponding tested values according to simulation error results. The results showed that the Four-point bending test led to minimized errors lower than 0.189 and indicators lower than 0.124, demonstrating the most optimal test method for the fracture energy measurement of phosphogypsum-based material. The results of this study can provide new methodological references for the selection of material fracture energy measurement tests.

Copyright of GeSec: Revista de Gestao e Secretariado is the property of Sindicato das Secretarias e Secretarios do Estado de Sao Paulo (SINSESP) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The purpose of this study is to analyze how much influence Road Infrastructure, Water and Electricity, on GRDP in South Sumatra Province. The data used in this study is secondary data which includes GRDP data at constant 2010 prices, road length according to good road conditions, water data using the amount of water supplied, and electricity data using the distribution of electricity sold in South Sumatra Province from 2018-2022. The data obtained will be analyzed through panel data regression. The results showed that road infrastructure development has a positive and significant impact on Gross Regional Domestic Product (GRDP), while water infrastructure has a positive but insignificant impact on GRDP. In addition, electricity infrastructure also has a positive and significant impact on GRDP. The results also show that the road and electricity variables jointly affect the GRDP variable in South Sumatra Province in 2018-2022. [ABSTRACT FROM AUTHOR]

The introduction of connected and automated vehicles (CAVs) has the potential to bring numerous advantages to urban mobility. However, many challenges for road infrastructure need to be overcome before those benefits can be achieved. This study addressed multiple dimensions of the implications of CAV deployment for road infrastructure through a comprehensive survey with 168 experts from different sectors and regions around the world. The issues are grouped into five categories: (1) key challenges of accommodating CAVs in existing urban transport networks; (2) infrastructure improvement required for shared CAV models; (3) maintenance aspects of infrastructure for CAVs; (4) implementation time of infrastructure support for CAVs; and (5) financing infrastructure upgrades to facilitate CAVs on the roads. The outcomes of the research show that there is still no consensus among the stakeholders on what should be considered to maximise CAV benefits for society as a whole. This indicates the necessity for cooperation between stakeholders to achieve the safe and efficient operation of CAVs. Overall, this study provides in‐depth insights for decision‐makers and transport planners to form policies, regulations, and guidelines regarding the future implementation of CAVs for roads before their commercialisation phase. [ABSTRACT FROM AUTHOR]

Assuring accessibility throughout the country requires good road infrastructure. Like in many other African nations, including South Africa, a sizable portion of the population lives in rural areas where, as of yet, no downstream development has cascaded to them. This paper explores how road infrastructure can transform the socio-economic development of rural areas. Most entrepreneurs in rural areas struggle to grow as they have challenges connecting themselves to the market due to poor road infrastructure. The South African rural areas such as Greater Giyani in Mopani District desire to be easily connected to economic activities. Most of them uses buses and minibuses such as taxi as a mode of transport, however, accessibility during the rainy season is a problem. To achieve the objective, a large literature was considered for review in order to come up with a conclusion and recommendation. It is observed that road infrastructure plays an important role in rural socio-economic development. [ABSTRACT FROM AUTHOR]

Highway agencies are increasingly directed to broadly incorporate social equity goals into infrastructure planning. To better accommodate these goals in their decision making, it is essential for practitioners to assess the current level of social equity in road network performance. However, social equity in road network performance has primarily been assessed qualitatively in the existing literature, making objective assessments difficult. This work addresses this gap by proposing a quantitative approach to assessing social equity in a road network. This is achieved by formulating an assessment approach and exploring numerical measures to evaluate social equity for road network performance. The proposed approach is implemented on the street network of two cities in the United States: Seattle and New York. With the help of GIS-based visualization, the street network is studied in conjunction with the socioeconomic demographics of the city to gauge its current levels of social equity. The formulations and measures proposed in this study expand the use of quantitative metrics of social equity to support decision making. An objective evaluation of social equity levels can assist needs assessment and guide decision making. [ABSTRACT FROM AUTHOR]

Linear infrastructure projects, including roads, tunnels, and railroads, are vital for the socioeconomic advancement of regions and nations. Given their large scale, these projects require significant resources, leading to substantial environmental impacts and demanding the collaboration of professionals from multiple disciplines. In this context, it is essential to adopt strategies that favor digitalization to enhance the sustainability of such projects by automating the analysis of various alternatives. Despite the proliferation of studies in this area, there needs to be more research synthesizing the main trends in digitalization and sustainability in linear projects. Given this knowledge gap, this study focuses on identifying and analyzing the main trends in digitalization and sustainability in the context of linear infrastructure projects. To this end, a comprehensive bibliometric analysis of a selected set of papers has been carried out. The research method follows five main steps: (1) scope definition, (2) selection of bibliometric analysis techniques, (3) data collection, (4) bibliometric analysis execution, and (5) evidence analysis and synthesis. An analysis of 419 documents was done, applying performance analysis and scientific mapping techniques. The results reveal that trends in digitalization and sustainability in linear projects can be categorized into five main clusters: road construction, road administration, life cycle analysis, digitalization of linear infrastructure, and sustainable development, leading this line of research towards computer-aided design technologies such as BIM, GIS, and computer vision to study sustainable development throughout the whole life cycle analysis of linear infrastructure projects. [ABSTRACT FROM AUTHOR]

This paper converts the six reasons for inclusive development proposed by Gupta into a heuristic device for evaluation of inclusive development in road infrastructure projects in Nairobi. The Gupta Rationale entails six key evaluative elements of, that is, whether the project has achieved: Welfare of the poor and marginalized, Human rights, Economic Sustainability, Human security and livelihood support, Inclusive decision-making and Non production of poverty. This study subjected the Nairobi-Thika Road Improvement Project to this evaluative criterion as case study. The results of the evaluation are that the project mainly focused on enhancing the comfort of the private motorist, no serious violations except on few occasions when structures used by informal SMEs were demolished without offers of viable alternatives, the project led to improved infrastructure with significant economic benefits, densification and crowding occasioned by high land prices has led to overstretched infrastructural services thereby threatening the human security in the neighbourhoods along the corridor, the project was not inclusive in terms of decision-making but was a top-down outfit that did little to incorporate local governments and communities, and that it caused production of poverty by destroying livelihoods of petty traders and employees of SMEs that were operating along the corridor. The paper demonstrates that the Gupta Rationale can clearly assess the extent of inclusive development in a project and help to reach the conclusion as to whether a particular project's processes and outcomes engender inclusive development. In the case of Nairobi, for instance, the device has helped reach a rational decision that development is not inclusive. Recommendation is made that the Gupta Rationale should be used in the ex-ante and ex-post evaluation of road improvement projects or any other urban development project for that matter. This would help mainstream inclusive urban development. [ABSTRACT FROM AUTHOR]

Climate change is causing an increase in the frequency and intensity of wildfires, demonstrating that our capacity to respond to them is insufficient. Therefore, it is necessary to reconsider wildfire management policies, practices, and decision-support tools, extending beyond emergency measures. This study presents the extension of a GIS-based methodology for fire analysis, providing decision-making support for the implementation of new fire-related policies for road transportation infrastructure. It represents a novel contribution that facilitates the transition towards proactive wildfire policies. The framework is demonstrated to support informed decision-making, addressing both reactive actions, i.e., emergency response, and the evaluation of proactive adaptation measures at a system level. The results suggest that landscape management policies can play an important role in improving the resilience of road networks to wildfires.

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.

Globally, there have been sustained efforts at addressing inclusion by providing access to safe, accessible, reliable, and affordable transport systems for all, including persons with mobility impairment. Individuals or groups such as children, the elderly, and people with disabilities, whose capacities to travel are restricted by some permanent or temporary frailties have been generally referred to as Persons With Mobility Impairment (PWMI). While many city dwellers take mobility for granted, it is not the case for PWMI as their travel experiences are marked by exclusion and frustrations due to inherent barriers in transport infrastructure and services. This study examined usability of road infrastructure for persons with mobility impairment. The study was centred on six randomly selected cities in Nigeria. Survey research design was employed by which primary data were collected through geometric measurement, observation, and the use of structured questionnaire. We adopted the Safety, Accessibility, Reliability and Affordability (SARA) analytical framework for data analysis. Statistical analyses of data were done using descriptive statistics, Analysis of Variants (ANOVA), and the Kruskal-Wallis H test. The study found insignificant numbers, and (in some cases), complete non-existence of pedestrian infrastructure and universal design facilities on major roads in the investigated cities. Most of the roads examined have facilities in less than 20% of the required locations. There was no statistically significant difference between the mean number of facilities across the selected roads and across the six cities studied. More than 90% of respondents rated each of the usability indices (safety, accessibility, reliability, and affordability) low. Generally, roads in Nigerian cities are characterised by structural barriers which impede safety and accessibility for people with mobility impairment thereby making them experience unreliable and less-affordable journeys, reflecting the low usability of road infrastructure across the cities.

This paper presents the results of research conducted among 100 local government units performing the duties of road network administrators, i.e., administrators of municipal roads (AMR), county roads (ACR) and those operating within the boundaries of cities with county rights (ACCR). The aim of the research was to identify and assess management problems related to the implementation of statutory measures related to the protection and development of respective road networks. A hypothesis was formulated about the existence of statistically significant differences between the AMR, ACR and ACCR groups, which was verified by quantitative analysis of the data obtained from the online survey. They were analysed and interpreted using the SPSS package and using measures of descriptive statistics, the correlation coefficient and the Kruskal–Wallis test by ranks. The results of the study indicate that the difficulties of providing and maintaining an efficient road network pavement, as well as the challenges of developing draft financing plans for the construction, reconstruction, and rehabilitation of the road network, are currently the main points of focus for all road administrators. The lack of statistical significance of intergroup differences was observed in the vast majority of measurements. The exceptions to this were the differences that occurred in the total number of difficulties reported, which were greater among the members of AMR and ACR than ACCR, as well as the differences related to the implementation of measures undertaken for the maintenance of roadside greenery, which were more onerous for ACR.

Pedestrian safety is essential to realize a walkable city. This study analyzed the impact of road infrastructure and traffic control on severity of pedestrian–vehicle crashes at intersections and non-intersections. We applied a bias-reduced logistic regression analysis using 86,406 pedestrian–vehicle crashes data including 2636 fatal accidents in Japan. The results of the study indicate that medians increased the severity of crashes at intersections; on the other hand, they decreased the severity at non-intersections. In addition, flashing traffic signals increase the severity while stop signs decrease the severity at intersections.

This study examines the integration of epistemological principles into road infrastructure risk management, emphasizing the need for adaptive strategies in the face of inherent climate uncertainties, particularly flash floods. A systematic review of peer-reviewed articles, industry reports, and case studies from the past two decades was conducted, focusing on the application of epistemological approaches within the infrastructure sector. The research employs a mixed methods approach. Quantitatively, the risk of pavement failure is measured by analyzing the relationship between pavement serviceability rates and Intensity–Duration–Frequency (IDF) data in areas frequently affected by flash floods. For example, rainfall intensities during flood events on the BR-324 highway in Brazil were significantly higher than monthly averages, with maximum values reaching 235.73 mm for a 5 min duration over a 50-year return period. These intensities showed an increase of approximately 15% over 5 to 10 years and 8% over 50 to 75 years. Qualitatively, traditional risk management methods are combined with epistemological concepts. This integrated approach fosters reflective practice, encourages the use of both quantitative and qualitative data, promotes a dynamic management environment, and supports sustainable development goals by aligning risk management with environmental and social sustainability. This study finds that incorporating epistemological insights can lead to more fluid and continuously improving risk management practices in construction, design, and maintenance. It concludes with a call for future research to explore the integration of emerging technologies such as artificial intelligence to further refine these approaches and more effectively manage complexity and uncertainty.