The paper examines changes in economic activity occurring in municipalities around the motorway D11, after a new section of motorway has been opened in 2006. The aim of the paper is to determine the ...extent to which the detected changes in the region can be connected with the opening of the motorway section. The changes in establishment and extinction of firms with distinction by industry sector are evaluated using descriptive analysis and Difference in differences method. The results of the research show certain manifestations regarding the opening of the motorway, since the changes in firm birth intensity are the highest in the group of municipalities that are within 8–12 min' drive from the motorway, and with increasing distance from the motorway the intensity decreases. The link with the proximity of the motorway indicates increase of firms in general, within sector categories it stands for manufacturing industry, construction and logistics. At the same time, for municipalities at the distance of 12–20 min away we recorded slight decrease of firm birth intensity in comparison to a period before opening of the motorway section. These results indicate that the main road infrastructure positively influences only the nearest area.
•Birth rate of firms grew faster in municipalities around new opened motorway.•Municipalities 8–20 min from motorway experienced decrease in firm birth rate.•Manufacturing, transport, and construction sectors seem to be most influenced.•Firm birth rate on original main routes also influenced by transit traffic decrease.•Original main route more distant to motorway experienced more negative changes.
The significant increase in freight transport during an after the COVID-19 era, is leading to a continuous increase in the number of trucks and their proportion in traffic conditions. The objective ...of the present study is to quantify the impact of trucks on traffic and environmental conditions of a motorway. To achieve this objective, traffic data from Nea Odos Motorway were used for a period of two months in 2021. Within the analysis framework, micro-simulation was used in order to examine impacts mainly on traffic, environment and energy efficiency on network level for different penetration rate scenarios of trucks. Results indicate several insights for the network due to different penetration rates of truks confirming that traffic and environmental conditions are largely affected by freight transport and providing stakeholders and policy makers with important conclusions.
Severity And Causes of Accidents Saba Rizwan; Hira Ejaz; Fatimah Iqbal ...
Pakistan Armed Forces medical journal,
08/2018, Letnik:
68, Številka:
4
Journal Article
Recenzirano
Odprti dostop
Objective: To evaluate the severity and causes of accidents on motorways M-1 and M-2. Study Design: Descriptive survey. Place and Duration of Study: Department of Public Health, Sarhad University ...Islamabad Campus from Jan to Mar 2017. Material and Methods: It was a census study and data of all accidents, occurred during 2015 (01 Jan-31 Dec), was collected by using National Highway and Motorway Police Forms (Form No: 1.1/ops, 1.2/ops and 1.3/ops). No sampling technique was involved as all accidents were studied. Results: Out of total 453 accidents during 2015, 242 (53%) were non-fatal, 102 (23%) were fatal and 109 (24%) involved property damage. Out of total 153 deaths, 89 (58%) were passengers, 51 (33%) were drivers and 13 (9%) were pedestrians. Six hundred (77%) passengers were injured out of 769 and number of drivers injured was 169 (22%). Major causes of accidents were over speeding (39%), dozing at wheel (21%) and tyre bursts (15%). Most of accidents were reported on Saturdays and Sundays; 78 (17%) and 75 (16.5%) respectively, whereas least number reported on Fridays 49 (11%). Maximum number of accidents happened in December that was 69 (15%), followed by July and September (14% in each month). Conclusion: According to the results of this study road accidents are more prevalent in male drivers (91%). Majority of crashes involved LTV (70%) and peak timings were midnight to early morning (30%) and afternoon (28%). Over speeding and dozing at wheel (63%) and poor tyre conditions (27%) were main causes of accidents requiring multi-sectoral approach along with community participation.
This study quantifies the change in traffic flow on the M25 motorway in the UK due to the COVID-19 outbreak. Moreover, the impact of the change in traffic flow on non-exhaust PM2.5 and PM10 emissions ...for different categories of vehicle was explored. During the year of the COVID-19 outbreak (March 2020 to February 2021), the total traffic flows of passenger cars (PCs), light goods vehicles (LGVs), heavy goods vehicles (HGVs), and long HGVs on the M25 motorway decreased by 38.6%, 27.6%, 15.9% and 7.2%, respectively, in comparison to the previous year. Correspondingly, the total mass of non-exhaust emissions (PM2.5 and PM10) of PCs, LGVs, HGVs, and long HGVs reduced by 38.7%, 27.3%, 16.2% and 7%, respectively. The traffic flows per year before and during the COVID-19 outbreak of long HGVs were 87.2% and 80.7% less than those of PCs. Correspondingly, the long HGVs emitted 10.2% less but 36.3% more PM2.5 emissions, as well as 10.9% and 66.7% more PM10 emissions than the latter, indicating that long HGVs contribute much more to non-exhaust particles than PCs. In addition, it was found that resuspension of road dust on the M25 motorway was the largest contributor to air pollution among non-exhaust emissions, followed by road wear, tyre wear, and brake wear particles.
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•Traffic flow was quantified on the M25 before and during the year of the outbreak.•Total non-exhaust PM2.5 and PM10 mass of four categories of vehicles were evaluated.•Long HGVs emitted the most non-exhaust particles, followed by HGVs, LGVs and PCs.•Resuspension of road dust was the largest contributor to non-exhaust particles.
Impacts of driving automation on traffic flow and emissions are usually studied with traffic simulations using only few speed limits and traffic volumes. Without considering the real-world prevalence ...of simulated scenarios, it is unknown how the results translate to real-world conditions, such as a regional motorway network. The present study assessed the potential impacts of conditionally automated driving, described by stable vehicle motion control and longer time gaps, on the European motorway network assuming no changes in other influential factors, such as travel demand or vehicle fleet. Traffic simulations provided estimates of the effect magnitude per vehicle kilometre travelled (VKT) in representative conditions, and results were scaled up using map-, traffic- and weather-related data, accounting for the VKT per condition. Overall, the impacts of automated vehicles (AVs) on the European motorway network are likely small. Travel times and delay are estimated to increase by 0.8% and 1.3% respectively at a 100% AV penetration rate among passenger cars, and CO2 emissions to drop by 0.5%. While large reductions of average travel time (up to 8.0–10.4%), delay (up to 17.5–34.8%) and emissions (up to 13.5–15.0%) were found at high traffic volumes, most (86%) of the VKT accumulate at low traffic volumes, with small estimated effects. Thus, although beneficial in some conditions, the AVs considered in this study are not likely to support Europe’s sustainability goals. Findings advocate a comprehensive approach: Whereas impacts are likely greatest in heavy traffic, the prevalence of conditions must be considered in network level assessment.
The present investigation focuses on Boops boops specimens gathered in the Gulf of Patti in 2010. Providing a snapshot from the past, this paper represents, chronologically, the first record of ...microplastic ingestion in the Mediterranean bogue. The plastic abundance and composition in gastrointestinal tracts of the bogue was assess, in order to improve the knowledge on spatial-temporal variability of microplastics pollution in the Mediterranean basin and in particular, in the southern Tyrrhenian Sea. In a total of 65 specimens, 180 particles of plastic (2.8 items/specimens), mainly belonging to microplastics class, were found. Fragments (63%) and fibres (30%) were the predominant shape categories. Eleven polymers were identified: polypropylene and polyethylene were the most abundant. Several synthetic polymers belonging to the class of elastomers were also observed. The study area is strongly influenced by the absence of trawl fishing activities and a low mixing level of the seabed that, together with the confluence of different watercourses and the presence of different kind of anthropic impact, including motorway, could make it a ‘waste disposal site’. Finally, our results suggest the usefulness to retrieve older samples to better understand spatial-temporal changes in marine litter pollution over time.
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•Microplastics were found in Boops boops from the Gulf of Patti.•Most of the litter comprised fragments (63%) and fibres (30%).•The average number of microplastics was 2.8 items/specimen.•Eleven polymer types were identified.•Suitability of bogue to monitor spatial-temporal variability of plastic pollution.
•Drivers on slip roads want vehicles on the target lane to decelerate.•Drivers in target lanes rate the behaviour of vehicles on slip roads ambiguously.•AVs are rated identically or even more ...positively than MVs with identical behaviour.•No different safety distance is kept from automated vehicles.•Results show that cross-border traffic between Germany and UK with AVs is feasible.•Intercultural aspects must still be considered in the development of AVs.
To ensure safe and uninterrupted traffic flow, (semi-)automated vehicles must be capable of providing comprehensible and agreeable implicit communication cues to human drivers. This driving simulator study investigated the assessment of implicit communication at a motorway slip road through longitudinal driving dynamics (acceleration, deceleration, and maintaining speed). The second aim of the study was to determine whether expectations of automated vehicles are different from those of human drivers. And thirdly, we investigated whether these findings are country-specific or can be (partially) generalised to other countries. The perception of three means of communication in connection with the presence of a labelling as an automated vehicle (eHMI) was examined in two samples in Germany and England. 27 participants drove from a slip road onto the motorway and interacted with another vehicle. After a stretch on the motorway, they passed a second slip road on which there was a vehicle merging onto the participants lane. This was repeated six times to test all variables. After each situation, the perceived cooperativity and criticality was recorded, as well as the time headway (THW) to the other vehicle. This paper presents the findings from the UK sample and compares them with the German results, which were previously published. Results show, that when the cooperating vehicles are on the slip road, participants from both countries prefer this vehicle to decelerate. However, when participants themselves are on the slip road, expectations for vehicles on the target lane are ambiguous in the UK sample. Except for one aspect (perceived cooperativity of decelerating vehicles on the slip road), the perception of automated vehicles is similar to those of manual drivers. Also, UK participants do not maintain a different safety distance from these vehicles, while this is the case in the German sample. This paper contributes valuable insights into the cross-cultural evaluation of driving dynamics, shedding light on implications for the development and acceptance of automated vehicles.
•Motorway travel time latency in variable message sign information shown to exist.•Model developed to remove the effect of latency using historical travel time data.•Delay profiles distinctly ...different depending on time of day, week and month.•Prediction model can be easily transferred to other networks.•Results beneficial to motorway operators and users alike.
Real-time traffic information is now a crucial part of operating a road network. The quality, accuracy and reliability of such information is critical to the road operators and users. Real-time travel time prediction methods using Automatic Number Plate Recognition cameras or Bluetooth/Wi-Fi readers that use matching algorithms to generate travel times in real-time can be vulnerable to an inherent latency issue. Measured travel times are based on vehicles that have already completed the journey and may not be representative for users about to commence that same journey. The aim of this research was to identify the latency in travel time prediction, quantify its effect, and develop a model to remove it. Datasets for the M50 motorway in Dublin, Ireland, were used to conduct the analysis. The results show that real-time travel times can be more accurately predicted when combined with historical travel time information. The approach was found to be valid and achievable and the developed tool can predict and inform both road operators and users during regular periods of congestion. The project also identified other data sources, such as real-time Automated Incident Detection (AID) loop data, incident and weather data, that can further enhance the predicted travel time calculation.
The Luka tunnel is designed for the 0302 Jílové – Hostěradice section of the D3 motorway. This has a length of 1843m and will consist of two tunnel tubes of T 9.5/100 category. It is proposed that a ...1354m long exploratory gallery be put in place in the left-hand tunnel tube. It will be used for detailed geotechnical exploration in a rock environment that has been negatively affected by past mining activities. The exploratory gallery will be constructed using a procedure that will limit the possible stability risks during its excavation. The knowledge gained from the excavation of the gallery and from the comprehensive survey operations undertaken will serve as the essential basis for the reliable design and safe construction of the tunnel tubes. The current state of the D3 motorway differs greatly along its individual sections. The more southerly located sections D 305/II (Nová Hospoda) to D 309 (Úsilné) are in operation. Section D 310 Úsilné – Hodějovice with the České Budějovice bypass is under construction, and the construction in the direction of Austria has not yet proceeded 1. The situation is very disappointing particularly in the Central Bohemian region, even though exploration operations are underway to a limited extent in sections D 301 to D 305/I, as construction has not yet started due to problems with obstructions or objections by activists of various types. The problem is that it is demonstrable that the existing road I/3, which is also part of the main international road route E55, is already completely inadequate both in terms of capacity and in terms of its alignment running through several developed residential complexes. After the completion of the D3 motorway, this road will be usable as an alternative diversion route without major modifications in the event of a required closure of the motorway.
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