Highways

Following the increases in prices of materials and labour in the year 2010, the revision / updation of CSR has been carried out. In the year 2010 we have seen the prices of steel / diesel / bitumen go up considerably. Analysts are still uncertain with the prices in the year 2011. For the year 2010, we have carried out a general revision of all prices up to January 2011 in consultation with leading manufacturers, supplier, and specialist contractors.

These rates have been developed using NHA Rate Analysis formulae developed for previous CSRs with slight improvements wherever necessary. The variation in the proposed rates is anticipated in certain cases, which may be due to varying degrees / levels of productivity and price differences of various inputs at the regional level.

The rates, prices and outputs included in the resources and unit cost calculations, including allowances for wastage, normal productivity and efficiency are based on roadwork and bridge projects being carried out by NHA. The unit rates are average unit rates for a particular district and not project specific. The market can change very rapidly, which would obviously have an impact on the unit rates.

It must be understood that main objective of the CSR is to provide a realistic reference base for preparing Cost Estimates / PC-I and Evaluation of Bids, for NHA projects.

Following the increases in prices of materials and labour in the year 2010, the revision / updation of CSR has been carried out. In the year 2010 we have seen the prices of steel / diesel / bitumen go up considerably. Analysts are still uncertain with the prices in the year 2011. For the year 2010, we have carried out a general revision of all prices up to January 2011 in consultation with leading manufacturers, supplier, and specialist contractors.

These rates have been developed using NHA Rate Analysis formulae developed for previous CSRs with slight improvements wherever necessary. The variation in the proposed rates is anticipated in certain cases, which may be due to varying degrees / levels of productivity and price differences of various inputs at the regional level.

The rates, prices and outputs included in the resources and unit cost calculations, including allowances for wastage, normal productivity and efficiency are based on roadwork and bridge projects being carried out by NHA. The unit rates are average unit rates for a particular district and not project specific. The market can change very rapidly, which would obviously have an impact on the unit rates.

It must be understood that main objective of the CSR is to provide a realistic reference base for preparing Cost Estimates / PC-I and Evaluation of Bids, for NHA projects.

The effect of adverse weather conditions on the safety of vehicles moving on different types of roads and measuring its margin of safety have always been a major research issue of highways. Determining the exact value of friction coefficient between the wheels of the vehicle and the surface of the pavement (usually Asphalt Concrete) in different weather conditions is assumed as a major factor in design process. An appropriate method is analyzing the dynamic motion of the vehicle and its interactions with geometrical elements of road using dynamic simulation of vehicles. In this paper the effect of changes of friction coefficient caused by the weather conditions on the dynamic responses of three types of vehicles: including Sedan, Bus, and Truck based on the results of Adams/car Simulator are investigated. The studies conducted on this issue for different weather conditions suggest values ranging from 0.04 to 1.25. The results obtained from simulation based on Adams/car represent that the friction coefficient in values of 0.9, 0.8, 0.7, 0.6 do not effect on braking distance significantly and it is possible to attribute them all to dry weather condition. However, as it was anticipated the values of 0.5, 0.4, 0.28 and 0.18 have significant differences in braking distance. Hence, the values of 0.5, 0.4, 0.28 and 0.18 can be attributed to wet, rainy, snowy and icy conditions respectively.

Huge investments are being made by the Government of India for development of highway projects with the assumption that creation of transport infrastructure will bring about economic and social development along their corridors. However, several studies show that transportation is not the only driver of development.
In this study we compare the levels of development and settlement pattern of districts that lie both on and away from the corridor to assess the importance of transport infrastructure in regional development.

The National Highway 2 which cuts across 13 of the 71 districts of Uttar Pradesh with varying levels of development within a single governance structure is taken as the case study.
Levels of development are assessed by using a composite index and z-scores for development indicators. Settlement pattern analyses include rank size, nearest neighbor, kernel density and directional distribution of settlements.

The study indicates that the mere presence of a highway is not a determining factor of the levels of development of the districts along it. Other drivers of economic growth also play a role. Consequently, the corridor cities show a slower growth rate relative to the non-corridor cities. However, a significant increase is taking place in the number of Census Towns and Nagar Panchayats and in the rates of growth of smaller towns irrespective of their location vis-à-vis the highway.
The settlement pattern analyses show that rapidly growing larger urban centers have a propensity to drive development in their immediate hinterlands implying that new and smaller towns would be influenced positively if they are functionally linked to these urban centers. It is also indicated that clustering in belts positively influences levels of development if the settlements are aligned and distributed along the highway. This suggests that a corridor pattern of settlement distribution is beneficial and can be chosen as a strategy for regional planning in the state.

Following the increases in prices of materials and labour in the year 2010, the revision / updation of CSR has been carried out. In the year 2010 we have seen the prices of steel / diesel / bitumen go up considerably. Analysts are still uncertain with the prices in the year 2011. For the year 2010, we have carried out a general revision of all prices up to January 2011 in consultation with leading manufacturers, supplier, and specialist contractors.

These rates have been developed using NHA Rate Analysis formulae developed for previous CSRs with slight improvements wherever necessary. The variation in the proposed rates is anticipated in certain cases, which may be due to varying degrees / levels of productivity and price differences of various inputs at the regional level.

The rates, prices and outputs included in the resources and unit cost calculations, including allowances for wastage, normal productivity and efficiency are based on roadwork and bridge projects being carried out by NHA. The unit rates are average unit rates for a particular district and not project specific. The market can change very rapidly, which would obviously have an impact on the unit rates.

It must be understood that main objective of the CSR is to provide a realistic reference base for preparing Cost Estimates / PC-I and Evaluation of Bids, for NHA projects.

Intersections are critical places which experience high levels of accidents due to the availability of vehicle movements from different directions. Therefore, there is a need to understand the factors that significantly contribute to injuries at such places. These factors can fall under different dimensions in traffic safety such as environmental conditions, road user behavior, traffic police enforcement, road design and crash characteristics. The paper will analyze the factors related to crash characteristics and traffic signal operation that affect the likelihood of accident severity located at intersections. The data for intersection accidents in Abu Dhabi from 2013 to 2016 were used in this analysis. Ordinal logistic model was considered for the analysis to account for the ordinal nature of severity levels. Several diagnostics tests of the model were preformed such as parameters evaluation, overall model evaluation and prediction accuracy. For parameter evaluation, out of 11 independent variables, 6 were non-significant and dropped from the model. Most of the non-significant variables were related to the driver-at-fault details. The results of the final model showed an overall good fit based on a p-value of less than 0.05, as well as a good accuracy of prediction 84.8%. Finally, odds ratios were estimated to interpret the final results of the model.

Mines, Mills and Malls is a case study of political and social development in twentieth century America from the perspective of the metropolitan region, a vantage midway between the local community and the national polity. The narrative traces the
evolution of the ‘Steel Valley’ – Pittsburgh and its hinterlands in southeastern Ohio, southwestern Pennsylvania and West Virginia – as residents and communities faced the turmoil caused by the decline of the area’s heavy industrial base. By explicitly focusing on the metropolis as a whole, my research provides a new model transcending the urban decay/suburban ascendance divide in favor of a more heterogeneous landscape that includes failing suburbs, gentrified city centers, and de/industrialized rural communities.

The story of the Steel Valley pushes urban historians to accept rural communities and their residents as full-fledged actors on the metropolitan stage instead of merely green spaces waiting for suburban development. I also move beyond the declension
model characterizing recent labor and urban historiography by focusing on the shift from heavy industry to services. This approach challenges the easy distinctions drawn
between Rust Belt and Sunbelt economies by pointing to the important disparities within regions among populations with varying levels of access to employment opportunities.

The metropolitan framework I adopt to tell the story of the Steel Valley synthesizes urban, economic and environmental histories, while never straying far from the real life choices of the region’s residents. Divided loosely by theme and geography,
my narrative looks beyond the artificial borders of municipal limits and state lines in order to see the real and symbolic bonds knitting diverse communities into a unified
region. At the same time, I acknowledge the very real impact of political and administrative boundaries that limited governmental and private sector responses to the
dual Appalachian and urban crises affecting the area.

During the 1950s and again during the 1980s, Pittsburgh’s business and political elite reinvented the city, first as a center of corporate administration and later as a ‘postindustrial’
hub of the high-tech and service sectors. However, this transition remained largely confined to select neighborhoods and certain wealthy suburbs, while the remainder of the region continued to face chronic unemployment and out-migration. The Steel Valley today thus features a complex social and cultural system combining aspects of both industrial and post-industrial worldviews.

The problems of bad roads in the country have become an embarrassing stigma. In many parts of this country, conventional interaction has been frustrated by roads. These problems must be looked into because our country cannot develop with rickety infrastructure and will not succeed in attracting direct foreign investment or tourism where things are this bad.

""This article is an ethnographic study of a 29-kilometer stretch of cross-border highway located in South Albania and linking the city of Gjirokaster with the main checkpoint on the Albanian–Greek border. The road, its politics, and its poetics
constitute an ideal point of entry for an anthropological analysis of contemporary South Albania. The physical and social construction, uses, and perceptions of this road uniquely encapsulate three phenomena that dominate social life in postsocialist South Albania: the transition to a market economy, new nationalisms, and massive emigration (mainly to Greece). Taking this cross-border road section as my main ethnographic
point of reference, I suggest the fruitfulness of further discussion of the relationship between roads, narratives, and anthropology.

[roads, globalization, transnationalism, development, postsocialism, materiality, Albania]""

and Keywords By serving travelers and commerce, roads and streets unite people and foster economic growth. But as they develop, roads and streets also disrupt old patterns, upset balances of power, and isolate some as they serve others. The consequent disagreements leave historical records documenting social struggles that might otherwise be overlooked. For long-distance travel in America before the middle of the 20th century, roads were generally poor alternatives, resorted to when superior means of travel, such as river and coastal vessels, canal boats, or railroads were unavailable. Most roads were unpaved, unmarked, and vulnerable to the effects of weather. Before the railroads, for travelers willing to pay the toll, rare turnpikes and plank roads could be much better. Even in towns, unpaved streets were common until the late 19th century, and persisted into the 20th. In the late 19th century, rapid urban growth, rural free delivery of the mails, and finally the proliferation of electric railways and bicycling contributed to growing pressure for better roads and streets. After 1910, the spread of the automobile accelerated the trend, but only with great controversy, especially in cities. Partly in response to the controversy, advocates of the automobile organized to promote state and county motor highways funded substantially by gasoline taxes; such roads were intended primarily for motor vehicles. In the 1950s, massive federal funds accelerated the trend; by then, motor vehicles were the primary transportation mode for both long and short distances. The consequences have been controversial, and alternatives have been attracting growing interest. The social processes of which history is made depend on roads, streets, and other infrastructure. They sustain trade and travel, and their development imperfectly reflects and shapes the growth of the society that builds them. Yet roads and streets also disrupt balances of power and favor some at the expense of others, and thereby divide as well as

Characterization of practically all engineering materials adopted in design and construction is based on their intrinsic elastic properties, which are mathematically defined by elastic/resilient/shear moduli, Poisson’s ratio and the stresses and strains that are prevalent within the linear elastic recoverable zone. Nevertheless, determination of these parameters of fundamental importance in not only design, but also simulation modelling and structural performance prediction of civil engineering structures, based on laboratory and in-situ mechanical testing, has been and continues to be one of the foremost challenges to Engineers.  Furthermore, an even greater challenge is the meticulous quantitative determination of the elastic stress and strain limits which provide the extrapolative platform for subsequent deformation characteristics based on concepts defined within the Kinematic Hardening Soil Yield Surface (KHSYS) context.
   
    This Study takes advantage of the prodigious advances made in computer science, modelling and the research and methods of laboratory small strain testing to propose TACH-MD universal analytical models that have been predominantly developed on the basis of these advances. The proposed analytical models provide considerable solutions to the aforementioned challenges and are versatile in application with appreciably high degree confidence levels. Case examples of applications of the proposed models for characterization of various types of geomaterials, generation of performance-based value engineering designs, as well as development of special/particular specifications and construction QCA procedures are also introduced. It is also derived that appropriate application of the proposed analytical models can be useful in the generation of highly precise elastic/resilient parameters that can be directly adopted for design, numerical modelling  and modules of modelling geotechnical and civil engineering computer software.

Roads and Anthropology is the first collection of road ethnographies, edited by two pioneers in the anthropological explorations of infrastructures, the essays published in this book aim to pave the way for that rising field of anthropological research.

This book was published as a special issue of Mobilities.

Table of Contents
-Dalakoglou D. & P. Harvey. Introduction. Roads and Anthropology: Ethnographic Perspectives on Space, Time and (Im)Mobility
-Nielsen M. Roadside Inventions: Making Time and Money Work at a Road Construction Site in Mozambique
-Campbell J. Between the Material and the Figural Road: The Incompleteness of Colonial Geographies in Amazonia
-Kernaghan R. Furrows and Walls, or the Legal Topography of a Frontier Road in Peru
-Harvey P. & H. Knox. The Enchantments of Infrastructure
-Klaeger G. Rush and Relax: the Rhythms and Speeds of Touting Perishable Products on a Ghanaian Roadside
-Pedersen M. & M. Bunkenborg Roads that Separate: Sino-Mongolian Relations in the Inner Asian Desert
- Dalakoglou D. ‘The Road from Capitalism to Capitalism’: Infrastructures of (Post)Socialism in Albania

The freeway acts as both an identity and identifier for Los Angeles and its inhabitants. Along with palm trees, a sweeping birds eye view of the 405 and 10 interchange is often used in media to establish LA as a location and a lifestyle—and in a twentieth century city designed for cars and film, the cinematic experience of peering out your car windshield, framing the sweeping transitions of interchanging freeways, billboards, buildings, and people, creates a unique rush of experiencing the city. The geography of the freeway network is how we navigate the socio-spatial complexities of Los Angeles County; we locate ourselves within how we decide to get there. The freeway exits are designed to bypass unfamiliar neighborhoods or points of disinterest with ease; we feel relief or excitement when we see a familiar exit on the horizon. Our navigation is further aided by mapping technology that allows for simultaneous efficiency and avoidance within the built environment. While in other cities there is street culture, we have freeway culture. The common space is delegated to the freeways, the roadways of tomorrow. The freeway is a transitory space of constant movement; the collective experience of driving alone together on the freeway unites us and separates us, a simultaneously collective and individual experience. It connects us to each other both physically and psychologically in our journeys to and from our destinations.

Road crashes and road fatalities have risen quite drastically in India in the past decade. There are several factors that affect the frequency of crashes on Indian roads ranging from deficiencies in geometric design, poor maintenance history and other environmental and human behavioural factors. This paper studies the effects of these factors in predicting road crash frequency on the National Highways of India. For this purpose, crash history of 4710 crashes was collected on total segment length of 889 kilometers falling on various National Highways in India. Additionally, data such as pavement roughness and road geometrics was also collected. Conventional Poisson-based Generalized Linear Regression Models and modern soft-computing methods such as Multilayer Perceptron networks and a hybrid Adaptive Neuro-Fuzzy Inference System were configured to predict frequency of crashes. Results indicate that the Multilayer Perceptron had the best prediction performance. A sensitivity analysis was also subsequently performed.

In the last couple of decades, there has been an unparalleled growth in number of people who can afford motorized vehicles. This is increasing the number of vehicles on roads at an alarming rate and existing infrastructure and conventional methods of traffic management are becoming inefficient both on highways and in urban areas. It is very important that our highways are up and running 24/7 as they not only provide a passage for human beings to move from one place to another, but also are the most important mode for intercity or international transfer of goods. There is an utter need of adapting the new world order, where daily processes are driven with the help of innovative technologies. It is highly likely that technological advancements like autonomous or connected vehicles, big data and the Internet of things can provide highway operators with a solution that might resolve unforeseeable challenges. This investigative exploratory research identifies and highlights the impact of new technological advancements in the automotive industry on highways and highway operators. The data for this research was collected on a Likert scale type online survey, from different organizations around the world (actively or passively involved in highway operations). The data was further tested for its empirical significance with non-parametric binomial and Wilcoxon signed rank tests, supported by a descriptive analysis. The results of this study are in line with theoretical and conceptual work done by several independent corporations and academic researchers. It is evident form the opinions of seasoned professionals that these technological advancements withhold the potential to resolve all potential challenges and revolutionize highway operations.

► A kind of Elastic Composite, Reinforced Lightweight Concrete (ECRL.C) with the mentioned specifics is a type of "Resilient Composite Systems (RCS)" in which, contrary to the basic geometrical assumption of the flexure theory in Solid Mechanics, "the strain changes in the beam height during bending" is typically "Nonlinear". (The RCS could be counted as "The Methodically Reinforced Nonlinear Porous Materials", also having the high specific modulus of resilience in flexure.)

♦ Through employing this integrated structure, with significantly high strain capability and modulus of resilience in bending, we can achieve the high bearing capacities in beams with the secure fracture pattern, in less weight.

♦ Due to the system particulars and its behavior in bending, the usual calculation of the necessary equilibrium steel amount to attain the low-steel bending sections with the secure fracture pattern in the beams and its related limitations do not become propounded. Thereby, the strategic deadlock of the high possibility of the brittle fracture pattern in the bending elements made of the usual reinforced lightweight concretes, especially about the low-thickness bending elements as slabs, is unlocked.

♦ This simple, applied technology and the related components and systems can have several applications in the road and building industries. (It can also be used in making the resilient pieces and constructions "with appropriate behavior and high resistance against severe blasts and shocks.)

♦ Regarding the "strategic importance of Lightweight and Integrated Construction in the practical increase of the resistance and safety against earthquake" and considering the appropriate behavior of this "resilient", durable structure against the dynamic loads, shakes, impacts, blasts, and shocks and the possibility of making some lightweight and insulating, non-brittle, reinforced sandwich panels and pieces, this resilient system and its components can especially be useful in the "seismic areas".

♦ This system can also be employed in constructing the vibration and impact absorber bearing pieces & slabs, which can be used in the "Railroad & Subway Structures" too.

♦ Here, the "Resilient Composite Systems (RCS)" and particularly, the ECRLC as a type of the RCS have been concisely presented. [By the way, an instance of the said new structure and its components and the results of some performed experiments (as bending loading and compressive loading of the slabs made of this structure, similar to ASTM E 72 Standard) have been shown in the related pictures & figures.]
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.
/ ● Key Words: Strength of materials (solid mechanics), Civil (construction), Materials, Earthquake (resistance and safety), Resilient concrete (flexible concrete, bendable concrete, elastic concrete), Composite concrete, Lightweight concrete, Reinforced concrete, Fibered concrete, Lightweight and integrated construction, Rail (railroad, railway), Subway, Road, Bridge, Resilience, Energy absorption, Fracture pattern, Non-linear, Strain changes, Beam, Ductility, Toughness, Insulating (insulation), Thin, Slab, Roof, Ceiling, Wall (partition), Building, Tower, Plan of mixture, Insulating reinforced lightweight pieces, 3d, Sandwich panel, Dry mix, Plaster, Foam, Expanded polystyrene (EPS), Polypropylene, Pozzolan, Porous matrix (Pored matrix), Mesh (lattice), Cement, RCS, ECRLC
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.
/ ► Contents:
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* ABSTRACT
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* I. INTRODUCTION
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* II. WHAT ARE THE RESILIENT COMPOSITE SYSTEMS
.
- A. General Review
.
- B. Components
.
. - 1) Mesh or Lattice
. - 2) Fibers or Strands
. - 3) "Matrix" With the Suitable Hollow "Pores (Voids)" and/or "Lightweight Aggregates" in its Context
.
- C. More Explanations About the RCS
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- D. Why Are These Systems Called "Composite"?
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- E. The General Structural Particulars and Functional Criteria as the Necessary Specifications of the Compound Materials Generally Called "Resilient Composite Systems"
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. - 1) General Structural Criteria
. - 2) Functional Criteria (Required Specifications)
.
* III. "ELASTIC COMPOSITE REINFORCED LIGHTWEIGHT CONCRETE (ECRLC)" AS A TYPE OF THE RESILIENT COMPOSITE SYSTEMS (RCS)
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- An Instance of the Lightweight Concrete That Could be Used in Making the ECRLC
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* IV. REVIEW OF SOME EXPERIMENTS, AND MORE DESCRIPTION ABOUT ECRLC
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* V. SUPPLEMENTARY ELEMENTS
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* VI. APPLICATIONS
.
* VII. FINAL REVIEW
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* ACKNOWLEDGEMENTS
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* REFERENCES 
.
***
.
/ ● General Review:
.
• A kind of "Elastic Composite, Reinforced Lightweight Concrete" with the said specifics is a type of the "Resilient Composite Systems (R.C.S.)" in which, contrary to the basic geometrical assumption of flexure theory in the Solid Mechanics, the strain changes in the beam height during bending is typically "Non-linear".
.
• Indeed, the RCS, as the Elastic Composite, Reinforced Lightweight Concrete (ECRLC), do not behave as most of the solid materials in bending.
.
• In the "Resilient Composite Systems", distributed pores and/or appropriate lightweight aggregates or beads, accompanied by the reticular structure of the strengthened conjoined matrix, bring about the expedient internal shape changes during bending and continuing the elasticity in bending with the said nonlinearly pattern. This means better distribution of the stresses and strains and better utilizing the potential capacities of the employed reinforcements in bending and tension; whereas, in the usual lightweight concretes for instance, distributed hollow pores (such as the gas bulbs in the cellular concretes) or lightweight aggregates (such as Plastic, Rubber or polystyrene beads or any other kind of lightweight aggregates such as Perlite and Vermiculite) decrease the modulus of resilience in bending and could increase "the possibility of beam fracture of brittle and primary compressive type" in bending (compared to the concrete with higher density) according to the case.
.
• In this way, by using the mentioned method to make the said particular composite systems, we could considerably increase the modulus of resilience and bearing capacity in bending "together with" significant decrease of the weight and also the possibility of beam fracture of primary compressive type. Through making these particular integrated functioning systems, for the first time, the said (paradoxical) properties have been concomitantly fulfilled in "one functioning unit" altogether.
.
• Respect to the special pattern of the strain changes during bending in the particular Resilient Composite System termed ECRLC, this system as an integrated functioning unit with the reticular arrangement and texture has more strain capability (particularly within the elastic limit), energy absorption and load bearing capacities in bending compared to the usual reinforced concrete beams.
.
• Thereby, through employing this applied structure, solving some of the main problems in lightweight concretes application, especially the deadlock of brittle and insecure being of fracture pattern in many of the usual reinforced lightweight concrete structures, is provided; reaching to the high bearing capacities in bending elements (even with low dimensions & weights) is to hand, and getting access to a simple and practical opportunity for "qualitative development of possibilities of using lightweight concretes" (especially with oven-dry densities of < 1350-1400kg/m3 and compressive strengths of <14-17mpa, and even with oven-dry densities of < 800kg/m3) is conceivable.
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• Naturally, by more studies in the field, these structures and their applications in various fields could be developed more.
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***
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/ ► FULL TEXT (Open Access):
.
- http://arxiv.org/abs/1510.03933 
( https://arxiv.org/ftp/arxiv/papers/1510/1510.03933.pdf ) ;
.
. Kamyar Esmaeili: "Elastic Composite Reinforced Lightweight Concrete as a Type of Resilient Composite Systems";
The Internet Journal of Innovative Technology and Creative Engineering (IJITCE); 2012; 2(8): 1-22.
- http://ia800305.us.archive.org/34/items/IJITCE/vol2no801.pdf [Also archived at: http://www.webcitation.org/6B2pFPpBh ] ;
.
- https://www.scribd.com/doc/11530978/Elastic-Composite-Reinforced-Lightweight-Concrete-ECRLC-as-a-type-of-Resilient-Composite-Systems-RCS-http-arxiv-org-abs-1510-03933 ; 
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- https://sites.google.com/site/NEWSTRUCTURE1 ;
.
- https://sites.google.com/site/newstructure1/publications-page/ELASTIC%20COMPOSITE%2C%20REINFORCED%20LIGHTWEIGHT%20CONCRETE%20AS%20A%20TYPE%20OF%20RESILIENT%20COMPOSITE%20SYSTEMS.pdf ;
.
- http://www.pdf-archive.com/2015/09/22/elasticcomposite-reinforcedlightweightconcreteasatypeofrcs/elasticcomposite-reinforcedlightweightconcreteasatypeofrcs.pdf ;
.
- The link to the document in PDF format on this site:
file:///C:/Users/pc5/Downloads/ELASTIC_COMPOSITE_REINFORCED_LIGHTWEIGHT.pdf ;
.
- ...

The present project centers on how the African American community of Parramore in Orlando, Florida, became a low-income neighborhood. Based on a timeline from 1880 to 1980 and the construction of the Interstate 4, this article investigates Parramore’s decline grounded in the effects of urban sprawl and racial oppression. Among the effects that contributed to the neighborhood's decline in the postwar era were the closing of black schools and the migration of black residents to other places after the 1960s; the disruption of the community with the construction of highways and public housing; and the lack of investment in new urban infrastructure. The social, economic, and cultural decay of this community begins with the Jim Crow era and continues with the racialization of spaces and the control of the wealth distribution through the urbanization of the Sunbelt region.

The National Road enters Pennsylvania in Somerset County, cuts the southwestern portion of the state and exits in Washington County on its way to Wheeling. It has been called America’s first highway. The National Road was designated a National Historic Civil Engineering Landmark in 1976 and a State Heritage Park in 1994. Along the 90 miles of road in Pennsylvania, 79 sites have been deemed eligible for listing on the National Register of Historic Places. Of those, 18 have already been nominated.
Today, dozens of the original road taverns remain in Pennsylvania. Some, like Century Inn (Hill's) have been in continuous operation since the heyday of the National Road. Some are vacant, awaiting a new rebirth, just as the road is enjoying a new day in the sun. A few have remained in the same family for over a century. Although some are private residences today, their glorious past is not only preserved, but honored by the offspring of the early tavern owners. Still others lie hidden under new facades, and it is with great pleasure that new owners discover log structures hidden behind modern walls. Some, unfortunately, are gone, only their ghosts and the written record of their existence remain. What a time it was! Come ride the road!
To read more articles on southwestern Pennsylvania see my book Hidden History of the Laurel Highlands. The book is available on line and in bookstores or go to my website www.cassandravivian.com. To read more about the National Road in Pennsylvania read my book The National Road in Pennsylvania with over 100 vintage photos.

Published first in 2007, Tim Malim’s review of Grim’s Ditch and Wansdyke provides a valuable synthesis and exploration of key issues of wider application regarding the relationship between linear earthworks, movement, territoriality and politics in the later prehistoric and early historic societies in Britain. The author provides a new introduction, while the article has been revised to the format of the Offa’s Dyke Journal by the editors.

In the last couple of decades, there has been an unparalleled growth in number of people who can afford motorized vehicles. This is increasing the number of vehicles on roads at an alarming rate and existing infrastructure and conventional methods of traffic management are becoming inefficient both on highways and in urban areas. It is very important that our highways are up and running 24/7 as they not only provide a passage for human beings to move from one place to another, but also are the most important mode for intercity or international transfer of goods. There is an utter need of adapting the new world order, where daily processes are driven with the help of innovative technologies. It is highly likely that technological advancements like autonomous or connected vehicles, big data and the Internet of things can provide highway operators with a solution that might resolve unforeseeable challenges. This investigative exploratory research identifies and highlights the impact of...

A perda dos habitats é considerada a maior responsável pela diminuição da biodiversidade. As rodovias são associadas à fragmentação de áreas naturais e a impactos na fauna silvestre. Podem representar barreiras que impedem o fluxo gênico ou levar a perda de indivíduos por atropelamento. Quando os atropelamentos ocorrem em estradas e rodovias que fragmentam Unidades de Conservação ou seu entorno, o problema se agrava. Objetivo deste trabalho é analisar a ocorrência de atropelamento da fauna silvestre na Rodovia do Sol ES-060, denotando índices globais e específicos de ocorrência de mortalidade. A Concessionária Rodosol S.A. realiza o Programa de Monitoramento de Atropelamentos de Animais Silvestres continuamente ao longo de 63 quilômetros da rodovia, registrando o local, data e hora da coleta de cada indivíduo. A Rodovia do Sol limita a oeste o Parque Municipal de Jacarenema, o Parque Estadual Paulo César Vinha e atravessa a área de Proteção Ambiental de Setiba. Entre janeiro de 2001 até fevereiro de 2007, foram coletados 1211 indivíduos de 169 espécies. O grupo das aves apresentou maior índice de atropelamentos, com um total de 543 indivíduos (44,83%). Verificou-se variação sazonal na ocorrência dos atropelamentos, com o maior número de animais coletados no Outono (362 indivíduos, 29,89%). Entretanto, os grupos apresentaram maior frequência individualmente na Primavera, quando os mamíferos apresentaram 26,68% de suas ocorrências, os anfíbios 41,86% e os répteis 33,09%. A exceção ocorreu com as aves, com maior frequência de mortes no verão (33,33%). Apesar da diferença do maior índice no verão, as aves apresentaram o menor índice no inverno (15,65%), semelhantes todos os outros grupos. No grupo dos mamíferos não houve muita variação sazonal de atropelamentos, a menor variação foi entre Outono e Primavera (0,59%) e a maior entre Inverno e Primavera (4,69%). Os anfíbios ocorreram mais na Primavera (41,86%), coincidindo com o período de chuvas, resultado esperado devido a sua singularidade com a água e seus hábitos reprodutivos. Nas demais estações, observa-se uma diminuição a quase metade das ocorrências, com uma queda brusca no outono (9,30%). Os répteis tiveram maior frequência na primavera e verão (períodos de maior insolação), com respectivamente 33,09% e 32,04%. No Inverno ocorreu uma queda brusca nos atropelamentos (13,03%), influenciado provavelmente pela diminuição na temperatura e essa relação com o metabolismo dos répteis. As espécies mais acometidas foram o gambá (Didelphis aurita), cachorro-do-mato (Cerdocyon thous) e o anu-preto (Crotophaga ani). Ocorreram 91, 88 e 64 fatalidades, respectivamente. Esses animais possuem ampla distribuição, taxa reprodutiva alta e grande plasticidade, ocorrendo em ·áreas antropizadas e fragmentadas. O gato-mourisco (Puma yagouaroundi) foi coletado apenas 4 vezes, entre os km 26 e 49, de 2005 a 2007. Para o tamanduá·-mirim (Tamandua tetradactyla), foram registradas 11 ocorrências. Através da identificação dos espécimes coletados, do local e da data de coleta, foi possível determinar grupos e espécies mais frequentemente acometidos. O monitoramento dos atropelamentos da fauna silvestre pode representar importante ferramenta para a análise dos impactos ecológicos exercidos pelas rodovias, especialmente quando realizado de forma sistemática, contínua e relacionada a estudos populacionais das áreas do entorno.

El presente informe analiza un grave error de diseño presente en el proyecto Autopista Américo Vespucio Oriente, que proyecta una curva cerrada de radio 120 m. el cual obliga a realizar una reducción de la velocidad de diseño a una máxima de 40 km/h. Esta curva ubicada al final de la bajada de La Pirámide obligará a los vehículos a reducir su velocidad al final de una bajada de 1.8 km con pendiente de 8% para empalmar a una curva cerrada diseñada para 40 km/h. Considerando que la velocidad de operación de autopistas urbanas es muy superior a este valor y que la velocidad máxima legal no se cumple porque no existe fiscalización al interior de las Autopistas Urbanas. Aprobar una autopista con una curva de 40 km/h. provocará graves y numerosos accidentes, atentando contra la vida y la seguridad de los posibles futuros usuarios. Además, la velocidad del diseño geométrico proyectado por AVO, es inferior a las velocidades utilizadas en los estudios de factibilidad y en el cálculo de rentabilidad social, por lo que se sugiere recalcular la rentabilidad social del proyecto utilizando las velocidades reales de diseño del proyecto presentado por AVO. En el tramo 1, la velocidad de diseño es la mitad de la velocidad utilizada para el cálculo de Rentabilidad Social, generando una rentabilidad que físicamente no podrá cumplirse. Este documento fue presentado al Servicio de Evaluación Ambiental en el proceso de Participación Ciudadana del proyecto Concesión Autopista Vespucio Oriente.

The old list of "Seven Wonders of the World" honored great structures of antiquity.  In this century, a new list of Seven Wonders should celebrate the spirit of enterprise and improvement in free societies -- the grocery store, the land-grant universities, the interstate highway system, copyrights and patents, the fast food restaurant, insurance, and religious liberty.

What makes a sign more or less legible at distance? This is the main question we aim to clarify in the following article, by stating essential definitions and observations based on a local case study: The change in the chilean typographic standard, from the "MOP Alphabet" (adaptation of the FHWA series) to the implementation of "RutaCL".

dos Santos Junior, M.A.; A.M. Yanai, F.O. Sousa Junior, I. S. de Freitas, H.P. Pinheiro, A.C.R. de Oliveira, F.L. da Silva, P.M.L.A. Graça & P.M. Fearnside. 2018. BR-319 como Propulsora de desmatamento: Simulando o Impacto da Rodovia Manaus-Porto Velho, Instituto de Desenvolvimento Sustentável da Amazônia (IDESAM), Manaus, Amazonas. 56 p. ISBN 978-85-64371-30- 9 https://idesam.org/analise-br319-ucs/

O desmatamento na Amazônia leva à emissão de gases de efeito estufa e à perda da biodiversidade e dos serviços ambientais da floresta. Foram simulados quatro cenários futuros de desmatamento e de emissões estimadas de carbono de 2008 a 2030 na região Sul de Roraima. Dois dos cenários consideraram a hipótese da reconstrução da BR-319 (Manaus–AM/Porto Velho–RO), possibilitando a chegada de imigrantes para a região e causando desmatamento.

The goal of this paper is the estimation of the effect of ac- cidents on traffic congestion and vice versa. In order to do this, I use ”big data” of highway traffic and accidents in England for the period 2007-2013. The data exhibit some remarkably stable cyclical pattern of highway traffic which is used as a research setting that enables the iden- tification of the causal effect of accidents on traffic congestion and vice versa. The estimation draws on panel data methods that have previ- ously been used to analyse the bahaviour of electricity day-ahead mar- ket prices. A positive relationship between traffic congestion and road accidents would yield multiplicative benefits for policies that aim at re- ducing either of them. In addition, we will explore potential heteroge- neous effects around different metropolitan areas and regions. This is one of the few studies that makes use of the increasing volume of big datasets, which are publicly available from governments and local au- thorities.