山区公路路面养护措施研究

针对山区公路养护工作,首先分析了山区公路常见的路面病害问题,进而结合病害成因提出了具体养护处理措施,同时就预防性养护技术在山区公路的应用提出几点建议。     

浅谈公路沥青路面实施预防性养护需注意的几点问题

公路沥青路面未提前展开适当的预防性养护措施,往往会出现各类的公路病害,对公众的行车安全造成威胁。基于此,本文针对几种需要实施预防性养护的公路病害类型及其形成的原因,结合海西地区工作实际进行相关的讨论,然后针对预防性养护中所需的工艺要求进行基本分析,最后展开综合对比总结。     

公路路面冬季养护的对策与措施

公路在使用过程中由于交通量及超限超重车辆的快速增长,给公路养护提出了新的要求。公路的病害日益突出,特别是在冬季,如果不及时进行冻前整修,路面病害更加严重:如何处理路面冰冻和积雪,也是一个迫切需要解决的问题。针对以上问题,并根据实际情况提出了冬季公路路面修补的新方法。     

沥青路面小修养护管理探讨

针对沥青路面病害特点,介绍了沥青路面小修养护中常见的病害处理方法及其施工工艺要点,并结合工作实际介绍了路面小修养护管理的相关要求,以期为公路养护管理人员提供一定参考。     

公路沥青路面养护施工技术研究

为了有效解决公路沥青路面病害问题,提供安全的交通服务,分析公路沥青路面养护施工技术应用的重要意义,并基于公路沥青路面的主要病害问题,着重阐释公路沥青路面养护施工技术的应用要点,以供参考。     

公路桥梁养护技术研究

针对公路桥梁养护工作,介绍了公路桥梁技术状况的主要检查研究手段,进而分析了我国公路桥梁结构的常见病害,并有针对性地提出养护维修对策,同时就桥梁加固常用技术进行了全面的探讨。     

公路桥梁养护中的病害检查及防治措施

对公路桥梁养护工作的开展,是保证公路桥梁安全运行的重要手段,从而保证人们出行的安全.本文主要对公路桥梁养护中的病害问题进行分析,并提出病害解决措施.     

多年冻土地区公路路基养护措施探讨

分析了多年冻土区公路路基常见的病害形态,针对多年冻土区公路路基与温度密切相关的特点,从路肩、边坡以及排水设施等三个方面分别阐述了其养护的关键措施。针对多年冻土区公路路基养护难度大的问题,提出了在多年冻土地区建立公路养护管理信息系统,以便于对其进行合理及时的养护维修。     

公路沥青混凝土路面预防性养护对策选择分析

为了提高公路沥青混凝土路面养护水平,以韶关市乳源县国道工程为例,针对路面预防性养护和功能性修复方法进行总结,分析公路沥青混凝土路面存在的问题、病害类型,同时归纳相关养护对策,结论证实各项养护措施在工程中具有重点应用价值。     

公路路基路面病害处治

我省地质结构及水文复杂,公路病害较多,尤其公路建成交付使用后,病害严重影响行车,因此对公路路基、路面在立项、实施到养护过程中,如何预防及处理方法进行了简述.     

公路预防性养护技术综述与效果提高策略

公路运输作为我国主要的运输方式,促进了社会经济迅速发展和提升人们出行幸福感。公路养护不仅保障了公路通畅,也能有效延长公路的使用寿命。其中预防性养护作为一种"补小洞"的养护方式,具有明显的经济效益、交通效益和路面性能效益。本文介绍了公路预防性养护的定义,较详细地总结了预防性养护面临的三大问题,并提出了提高预防性养护效果的策略,以期为公路养护事业理论研究发展做出一番贡献。     

基于公路安全防护工程高风险路段分析

本文对公路安全防护工程的背景及风险评估的原理进行阐述,以广东省某市国省干线进行现场调研,通过基础数据采集、数据标准化处理、风险值计算,得出该市管理区域内国省干线的高风险路段,提高了路段管理单位重视程度,为以后公路养护提供依据。     

Commercially managed road funds: managing roads like a business,not like a bureaucracy

Nearly all countries are seriously short of revenues for investment and maintenance of roads. Improving utilization of the existing road budget has helped to narrow, but not eliminate, this financing gap. Requests for additional resources from the government's budget have fallen on deaf ears, because the road sector has grown too large to be fully-financed through general tax revenues. Government tax systems were not designed to finance major economic sectors like roads. Faced with an acute shortage of funds, many road agencies have introduced tolls on high-volume roads and have invited the private sector to build and operate such roads under concession agreements. Although this has narrowed the financing gap, tolling is only economic on a small part of the road network. Tolls have thus had a relatively small impact on the financing gap. Against this background, and mindful of the fact that roads are now 'big business' on the scale of the Fortune Global 500, a growing number of countries have started to 'bring roads into the market place, put them on a fee-for-service basis and manage them like a business.' The fee-for-service concept, though superficially like the user-pay principle and the associated road funds which became popular during the 1950s, differs from user-pay in a number of important respects. The key differences are that: (i) only road user charges go into the road fund (i.e., there are no earmarked taxes); (ii) the fund is managed by a representative board with half or more members representing road users and the business community; (iii) members are nominated by the constituencies they represent and there is an independent chairperson; (iv) financing arrangements are designed to ensure that money is not diverted from other sectors; (v) funds are managed pro-actively by a small secretariat; (vi) there are published financial regulations governing the way funds are managed; (vii) charges are adjusted regularly to meet agreed expenditure targets; and (viii) there are regular technical and financial audits. Other important characteristics are that most commercially managed road funds are managed through a separate road fund administration, funds are channeled to all roads (sometimes even to unclassified roads) and they are introduced as part of a wider agenda to commercialize road management. Some of these road funds have been set up as road public utilities under a board with powers to set their own tariffs.     

Commercializing management and financing of roads in developing and transition countries

The road sector reforms undertaken by a growing number of developing and transition countries during the past 10-20 years are described. The problems these countries share with industrialized countries and the additional factors that also affect them--large backlogs of deferred maintenance, an acute shortage of funds and dysfunctional road agencies--are also described. The paper then describes how these countries have restructured road management by separating planning and management of roads from implementation of works, provided road agencies with more autonomy, created more effective oversight, introduced annual performance agreements and turned the road agency into a more commercial organization paying market-based wages. In relation to road financing, road tolls and toll roads are touched on briefly before the new style road funds that have recently been set up in these countries are detailed. The paper then describes how they were established and their basic operating modalities--revenues only from charges related to road use (with one notable exception), no abstraction of revenues from other sectors, proactive management and oversight provided by a board of directors that includes members nominated by road users and the business community.     

Analysis of the effectiveness of control measures to mitigate road dust emissions in a regional network

The effectiveness of control measures to reduce road dust emissions is analyzed using a year’s data of road dust emissions collected with a mobile sampling platform and a survey of road maintenance practices in the Lake Tahoe Basin of Nevada and California US. Attributes such as sweeping practices, anti-icing, shoulder improvement, pavement condition, trackout, and abrasive material from road segments were analyzed with a feature subset selection algorithm. Street sweeping was found to be an effective means of controlling dust emissions from roads. Road dust from dirty tertiary roads served as a continuous source of suspendable material for adjacent high-speed roads in the winter time. To be most effective, emission control strategies require that not only primary roads, but all roads be swept after snow storms to recover applied abrasive material.     

Transportation––economic aspects of Roman highway development: the case of Via Appia

The ancient Romans built an excellent system of roads, the development of which required systematic planning, creative design and high-quality construction and maintenance capabilities. At the empire’s peak about 85,000 km (53,000 miles) of road connected the capital Rome with its far-away frontiers. Twenty-nine major public roads radiated from Rome, the most famous of which was Via Appia (The Appian Way), also called the “queen of roads”. Built in 312 BC, it is the most illustrious example of Roman civil engineering skills; small sections of it are still in use today. What were the major reasons underlying this (and similar) massive and costly undertakings? How was it constructed so as to last for so many centuries? How much real resources were invested in its construction and what were the principal benefits? These are the main questions that this study aims to examine.     

东巴凤公路灾害的防范与治理

文章分析了广西东巴凤公路目前在修建和养护中出现的病害成因,提出了防护与治理的相关性建议,为类似公路灾害的防护与治理提供参考。     

山东省农村公路养护管理机制研究

通过对农村公路管理养护现状及存在问题的剖析,以及农村公路养护模式的经验探讨,根据农村公路发展面临的形势和要求,研究构建山东省农村公路养护管理体制结构与运行机制。     

Trip assignment to radial major roads

The problem of flow-dependent trip assignment is considered for a city with a small number of radial major roads. CBD-based work trips are assigned to these radial major roads on the basis that each commuter seeks to minimise his individual travel time. A system of differential equations is derived for the spatial pattern of trip assignment in a model city with a continuous distribution of home locations and a ring-radial road network. This system is then solved for the special case of a uniform distribution of home locations.     

Sharing costs in Swedish road ownership associations

Usually transport systems, and roads in particular, are viewed as public goods. However, this is not always the case. In Sweden a large part of the road system is privately owned. Most of these privately owned roads are rural roads used by farmers and summer cottage owners, or used for forest transport. These roads are mainly provided by ownership associations.An important difference between public roads and these privately owned roads is that all investments- and maintenance decisions are made by the users themselves, who also have to pay the costs, whereas the usual case is that the owners/providers of a road-system are different agents than the users. Here the question is not how to charge the roads but how to split the costs of the roads among the users in an efficient and “fair” way.The motivation of this paper is the practical problem of how such an ownership association can divide the costs for the road network among the members in an efficient and “fair” way. The problem is treated from a game theoretical point of view, making use of the Shapley value. This means that the problem is associated with a game - a mathematical representation of the conflict situation. The Shapley value is a very important solution concept for cooperative games, like the game in this case. For games corresponding to this specific type of problems, it is shown that the Shapley value has excellent properties, such as beeing an element of the core, and beeing very easy to compute.