Highway Engineering

 
 
Wiley-Blackwell (Verlag)
  • 3. Auflage
  • |
  • erschienen am 3. Mai 2016
  • |
  • 424 Seiten
 
E-Book | ePUB mit Adobe DRM | Systemvoraussetzungen
978-1-118-37813-7 (ISBN)
 
The repair, renovation and replacement of highway infrastructure, along with the provision of new highways, is a core element of civil engineering, so this book covers basic theory and practice in sufficient depth to provide a solid grounding to students of civil engineering and trainee practitioners.
* Moves in a logical sequence from the planning and economic justification for a highway, through the geometric design and traffic analysis of highway links and intersections, to the design and maintenance of both flexible and rigid pavements
* Covers geometric alignment of highways, junction and pavement design, structural design and pavement maintenance
* Includes detailed discussions of traffic analysis and the economic appraisal of projects
* Makes frequent reference to the Department of Transport's Design Manual for Roads and Bridges
* Places the provision of roads and motorways in context by introducing the economic, political, social and administrative dimensions of the subject
3. Auflage
  • Englisch
  • New York
  • |
  • Großbritannien
John Wiley & Sons
  • 29,76 MB
978-1-118-37813-7 (9781118378137)
111837813X (111837813X)
weitere Ausgaben werden ermittelt
  • Intro
  • Title Page
  • Table of Contents
  • Preface
  • Sources
  • Chapter 1: The Transportation Planning Process
  • 1.1 Why are highways so important?
  • 1.2 The administration of highway schemes
  • 1.3 Sources of funding
  • 1.4 Highway planning
  • 1.5 The decision-making process in highway and transport planning
  • 1.6 Summary
  • 1.7 References
  • Chapter 2: Forecasting Future Traffic Flows
  • 2.1 Basic principles of traffic demand analysis
  • 2.2 Demand modelling
  • 2.3 Land-use models
  • 2.4 Trip generation
  • 2.5 Trip distribution
  • 2.6 Modal split
  • 2.7 Traffic assignment
  • 2.8 A full example of the four-stage transportation modelling process
  • 2.9 Concluding comments
  • 2.10 References
  • Chapter 3: Scheme Appraisal for Highway Projects
  • 3.1 Introduction
  • 3.2 Economic appraisal of highway schemes
  • 3.3 CBA
  • 3.4 Payback analysis
  • 3.5 Environmental appraisal of highway schemes
  • 3.6 The New Approach to Appraisal
  • 3.7 NATA Refresh (Department for Transport, 2008)
  • 3.8 Summary
  • 3.9 References
  • Chapter 4: Basic Elements of Highway Traffic Analysis
  • 4.1 Introduction
  • 4.2 Surveying road traffic
  • 4.3 Journey speed and travel time surveys
  • 4.4 Speed, flow and density of a stream of traffic
  • 4.5 Headway distributions in highway traffic flow
  • 4.6 Queuing analysis
  • 4.7 References
  • Chapter 5: Determining the Capacity of a Highway
  • 5.1 Introduction
  • 5.2 The 'level of service' approach using Transportation Research Board (1994)
  • 5.3 Methodology for analysing the capacity and level of service of highways within Transportation Research Board (2010)
  • 5.4 The UK approach for rural roads
  • 5.5 The UK approach for urban roads
  • 5.6 Expansion of 12- and 16-h traffic counts into AADT flows
  • 5.7 Concluding comments
  • 5.8 References
  • Chapter 6: The Design of Highway Intersections
  • 6.1 Introduction
  • 6.2 Deriving DRFs from baseline traffic figures
  • 6.3 Major/minor priority intersections
  • 6.4 Roundabout intersections
  • 6.5 Basics of traffic signal control: Optimisation and delays
  • 6.6 Concluding remarks
  • 6.7 References
  • Chapter 7: Geometric Alignment and Design
  • 7.1 Basic physical elements of a highway
  • 7.2 Design speed and stopping and overtaking sight distances
  • 7.3 Geometric parameters dependent on design speed
  • 7.4 Sight distances
  • 7.5 Horizontal alignment
  • 7.6 Vertical alignment
  • 7.7 References
  • Chapter 8: Highway Pavement Materials and Loading
  • 8.1 Introduction
  • 8.2 Soils at subformation level
  • 8.3 Traffic loading
  • 8.4 Materials within flexible pavements
  • 8.5 Materials in rigid pavements
  • 8.6 References
  • Chapter 9: Structural Design of Highway Pavements
  • 9.1 Introduction
  • 9.2 Pavement components: Terminology
  • 9.3 Foundation design
  • 9.4 Pavement design
  • 9.5 References
  • Chapter 10: Pavement Maintenance
  • 10.1 Introduction
  • 10.2 Pavement deterioration
  • 10.3 Compiling information on the pavement's condition
  • 10.4 Forms of maintenance
  • 10.5 References
  • Chapter 11: The Highway Engineer and the Development Process
  • 11.1 Introduction
  • 11.2 Transport assessments
  • 11.3 Travel plans
  • 11.4 Road Safety Audits
  • 11.5 References
  • Chapter 12: Defining Sustainability in Transportation Engineering
  • 12.1 Introduction
  • 12.2 Social sustainability
  • 12.3 Environmental sustainability
  • 12.4 Economic sustainability
  • 12.5 The four pillars of sustainable transport planning
  • 12.6 How will urban areas adapt to the need for increased sustainability?
  • 12.7 The role of the street in sustainable transport planning
  • 12.8 Public transport
  • 12.9 Using performance indicators to ensure a more balanced transport policy
  • 12.10 A sustainable parking policy
  • 12.11 References
  • Index
  • End User License Agreement

Chapter 1
The Transportation Planning Process


1.1 Why are highways so important?


Highways are vitally important to a country's economic development. The construction of a high-quality road network directly increases a nation's economic output by reducing journey times and costs, making a region more attractive economically. The actual construction process will have the added effect of stimulating the construction market.

1.2 The administration of highway schemes


The administration of highway projects differs from one country to another, depending on social, political and economic factors. The design, construction and maintenance of major national primary routes such as motorways or dual carriageways are generally the responsibility of a designated government department or an agency of it, with funding, in the main, coming from central government. Those of secondary importance, feeding into the national routes, together with local roads, tend to be the responsibility of local authorities. Central government or an agency of it will usually take responsibility for the development of national standards.

Highways England is an executive organisation charged within England with responsibility for the maintenance and improvement of the motorway/trunk road network. (In Ireland, Transport Infrastructure Ireland, formerly the National Roads Authority, has a similar function.) It operates on behalf of the relevant government minister who still retains responsibility for overall policy, determines the framework within which the agency is permitted to operate and establishes its goals and objectives and the time frame within which these should take place.

In the United States, the US Federal Highway Administration has responsibility at the federal level for formulating national transportation policy and for funding major projects that are subsequently constructed, operated and maintained at the state level. It is one of nine primary organisational units within the US Department of Transportation (USDOT). The Secretary of Transportation, a member of the President's cabinet, is the USDOT's principal.

Each state government has a department of transportation, which occupies a pivotal position in the development of road projects. Each has responsibility for the planning, design, construction, maintenance and operation of its federally funded highway system. In most states, its highway agency has the responsibility for developing routes within the state-designated system. These involve roads of both primary and secondary statewide importance. The state department also allocates funds to local government. At the city/county level, the local government in question sets design standards for local roadways and has the responsibility for maintaining and operating them.

1.3 Sources of funding


Obtaining adequate sources of funding for highway projects has been an ongoing problem throughout the world. Highway construction has been funded in the main by public monies. However, increasing competition for government funds from the health and education sector has led to an increasing desire to remove the financing of major highway projects from such competition by the introduction of user or toll charges.

Within the United Kingdom, the New Roads and Street Works Act 1991 gave the Secretary of State for Transport the power to create highways using private funds, where access to the facility is limited to those who have paid a toll charge. In most cases, however, the private sector has been unwilling to take on substantial responsibility for expanding the road network within the United Kingdom. Roads tend still to be financed from the public purse, with central government being fully responsible for the capital funding of major trunk road schemes. For roads of lesser importance, each local authority receives a block grant from central government that can be utilised to support a maintenance programme at the local level or to aid in the financing of a capital works programme. These funds will supplement monies raised by the authority through local taxation. A local authority is also permitted to borrow money for highway projects but only with central government's approval.

Within the United States, fuel taxes have financed a significant proportion of the highway system, with road tolls being charged for the use of some of the more expensive highway facilities. Tolling declined between 1960 and 1990, partly because of the introduction of the Interstate and Defense Highways Act in 1956, which prohibited the charging of tolls on newly constructed sections of the interstate highway system, and because of the wide availability of federal funding at the time for such projects. Within the past 10 years, however, the use of toll charges as a method of highway funding has returned.

The question of whether public or private funding should be used to construct a highway facility is a complex political issue. Some feel that public ownership of all infrastructures is a central role of government and under no circumstances should it be constructed and operated by private interests. Others take the view that any measure that reduces taxes and encourages private enterprise should be encouraged. Both arguments have some validity, and any responsible government must strive to strike the appropriate balance between these two distinct forms of infrastructure funding.

Within the United Kingdom, the concept of design-build-finance-operate (DBFO) is gaining credence for large-scale infrastructure projects formerly financed by government. Within this arrangement, the developer is responsible for formulating the scheme, raising the finance, constructing the facility and then operating it in its entire useful life. Such a package is well suited to a highway project where the imposition of tolls provides a clear revenue-raising opportunity during its period of operation. Such revenue will generate a return on the developer's original investment.

Increasingly, highway projects utilising this procedure do so within the private finance initiative (PFI) framework. Within the United Kingdom, PFI can involve the developer undertaking to share with the government the risk associated with the proposal before approval is given. From the government's perspective, unless the developer is willing to take on most of this risk, the PFI format may be inappropriate, and normal procedures for the awarding of major infrastructure projects may be adopted.

1.4 Highway planning


1.4.1 Introduction


The process of transportation planning entails developing a transportation plan for an urban region. It is an ongoing process that seeks to address the transport needs of the inhabitants of the area and with the aid of a process of consultation with all relevant groups strives to identify and implement an appropriate plan to meet these needs.

The process takes place at a number of levels. At an administrative/political level, a transportation policy is formulated, and politicians must decide on the general location of the transport corridors/networks to be prioritised for development, on the level of funding to be allocated to the different schemes and on the mode or modes of transport to be used within them.

Below this level, professional planners and engineers undertake a process to define in some detail the corridors/networks that comprise each of the given systems selected for development at the higher political level. This is the level at which what is commonly termed a transportation study takes place. It defines the links and networks and involves forecasting future population and economic growth, predicting the level of potential movement within the area and describing both the physical nature and modal mix of the system required to cope with the region's transport needs, be they road, rail, cycling or pedestrian based. The methodologies for estimating the distribution of traffic over a transport network are detailed in Chapter 2.

At the lowest planning level, each project within a given system is defined in detail in terms of its physical extent and layout. In the case of road schemes, these functions are the remit of the design engineer, usually employed by the roads authority within which the project is located. This area of highway engineering is addressed in Chapters 4-8.

The remainder of this chapter concentrates on the systems planning process - in particular, the travel data required to initiate the process, the future planning strategy assumed for the region that will dictate the nature and extent of the network derived, a general outline of the content of the transportation study itself and a description of the decision procedure that will guide the transport planners through the system process.

1.4.2 Travel data


The planning process commences with the collection of historical traffic data covering the geographical area of interest. Growth levels in past years act as a strong indicator regarding the volumes one can expect over the chosen future time, be it 15, 20 or 30 years. If these figures indicate the need for new/upgraded transportation facilities, the process then begins to consider what type of transportation scheme or suite of schemes is most appropriate, together with the scale and location of the scheme or group of schemes in question.

The demand for highway schemes stems from the requirements of people to travel from one location to another in order...

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