Highway

Sight distance analysis of highway is important factor in the traffic safety in case of sudden stop, cross another vehicle or intersection design. In case of uncontrolled intersection proper sight distance is necessary to reduce the vehicle collision at conflict points, for calculating sight distance many techniques are used under the homogeneous traffic condition such as evaluate ASD on the basis of 3D GIS evaluation for urban roads. Use of MMS for photogrammetric plotting to define position of the object, software for evaluate sight distance using GIS with GNSS receiver , model for sight distance and 3D alignment evaluation of highways , Estimation of V85 profile of road section under evaluation, To overcome limitations new concept can be developed when the information combine with safety assessment. To reduce the accident which is to be caused due to improper visibility we compare calculated and available sight distance value and give the measures which can be adopted.

Human-Wildlife Conflicts Many wildlife management situations require the disposal of animal carcasses. These can include the lethal removal of wildlife to resolve damage or conflicts, as well as clean-up after mortalities caused by vehicle collisions, disease, oil spills (Figure 1) or other natural disasters. Carcasses must be disposed of properly to protect public sensitivities, the environment, and public health. Improper disposal of carcasses can result in public outrage, site contamination, injury to animals and people, and the attraction of other animals that may lead to wildlife damage issues. Concern over ground water contamination and disease transmission from improper carcass disposal has resulted in increased regulation. Successful carcass disposal programs are cost-effective, environmentally sound, and protective of public health. In addition, disposal practices must demonstrate sensitivity to public perception while adhering to state and local guidelines. This publication discusses the range of options available for the responsible disposal of animal carcasses.

The number of accidents in Malaysia increases relatively from year to year, although there are many programmes organised by the authority to reduce them. There are several factors that lead to serious accident problems which are human behaviour, vehicle’s condition, weather condition, road surface and road alignments (vertical and horizontal curves). This research paper presents an empirical research and presents design consistency models to estimate the 85 th percentile operating speed models for the horizontal and vertical alignments at two-lane rural highways. The speed data were carried out by using a laser gun metre detector to obtain the spot speed data in the selected location along the Lenggong to Sauk two-lane rural highway in Perak. Multiple linear regression analysis was conducted to develop the 85 th percentile speed models by combining the operating speed data and geometric elements data from different selected horizontal and vertical alignments. Finally, the horizontal...

The Detail Project Report is an essential building block for any construction project. The DPR is to be prepared carefully and with sufficient details to ensure appraisal, approval, and subsequent implementation in a timely and efficient manner. The detailed project report gives us the clear idea about the existing site conditions and improvements needed to be accomplished. The DPR survey has been done for construction of a high level bridge on road pertaining @ km 6/2 (R&B) road to Kadapa district. The bridge crosses the river in normal crossing. It has total span of 50.80mts.This work has been executed under MNREGS scheme. The bridge has 3 vents of 6.37m effective span. The bridge is constructed across the stream to provide transportation facilities to people of Proddatur to various places of Kadapa District. This stream has an adequate discharge of 97.00 cusecs and it increases more during in rainy season. Traffic studies have been conducted on this road and the outcome was 120cvpd. The maximum flood level of this stream is 99.830.The linear water way is 18.00m. The design drawings and plans were given by MORT&H for execution of work. To calculate the discharge levels has been surveyed around 300mts both upstream and down streams. Funding for this project has been given by the government of A.P. The work has to be completed in a period of one year. The total estimate amount of the project is said to be 69.50 Lakhs.

Phronetic organizational research is an approach to the study of management and organizations focusing on ethics and power. It is based on a contemporary interpretation of the Aristotelian concept phronesis, usually as ‘prudence’. Phronesis is the ability to think and act in relation to values, to deliberate about ‘things that are good or bad for humans’ in the words of Aristotle (1976:1140a24–b12). Phronetic organizational research effectively provides answers to the following four value-rational questions, for specific problematics in management and organization studies: 1. Where are we going with this specific management problematic? 2. Who gains and who loses, and by which mechanisms of power? 3. Is this development desirable? 4. What, if anything, should we do about it?

Early city plans situated railroads to clear slums, linking the long-standing infrastructure interests of businessmen to the agendas of Progressive reformers. In Cincinnati, nineteenth-century business leaders advocated railroad construction and reorganization to institute reasonable freight rates. In the twentieth century, they achieved their desires by establishing a mandate in municipal government for the new profession of urban planning, with its political power to shape the physical city and the use of private property within it.

Road construction in Himalaya is always challenging job. Himalaya is young mountain belt and tectonically active. National Highway-44 passes through mountain with varying topography & geological strata from Outer Himalaya to Central Himalaya. Not only geological & geomorphological structures but varying & critical climatic conditions have to tackled during the construction. Climatically area belongs to humid sub-tropical region of Jammu to temperate region of Banihal. Major geological challenges are Landslide, Hill slope, crossing of fault zones, tunnel construction and Hydro meteorological disaster. In this paper, I will discuss about the main geological challenges facing by road widening construction companies and will suggest precautionary measures for construction feasibility.

Polish economy experienced significant changes during the past 30 years. System transformation that be 2004 significantly influenced economic development. Apart from tough history experiences, they formed the shape of national economy which can be observed nowadays. It was a long and difficult process. During political and economic rapid changes greater numbers of price collusions and other illegal practices can be observed than during the stable development of national economy. Authors selected and reviewed the most important anti-competitive cases in the construction industry from the past 30 years in Poland. The review includes not only cases that were officially justified and penalized-like the collusion of portland cement big producers-but also cases of collusion suspicion on highway and express roads that ended with acquittal court verdicts. td. Peer-review under responsibility of the scientific committee of the Creative Construction Conference 2018.

Esta muestra parcial de avance de investigación analiza cómo se trató
la historia de los caminos y carreteras en Bolivia durante el siglo
XX. Trae a cuenta algunos problemas que existen en el tratamiento
de transporte carretero. Toma nota acerca de las fuentes que podrían
ser utilizadas para una investigación historiográfica.

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.

This article presents results from the first statistically significant study of cost escalation in transportation infrastructure projects. Based on a sample of 258 transportation infrastructure projects worth US$90 billion and representing different project types, geographical regions, and historical periods, it is found with overwhelming statistical significance that the cost estimates used to decide whether such projects should be built are highly and systematically misleading. Underestimation cannot be explained by error and is best explained by strategic misrepresentation, that is, lying. The policy implications are clear: legislators, administrators, investors, media representatives, and members of the public who value honest numbers should not trust cost estimates and cost-benefit analyses produced by project promoters and their analysts.

In this essay we ask questions about the ideological and diagnostic
function that the incest trope serves in post-liberalization India-based
cinema. We examine Monsoon Wedding and Highway to
argue that the incest trope operates as a sign-post of globalized
Bollywood’s altering relationship with the family, as a metonymic
signifier of the discursive shifts in India’s relationship to liberalization,
as well as a filmic mechanism that enables us to envision
the place of women both inside and outside bourgeois families
and fantasies. Through a close study of the cartographic vision and
the forms of masculinity espoused by the two films, we demonstrate
their sharply varied politics. The incest-crisis in Monsoon
Wedding finds resolution within the four walls of the familyhome
and the incest-victims’ relationship with the family is able
to return to a state of pre-crisis “normalcy.” Highway, on the other
hand, regards the family not as bastion-against-the-world, but as
a reflective microcosm of all that is wrong with the world, and as
the cornerstone of social and gender inequality. This is why, the
incest-survivor in Highway comes to terms with childhood trauma
by removing herself from her family, and from bourgeois domesticity,
altogether.

Back cover text: Megaprojects and Risk provides the first detailed examination of the phenomenon of megaprojects. It is a fascinating account of how the promoters of multi-billion dollar megaprojects systematically and self-servingly misinform parliaments, the public and the media in order to get projects approved and built. It shows, in unusual depth, how the formula for approval is an unhealthy cocktail of underestimated costs, overestimated revenues, undervalued environmental impacts and overvalued economic development effects. This results in projects that are extremely risky, but where the risk is concealed from MPs, taxpayers and investors. The authors not only explore the problems but also suggest practical solutions drawing on theory, experience and hard, scientific evidence from the several hundred projects in twenty nations and five continents that illustrate the book. Accessibly written, it will be the standard reference for students, scholars, planners, economists, auditors, politicians and interested citizens for many years to come.

The objective of the project is to design a wind turbine to recapture wind energy from vehicles on the highway. Highways can provide a considerable amount of wind to drive a turbine due to high vehicle traffic. This energy is unused. The wind turbines will be placed on the medians therefore fluid flow from both sides of the highway will be considered in the design. Using all of the collected data, existing streetlights on the medians can be fitted with these wind turbines. Additionally, since the wind source will fluctuate, a storage system for the power generated will be designed to distribute and maintain a constant source of power. Ideally, the turbine can be used globally as an unlimited power source for streetlights and other public amenities.

The article first describes characteristics of major infrastructure projects. Second, it documents a much neglected topic in economics: that ex ante estimates of costs and benefits are often very different from actual ex post costs and benefits. For large infrastructure projects the consequences are cost overruns, benefit shortfalls, and the systematic underestimation of risks. Third, implications for cost–benefit analysis are described, including that such analysis is not to be trusted for major infrastructure projects. Fourth, the article uncovers the causes of this state of affairs in terms of perverse incentives that encourage promoters to underestimate costs and overestimate benefits in the business cases for their projects. But the projects that are made to look best on paper are the projects that amass the highest cost overruns and benefit shortfalls in reality. The article depicts this situation as ‘survival of the unfittest’. Fifth, the article sets out to explain how the problem may be solved, with a view to arriving at more efficient and more democratic projects, and avoiding the scandals that often accompany major infrastructure investments. Finally, the article identifies current trends in major infrastructure development. It is argued that a rapid increase in stimulus spending, combined with more investments in emerging economies, combined with more spending on information technology is catapulting infrastructure investment from the frying pan into the fire.

The research reported herein was performed under NCHRP Project 1-38, by
Kathleen T. Hall, Carlos E. Correa, Samuel H. Carpenter, and Robert P. Elliott.
Kathleen Hall was the contractor and principal investigator for this study. Carlos
Correa, Samuel Carpenter, and Robert Elliott were consultants to Kathleen Hall.
The authors wish to express their gratitude to Marshall Thompson of the University of
Illinois and Thomas Scullion of the Texas Transportation Institute, for their review
and helpful comments on portions of this report.

As megaprojects have become ubiquitous, their real benefits and costs have come under increased scrutiny. We interviewed Bent Flyvbjerg, who has extensively studied megaproject development. Flyvbjerg has found systematic problems in the development process: by intentionally misrepresenting information and deliberately disregarding risks, proponents instigate projects that result in fewer benefits and higher costs than promised.

The Supplementary Green Book Guidance on Optimism Bias (HM Treasury 2003) with reference to the Review of Large Public Procurement in the UK (Mott MacDonald 2002) notes that there is a demonstrated, systematic, tendency for project appraisers to be overly optimistic and that to redress this tendency appraisers should make explicit, empirically based adjustments to the estimates of a project’s costs, benefits, and duration. HM Treasury recommends that these adjustments be based on data from past projects or similar projects elsewhere, and adjusted for the unique characteristics of the project in hand. In the absence of a more specific evidence base, HM Treasury has encouraged departments to collect data to inform future estimates of optimism, and in the meantime use the best available data. In response to this, the Department for Transport (henceforth DfT), has contracted Bent Flyvbjerg in association with COWI to undertake the consultancy assignment "Procedures for dealing with Optimism Bias in Transport Planning". The present Guidance Document is the result of this assignment.

"Over budget, over time, over and over again" appears to be an appropriate slogan for large, complex infrastructure projects. This article explains why cost, benefits, and time forecasts for such projects are systematically over-optimistic in the planning phase. The underlying reasons for forecasting errors are grouped into three categories: delusions or honest mistakes; deceptions or strategic manipulation of information or processes; or bad luck. Delusion and deception have each been addressed in the management literature before, but here they are jointly considered for the first time. They are specifically applied to infrastructure problems in a manner that allows both academics and practitioners to understand and implement the suggested corrective procedures. The article provides a framework for analyzing the relative explanatory power of delusion and deception. It also suggests a simplified framework for analyzing the complex principal-agent relationships that are involved in the approval and construction of large infrastructure projects, which can be used to improve forecasts. Finally, the article illustrates reference class forecasting, an outside view de-biasing technique that has proven successful in overcoming both delusion and deception in private and public investment decisions.

The number of accidents in Malaysia increases relatively from year to year, although there are many programmes organised
by the authority to reduce them. There are several factors that lead to serious accident problems which are human behaviour,
vehicle’s condition, weather condition, road surface and road alignments (vertical and horizontal curves). This research paper
presents an empirical research and presents design consistency models to estimate the 85th percentile operating speed models for the horizontal and vertical alignments at two-lane rural highways. The speed data were carried out by using a laser gun metre detector to obtain the spot speed data in the selected location along the Lenggong to Sauk two-lane rural highway in Perak. Multiple linear regression analysis was conducted to develop the 85th percentile speed models by combining the operating speed data and geometric elements data from different selected horizontal and vertical alignments. Finally, the horizontal and vertical alignment models have successfully developed in the paper. The findings are hoped to provide a starting point towards the national design standard for the highway designer and planner to improving the consistency geometric design elements of the two-lane rural highways.
Keywords: Design Consistency, Horizontal Alignment, Operating Speed Model, Vertical Alignment, Rural Highways

This article presents results from the first statistically significant study of traffic forecasts in transportation infrastructure projects. The sample used is the largest of its kind, covering 210 projects in 14 nations worth U.S.$59 billion. The study shows with very high statistical significance that forecasters generally do a poor job of estimating the demand for transportation infrastructure projects. For 9 out of 10 rail projects, passenger forecasts are overestimated; the average overestimation is 106%. For half of all road projects, the difference between actual and forecasted traffic is more than ±20%. The result is substantial financial risks, which are typically ignored or downplayed by planners and decision makers to the detriment of social and economic welfare. Our data also show that forecasts have not become more accurate over the 30-year period studied, despite claims to the contrary by forecasters. The causes of inaccuracy in forecasts are different for rail and road projects, with political causes playing a larger role for rail than for road. The cure is transparency, accountability, and new forecasting methods. The challenge is to change the governance structures for forecasting and project development. Our article shows how planners may help achieve this.

This paper describes derivation of the curvature change for the transition curve in a 2 nd degree increasing concave formulation. The investigation of the usability of the developed transition curve in new designs and rehabilitation of existing roads are also included in this study. New transition curves are compared with the most used transition curves (clothoid, sinusoidal and bloss) in highways, and it has been targeted to indicate whether it is the most economic and comfortable one or not.

Heavy metal pollution is a major environmental problem, especially around highways with high traffic density.
This study investigates the levels of Pb, Cd, Zn and Cu in roadside soils of Wukari section of the Wukari-Jalingo
highway, Taraba state, Nigeria. Samples were randomly collected and analyzed using standard methods. The
mean concentrations (μg/g) of Pb, Cd, Zn and Cu from all sample sites ranged: 89.6-247.0, 0.15-5.3, 26.8-163.0
and 7.1-61.2 respectively. The extent of the heavy metals contamination was assessed, as analytical data were
subjected to pollution calculation methods. The contamination factors (CF) reveal extreme contamination of the
sites and an increasing trend in the heavy metals concentrations was observed in sites with more human
activities. The pollution load index (PLI) showed that the sites are severely polluted as the PLI of the metals from
each sample site exceeded the PLI of the background (control) sample (0.7). Spearman’s rank correlation
analysis showed clear correlations (p<0.001) amongst the metals suggesting a common source. It can be
concluded that the study sites pollution is mostly due to automobile emissions. This study provides awareness
for residents to avoid activities such as farming, trading etc very close to the highway due to exposures to these
toxic metals.

Do different types of megaprojects have different cost overruns? This apparently simple question is at the heart of research at the University of Oxford aimed at understanding the characteristics of megaprojects, particularly in terms of how they are established, run and concluded. In this study, we set out to investigate cost overruns in the Olympic Games. To do so, we examined the costs of the Games over half a century, including both summer and winter Olympics. We looked at the evolution of final reported costs and compared these to the costs established in the Games bids, submitted to the International Olympic Committee (IOC) up to seven years before the Games occurred. In so doing we established the largest dataset of its kind, and documented for the first time in a consistent fashion the costs and cost overruns for the Olympic Games, from 1960 to 2012. We discovered that the Games stand out in two distinct ways compared to other megaprojects: (1) The Games overrun with 100 per cent consistency. No other type of megaproject is this consistent regarding cost overrun. Other project types are typically on budget from time to time, but not the Olympics. (2) With an average cost overrun in real terms of 179 per cent – and 324 per cent in nominal terms – overruns in the Games have historically been significantly larger than for other types of megaprojects, including infrastructure, construction, ICT, and dams. The data thus show that for a city and nation to decide to host the Olympic Games is to take on one of the most financially risky type of megaproject that exists, something that many cities and nations have learned to their peril. For the London 2012 Games, we find that: (1) With sports-related real costs currently estimated at USD14.8 billion, London is on track to become the most costly Olympics ever. (2) With a projected cost overrun of 101 per cent in real terms, overrun for London is below the historical average for the Games, but not significantly so. (3) The London cost overrun is, however, significantly higher than overruns for recent Games since 1999. London therefore is reversing a positive trend of falling cost overruns for the Games.

As megaprojects have become ubiquitous, their real benefits and costs have come under increased scrutiny. We interviewed Bent Flyvbjerg, who has extensively studied megaproject development. Flyvbjerg has found systematic problems in the development process: by intentionally misrepresenting information and deliberately disregarding risks, proponents instigate projects that result in fewer benefits and higher costs than promised.

A carreta foi o principal meio de transporte terrestre na América colonial entre os séculos XVI e XIX. Uma das rotas mais utilizadas foi Buenos Aires-Mendoza, estabelecendo uma ligação entre os mercados do Atlântico e do Pacífico. Este artigo examina essas rotas, ao final do século XVIII, com base no processamento das viagens de 16.000 carretas. O tema será aprofundado em um segundo trabalho intitulado "Los troperos y los orígenes de la burguesía en el Cono Sur de América colonial" (previsto para o próximo número de Estudos Ibero-Americanos).

For over fifty years, successive waves of critique have underscored that the apolitical character of much of Political Science research betrays the founding mission of the discipline to have science serve democracy. The Caucus for a New Political Science was originally based on such a critique, and the Perestroika movement in the discipline included a call for more problem-driven as opposed to theory- or method-driven work that would better connect Political Science research to ongoing political struggles. In recent years, movements for a public Sociology and public Anthropology as well as dissonant movements in Economics and related fields have added to the insistence that social science research was too often disconnected from the real world. Phronetic Social Science has emerged out of the ferment for change in the social sciences, starting with the much-debated book by Bent Flyvbjerg, Making Social Science Matter (Cambridge 2001). Flyvbjerg critiqued the social sciences for mimicking the natural sciences while proposing an alternative approach that focuses research on helping people address the problems they are facing in the context they are facing them. Today, Phronetic Social Science goes beyond the call for an alternative approach to social inquiry and its growing adherents are providing evidence that this alternative approach to doing research can enrich the social sciences by more effectively connecting research to efforts to address real world problems as people experience them. This essay provides a genealogy of efforts to connect Political Science to politics, a review of the major critiques of mainstream research, an explication of the rationale for more problem-driven, mixed methods research, a specification of the key principles of the phronetic approach, and examples of its application in the public realm. The essay concludes with implications for realizing a more political Political Science by way of taking a phronetic approach.

Back cover text: This book aims to enlarge the understanding of decision-making on mega-projects and suggest recommendations for a more effective, efficient and democratic approach. Authors from different scientific disciplines address various aspects of the decision-making process, such as management characteristics and cost-benefit analysis, planning and innovation and competition and institutions. The subject matter is highly diverse, but certain questions remain at the forefront. For example, how do we deal with protracted preparation processes, how do we tackle risks and uncertainties, and how can we best divide the risks and responsibilities among the private and public players throughout the different phases of the project? - Presenting a state-of-the-art overview, based on experiences and visions of authors from Europe and North America, this unique book will be of interest to practitioners of large-scale project management, politicians, public officials and private organisations involved in mega-project decision-making. It will also appeal to researchers, consultants and students dealing with substantial engineering projects, complex systems, project management and transport infrastructure.

Polish economy experienced significant changes during the past 30 years. System transformation that began in the 1980's and was enhanced by Poland's entry to the European Union in 2004 significantly influenced economic development. Apart from tough history experiences, they formed the shape of national economy which can be observed nowadays. It was a long and difficult process. During political and economic rapid changes greater numbers of price collusions and other illegal practices can be observed than during the stable development of national economy. Authors selected and reviewed the most important anti-competitive cases in the construction industry from the past 30 years in Poland. The review includes not only cases that were officially justified and penalized-like the collusion of portland cement big producers-but also cases of collusion suspicion on highway and express roads that ended with acquittal court verdicts.

This paper focuses on problems and their causes and cures in policy and planning for large infrastructure projects. First, it identifies as the main problem in major infrastructure development pervasive misinformation about the costs, benefits, and risks involved. A consequence of misinformation is massive cost overruns, benefit shortfalls, and waste. Second, the paper explores the causes of misinformation and finds that political-economic explanations best account for the available evidence: planners and promoters deliberately misrepresent costs, benefits, and risks in order to increase the likelihood that it is their projects, and not the competition's, that gain approval and funding. This results in the "survival of the unfittest," where often it is not the best projects that are built, but the most misrepresented ones. Finally, the paper presents measures for reforming policy and planning for large infrastructure projects, with a focus on better planning methods and changed governance structures, the latter being more important.

Risk, including economic risk, is increasingly a concern for public policy and management. The possibility of dealing effectively with risk is hampered, however, by lack of a sound empirical basis for risk assessment and management. This article demonstrates the general point for cost and demand risks in urban rail projects. The article presents empirical evidence that allow valid economic risk assessment and management of urban rail projects, including benchmarking of individual or groups of projects. Benchmarking of the Copenhagen Metro is presented as a case in point. The approach developed is proposed as a model for other types of policies and projects in order to improve economic and financial risk assessment and management in policy and planning.

“Designers are always understood as solving a problem. Artists, intellectuals, and writers are expected to ask questions, to make us hesitate, to see our world and ourselves differently for a moment, and therefore to think. Why not design as a way of asking questions? Why not design that produces thought provoking hesitations in the routines of everyday life rather than simply servicing those routines? Why not design that encourages us to think? Design as an urgent companion species have become?” 
In the Italian context, Fragility is mostly the weakness of the underpopulated and abandoned villages and countryside on the Apennines, where agricultural activities are no more profitable, and where people prefer to leave their homes and fields to reach the coasts and the cities, looking for a modern and comfortable life. For us, the question is: how can architecture elaborate answers for these areas? How can we imagine a new future, new settlements, new facilities,and lifestyles? How to give a promise of a better horizon, a vision of growth and health, of social and economic wellbeing?

PLUS Expressway has become the main route option for both public and private transportation. It’s a shared infrastructure, thus many risks could occur, especially when it comes to heavy transport. Usually, this kind of vehicles carry tonnes of load that may harm the public users. Highway operator, PLUS Malaysia Berhad reported that 1,485 accidents last year due to collision with objects on the road and 41.3% of them were tires and tire debris from heavy transport (The Star, 2016). Aspects of public satisfaction that investigated were the driver’s behaviour, vehicle maintenance, light vehicle – heavy vehicle interactions, cargo safety and security. This study will use a quantitative method, where researchers will distribute questionnaires to respondents who are drivers and passengers of light vehicles at PLUS Expressway. Population and sample are selected by using Slovin’s formula, in which the respondent is among the users of PLUS Expressway. The scope of this study covers the southern region of PLUS Expressway, to be specific in Johor state, with the length of 165km.
The findings of this study are particularly valuable to the government and responsible parties in enforcing the law on safety in logistics. It also serves to explain to the industry and related parties the importance of safeguarding the safety of heavy vehicle operations. At the end of this study, results show that public users are dissatisfied with heavy vehicle operations at the PLUS Expressway. The factor of drivers behavioural is statistically significant in influencing the overall satisfaction level of public users towards heavy transport operations in the highway. As a conclusion, logistics operators should be sensitive to the behaviour of their heavy vehicle drivers, as well as assist them in terms of financial, moral and emotional support. The authorities also need to improve the enforcement of the law to avoid misconduct among heavy vehicle drivers.

► 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
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- A. General Review
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- B. Components
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. - 1) Mesh or Lattice
. - 2) Fibers or Strands
. - 3) "Matrix" With the Suitable Hollow "Pores (Voids)" and/or "Lightweight Aggregates" in its Context
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- 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)
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* 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
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* VII. FINAL REVIEW
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* ACKNOWLEDGEMENTS
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* REFERENCES 
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***
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/ ● General Review:
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• 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".
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• Indeed, the RCS, as the Elastic Composite, Reinforced Lightweight Concrete (ECRLC), do not behave as most of the solid materials in bending.
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• 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.
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• 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.
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• 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.
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• 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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/ ► FULL TEXT (Open Access):
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- 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 ] ;
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- 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 ; 
.
- https://sites.google.com/site/NEWSTRUCTURE1 ;
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- 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 ;
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- ...

The term ‘phronetic social science’ was coined in Making Social Science Matter (Flyvbjerg 2001). However, as pointed out in that volume and by Schram (2006), phronetic social science existed well before this particular articulation of the concept, but it was just not organized, recognized or named as such. Rather, it occurred here and there as scholars had adopted phronesis-like methods for their own purposes. The present title is the first organized volume of empirical–practical work in phronetic social science. Before Making Social Science Matter, phronesis, as a critical term of Aristotelian philosophy, had been theorized and its continuing importance as a key concept in Western thought had been convincingly argued by distinguished philosophers like Hans Georg Gadamer, Hannah Arendt, Alasdair MacIntyre and Richard J. Bernstein, among others. But no one had developed the theory and philosophy of phronesis into a practical methodology that could be applied by researchers interested in actually practising a phronetic social science. Making Social Science Matter developed such a methodology. Its implications were discussed and developed further in Making Political Science Matter (Schram and Caterino 2006). After these two theoretical–methodological contributions, it was evident that an important next step in demonstrating the usefulness of phronetic social science would be to illustrate, with concrete examples, how applied phronesis works in practical, empirical social science research. The contributions on applied phronesis contained in the present volume make clear that this next step has now been taken.

This study is based on the proposed development corridor project by Dr. Farouk El-Baz which attempt to expand the developed region westward throughout the Valley of River Nile. It is known that there are many problems in most Egyptian roads such as low level of service, traffic jam and not taking into account the crisis of roads maintenance and security. All of these lead to spread of road accidents and increase the number of road casualties year after year. World Health Organization (WHO) says that Egypt is one of the first countries in the rates of road accidents in terms of the number of deaths. Egypt loses about 12 000 lives due to road traffic crashes every year. It has a road traffic fatality rate of 42 deaths per 100 000 population. This is a serious that indicator must be taken into consideration. The aim of the current research is to investigate the impact of such a major super highway on the general movement of vehicle traffic in Egypt especially in the North – South direction. A Geographic Information System (GIS) Approach is selected for its suitability for such a problem at hand. Firstly, the selected alignment of the proposed developed corridor is digitized, and linked to the overall digitized national highway network of Egypt. The digitized process included the twelve branches highways throughout the River Nile Valley. Attribute tables were established using GIS ArcMap, they consisted of some columns called fields, these fields contained road lengths, road names, governorates where roads are located, as well as road widths, the number of lanes in each road and road speeds. As a result of distances and speeds data, average travel time is calculated by using the equation of time equal distance divided by speed. Network Analyst tool is one of the GIS tools, it is used for analyzing the given data that has been inserted and output of results. The Scenario of With / Without Development Corridor is adopted to illustrate the impact of the project on different proposed expected journey linking Egypt between North regions [major harbours] and south regions [potential for development projects]. Also, the degree of development of the proposed super highway is considered in the study through varying design speed. The impact of the proposed project is presented in details on the Traveled Distance / Travelled time plot for different suggested Origin – Destination trips. The study involves the path of Nagaa Hammadi with both of Alexandria Port and the proposed port in El-Alemein, as well as the path of Lake Nasser with both of them. The thesis will study 16 cases for each path, these cases depend on the effect of delay time as a result of traffic jam at grade intersections, as well as the factor of with and without Development Corridor, and if it will be created, taking influence Development Corridor design on the basis of different speeds. Already there has been a clear impact when implementation of Development Corridor on the main road network through the examples that will be studied within the thesis, but also other examples will be shown in Appendix (D). Whenever taking into account the increment of speed factor of the development corridor, this leads to a direct effect on travel time, also leads to increase the percentage of Development Corridor length which is used throughout the trip length. Also the percentage of the used length from the north-south highway increased.

Este informe presenta los resultados de la evaluación de diseño vial del proyecto Autopista Vespucio Oriente tramo I, referente a los estándares del diseño geométrico y de seguridad vial del proyecto presentado por la concesionaria OHL al Servicio de Evaluación Ambiental SEIA en noviembre del 2016.

Se evaluaron las áreas del proyecto, cotejandolas con la normativa vigente en el Manual de Carreteras MOP, específicamente con las normativas de: diseño vial de autopistas, diseño geométrico de túneles, diseño geométrico de viaductos y diseño geométrico de ciclovías.

Además, se evaluó el cumplimiento normativo del proyecto con: la Ley General de Urbanismo y construcción, la Ordenanza General de Urbanismo y Construcciones (OGUC), la Ley de Concesiones, las Bases de Licitación, la Ley de Tránsito 18.390, el Plan Regulador Metropolitano de Santiago (PRMS), los planes reguladores (PRC) de las comunas en el área de intervención, el Manual de Recomendaciones de Diseño Vial Urbano (REDEVU) y el Manual de diseño de vialidad cicloinclusiva.

Los resultados y conclusiones de este informe fueron presentados por el autor al Servicio de Evaluación Ambiental (SEIA), en el marco del proceso de participación ciudadana del Estudio de Impacto Ambiental (EIA) del proyecto Autopista Vespucio Oriente (AVO).

There is ferment in the social sciences. After years of sustained effort to build a science of society modelled on the natural sciences, that project, long treated with suspicion by some, is now openly being rethought. A critical intervention in this period of reflection was Making Social Science Matter (MSSM) by Bent Flyvbjerg, published in 2001. In that book Flyvbjerg challenged the very idea of social science as a science modelled on the natural sciences. Flyvbjerg argued that, as the social sciences study human interactions that involve human consciousness, volition, power and reflexivity, attempts to build generalizable, predictive models such as those for the natural world are misplaced and even futile.

Out-of-control information technology (IT) projects have ended the careers of top managers, such as EADS CEO Noël Forgeard and Levi Strauss’ CIO David Bergen. Moreover, IT projects have brought down whole companies, like Kmart in the US and Auto Windscreen in the UK. Software and other IT is now such an integral part of most business processes and products that CEOs must know their IT risks, which are typically substantial – and overlooked. The analysis of a sample of 1,471 IT projects showed that the average cost overrun was 27% — but that figure masks a far more alarming “fat tail” risk.  Fully one in six of the projects in the sample was a Black Swan, with a cost overrun of 200%, on average, and a schedule overrun of almost 70%. This highlights the true pitfall of IT change initiatives: It’s not that they’re particularly prone to high cost overruns on average – it is that there are a disproportionate number of Black Swans. By focusing on averages instead of the more damaging outliers, most managers and consultants have been missing the real risk in doing IT. In conclusion, the article outlines ideas as to what can be done to avoid Black Swans.