IRF2005会议论文摘要 W33：道路规划（主要规划）
第十五届国际道路联盟世界会议 ——会议论文摘要
W33：道路规划（主要规划）
181第十个五年计划和2010年顶级高速公路项目发展规划的关键点
作者：中国，中国高速公路规划和设计研究咨询有限公司，Yan Wang
A rational and well-balanced highway development plan is always the prerequisite basis for the success in road construction. Aimed at keeping abreast of the new trend and characteristics of socio-economic growth in Shandong, the present study adhered to as strategic guidelines in their efforts to make a rational and well-balanced provincial plan for the development of top-grade highways.
182泰国高速公路部门长期战略计划
作者：泰国，Wilbur Smith Associates，Thomas Wright
The purpose of the DOH’s Long-Term Strategic Planning (LTSP) program is to increase the transport sector’s efficiency; increase the capability to provide services that are convenient, safe and low in cost, to act as a catalyst to the development process; and to improve safety levels and achieve higher environmental standards. Institutionally, the LTSP seeks to transform DOH management from a bureaucratic style to a more efficient business-oriented operation.
183道路规划使用者参与道路管理
西班牙，Comunidad De Madrid，Juan Jose Jarillo Rodriguez
The Governments and Road Administrations all over the world are lately considering the aspect of user participation in road management.
Citizenship wants, and deserves, to perceive what they get, and how they get it back from the taxes they pay. There is a wide social movement all over the world, tired of the artificial glow of the -more or less- spectacular inaugurations and would like to substitute it with an efficient infrastructure operation, service life wise, demanding also an integral assets maintenance plus a agile road operation which is based on an incessant and quiet labor, actually; unrecognized.
The project contracts are being substituted by user service contracts.
In this brand new culture of assets management there is a new situation to assume and resolve fairly and efficiently.
We are talking about the match: “RIGHTS – RESPONSIBILITY” beginning by define it as a process about which are the solutions, taking the help not only from technology but also from social opinion and, afterwards, considering all those factors, the manager will take the appropriate solution, this is, there is no way to avoid the responsibility.
It is mandatory, then, agreed solutions, understanding that users opinion IT IS NOT a charge but an anticipated solution to possible troubles.
Let´s assume the social changes of a developed community in which citizens value highly and wisely what they get back from the Administration and from politicians in charge of decisions. It is time to replace the PROJECTS by immediate ACTIONS, by mid or long term PROCESS and by an efficient SERVICE to users.
This task of giving good services it is what we understand as QUALITY, a very wide concept able to fit all the aspects to consider when we talk about transportation infrastructures. There are many points of view to define this SERVICE QUALITY. In one side we have the “planned one” by the Administration. In the other side, and this one is the one to concern about, we have the “perceived one”. And we have to concern because once the opening lights have turn down, the daily use will be the responsible of making the project magnificent with an equally excellent useful services life wise, therefore the process becomes a success.
Within the challenges for the future we should remove the stigma of competitiveness between managers. The citizen (user of roads) wants safe roads without caring whose responsibility or construction managing within the Administration. Security goes closely linked to uniformity.
There are who dare to propose in the new Road´s Culture that “we have to stop constructing and concentrate in the conservation and operating of the road network”, maybe that would be going a bit too far and might seem more balanced the other message used in this new culture that XXI century demands: “without leaving constructing lets focus on managing.”
184 Relevance of the Real Definition of LOS for Basic Freeway Segments for Planning of Freeways
作者：南斯拉夫，贝尔格莱德大学，Ljubisa Kuzovic
In this paper analyzed values of the basic parameters-criteria’s of Level of Service (LOS) on basic freeway segment (section) in base conditions (practically ideal conditions) which are recommended in HCM-2000. Especially emphasis is on the recommended values of maximum traffic flow, i.e. basic capacity and on the traffic density. Also is analyzed treatment of this parameters, specially was analyzed to which parameters is assigned the role of condition constant. This paper also shows changes of values of parameters-criteria’s of LOS from HCM-1965 to HCM-2000. This is because authors want to send strong message which is: values of parameters-criteria’s of LOS in HCM-2000 must be critically treated. This critical approach must be followed because of theoretical and practical arguments also because of revolutionary changes made in HCM-1994 and HCM-2000 in regard to HCM-1985 and HCM-1965. This paper also presents all changes made in HCM in scope of theoretical and empirical works of authors from 1969 till today.
185城市道路规划的可行性方法——Godda地区案例研究
作者：印度，中央道路研究所（简称CRRI），Neelam Jain
Rural roads act as a catalyst for development of habitations, which mainly depends on agricultural activities. Proper planning of rural road network becomes important in terms of connectivity and utilization of limited resources. Accessibility based planning approach provides basic road access to all the habitations. The connections are made by road links from a predetermined set of options. The optimum rural road network emerges in the form of multi-rooted minimum spanning trees. The approach enables to plan a network of rural roads with maximum accessibility to social and economic facilities at minimum development cost. It will help in optimizing the requirements of fresh construction, upgrading sand maintenance for ensuring connectivity to all the habitations. The paper provides a GIS based approach on accessibility-based connectivity to rural areas, which will provide maximum benefit to unconnected habitations in terms of access to nearest market center or main road by maintaining integrated road system. Districts are the micro- level unit for planning and provision of infrastructure facilities. This approach integrates the entire road network and other Socio- economic facilities in a district and provides prioritized habitations and links to be connected over a period of time. The approach has been applied to Godda district of Jharkhand state in India.
