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Ayati E.,
Volume 2, Issue 2 (6-2004)
Abstract

Government agencies and the medical, insurance and automotive industries all have an interest in understanding the socio-economic costs of road crashes. These costs are estimated in most countries, and their computation methodology are continuously progressing as more refined costing methods, are used. This paper outlines two recent studies in Iran and Australia in order to compare crash cost estimation approaches. The analytical approaches and the results of similar studies in some other countries are also discussed It is shown that different approaches to estimating human costs and its components have considerable effects on the results. In both studies, the contribution to the total costs are human costs (50 to 60 percent), vehicle costs (30 percent) with the remaining 10 to 20 percent covering general costs.
E. Ashouri ,
Volume 2, Issue 3 (9-2004)
Abstract

The seismographic data, as well as historical resources are indicative of the occurrence of numerous earthquakes in the region of Garmsar since the prehistoric centuries. The 4th century BC earthquake in the region of Caspian Gate and Eivankey City with the magnitude of Ms = 7.9 and intensity of Io = X and also the earthquake of spring 743 AD, (Spring 122 Hegira, Solar year)estimated at the magnitude of Ms= 7.2 and intensity of Io = VIII in the region of Sardarreh Khar (Caspian Gate) and Takhte-Rostam Mountain, and earthquakes of Moharram 1367(3th of September, 1988) continuing for one year, inspired the author to investigate and introduce the causing factors of these earthquakes. In this research, it has been identified that on one hand factors such as activation of certain unknown faults.The geographical distribution of the seismological focus properly indicate Garmsar,s fault activation and the faults of Rude-Shur valley, Ejdeha Mountain and the faults of north and south part of Kalarz Mountain and Red Mountain, Rameh, Ghalibaf, Gach-ab and Gugerd Mountain faults have been acted in the past history of this region (Fig. 2).
H. Behbahani, S.m. Elahi,
Volume 4, Issue 1 (3-2006)
Abstract

To properly plan for construction, repair, maintenance, and reconstruction of highways the minimum acceptable roadway condition is needed information. This, along with other pavement management tools, will help select the most desirable roadway alternatives. In this research the minimum acceptable conditions are developed based on an opinion survey of non-technical but high-level decision makers. Roadway roughness, expressed as international roughness index (IRI), is used as the measurement criteria. Because IRI is a widely known, acceptable, and a uniformly measurable index, it is used for the purpose of this research. The minimum IRI values developed here will help managers, planners, and engineers in prioritizing their plans and projects. Iran has a central planning system, hence having a minimum acceptable IRI will help in producing homogeneity in decision making. A questionnaire is sent to top level and influential managementlevel officials who have a decisive input in highway matters. The officials are asked to choose the minimum acceptable service level of different types of roadways and classifications. Naturally, roadways with higher levels of importance would require higher service levels. The answers to the survey questionnaires are investigated to determine a preferred minimum acceptable roadway condition. The IRI is computed using a mechanical device enabling a more uniform data collection. The IRI was first proposed by The World Bank as a standard roughness statistic. Extensive research has proven that the IRI can be related to pavement condition. The result of the opinion survey is investigated to determine the minimum levels acceptable for each category. The responses show distinct preference patterns for most of the roadway types. Survey results are investigated by plotting and analyzing them. Based on road user’s perception of roadway condition using guidelines from AASHTO, the Corp of Engineers, and related research work. The appropriate IRI limits and ranges are determined for Iran’s highways. These values are adjusted to obtain final values for Iran. The result, shown in a table, gives upper and lower IRI values accepted and recommended for Iran’s highways. The result of this research work is specifically useful in developing specifications for new pavement design, accepting new pavement from contractors, pavement management, highway planning, and in roadway life cycle cost analysis decision making. The results are subject to refinement over time.

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