پژوهشنامه حمل و نقل
سال نوزدهم شماره 3 (پیاپی 72، پاییز 1401)

Inevitably, vibrations induced by vehicles passing over bumps and surface irregularities affect adjacent buildings. High-amplitude vibrations can be damaging to monumental and historic buildings. The passage of heavy vehicles on irregular road pavement surfaces generates dynamic loads that are transmitted to the buildings through the surrounding soils and cause them to vibrate. To address the aforementioned challenge, herein, a 2.5-dimensional numerical model was developed to investigate the effect of open-trenches with different depths on the amplitude of vibrations. For this purpose, initially, the axial load caused by a truck hurtling over a speed bump was simulated in MATLAB program. Then, a finite element model of the road and its surroundings was developed to evaluate the vibrations. The model was then validated by the results from Lambert field measurements. To evaluate the effect of trench depth, the particle velocity and the frequency content of vibrations at different points were investigated. Numerical analysis indicates that greater trench depth leads to more reduction in the vibrations’ amplitude and a decline in the amplitude of the dominant vibration frequency.

The solution to congestion is the balance of demand and supply side. Increasing network capacity with road construction and more infrastructure is expensive and environmentally damaging. With better utilization of existing infrastructure, road capacity can be increased. Different traffic management methods have been proposed to address the rapid growth of travel demand, which seem to be promising. Due to the reduction of human error due to faster reaction, Autonomous adopt less distance between vehicles, which can eventually increase capacity by reducing the space between vehicles. The ability of connecting to each other can also further contribute to the formation of Platooning. Increasing the number of AVs on roads around the world causes uncertainty about their impact on the capacity of roads with AV and non-AV vehicles and mostly faces many challenges. Therefore, in this study, by applying the characteristics of AV and non-AV vehicle models in the road network of west Tehran, related southern arterial routes by various methods, total of 825 simulations were performed. These simulations take into account the models of car following, lane change and Platooning, when they participate in the network with different share values with %10 intervals that normal vehicles constitute the entire traffic flow and in Each stage of the simulation contributes to AV cars, showing the Autonomous Vehicles effects that have on the capacity of the network passages, The results of the thesis show that the full penetration of Autonomous vehicles in Platoon can contribute more than %50 in the capacity of the network as well as increasing the amount of time headway for the free driving and Leader of the platoon vehicles, which will have a positive effect on the interaction of AVs in low penetration, and these promise to experts to observe its effects in reality.

The great traffic of private cars in the tourist and religious metropolises has led to an increase in fossil fuel consumption in Iran, and consequently, Energy dissipation and air pollution have increased. There are policies that help to save fuel; each has some advantages and disadvantages that make choosing the best policy difficult. In this research, four policies to save fuel consumption in Mashhad, including fuel pricing, fuel quota, alternative fuel supply, and traffic congestion pricing, have been evaluated and prioritized by Analytic Hierarchy Process (AHP). Based on the results, the traffic congestion pricing solution with a weight of 0.385 was considered as the most suitable solution for reducing fuel consumption in the transport sector in the tourist and religious metropolises. The criteria used in this assessment are known as, inflation rates, travel mode changes, canceling the travel, travel time reductions, reducing air pollution, and reducing travel costs. The analysis of the Analytic Hierarchy Process (AHP) in this study was done by using “Expert Choice” software.

Pervious concrete is a special type of concrete comprised of cement, water, coarse aggregate, little or no sand which is sometimes mixed with the additives. The uniformly graded coarse aggregates in combination with low water content (i.e., water-to-cement ratios ranging from 0.25 to 0.35) were used to produce a concrete mixture whose pore content ranges from 11% to 35%. In this paper, performance of pervious concrete containing silica fume, zeolite, fly ash and granulated blast furnace slag (10% and 20% of cement weight) was investigated at the ages of 7 and 28 days. To this end, The compressive and tensile as well as water absorption tests were conducted on cubic and cylinderical specimens whise dimensions are 10 and 10×20 cm, respectively. In order to provide the required materials, the fine-grained gravel extracted from the Hamesh Bar mine Located in Semnan Province, was used. The results imply that compared to the other materials, application of silica fume and granulated blast furnace slag leave the greatest effects on the concrete performance in a way that averagely, the compressive and tensile strength were improved nearly 1.6 and 3 times in comparison with the control specimen (i.e. reference specimen). Moreover, the water absorption was reduced following addition of various pozzolanic materials excpet silica fume such that according to CEB-FIP Standard, they are classified as average and good concretes.

In recent years, the use of warm asphalt technology and reclaimed asphalt pavement (RAP) has been extensively used to reduce the costs of pavement construction, as well as to protect the environment. Nonetheless, concern about moisture susceptibility is an important issue related to warm asphalt mixtures. In this study, we examined the effect of different percentages of RAP on the moisture susceptibility of warm asphalt mixtures containing Zycotherm as a nano-chemical additive. Two types of aggregates including siliceous and calcareous minerals (which have been shown to be have different performance characteristics against moisture damages) were used in the production of warm asphalt mixtures. A total of 48 samples of asphalt mixture containing different percentages (15, 30 and 45 percent) of RAP were evaluated. Indirect tensile strength test (ITS) and Texas boiling test were carried out to investigate the moisture susceptibility of samples. Results demonstrated that addition of RAP to both types of aggregates increased the moisture susceptibility of the mixture. Experiments showed that adding 45 percent of RAP resulted in 19 and 23 percent reduction in TSR for the mixtures containing siliceous and calcareous aggregates, respectively, which was corresponding to 30 and 25 percent stripping of aggregate-asphalt mixtures in siliceous and calcareous aggregates, respectively.

Each society needs the development of basic infrastructure, including the road. The use of private sector capital is a sustainable and appropriate solution for the development of transport infrastructure, especially freeways. The economic analysis of the freeways in the planning phase and the road pricing are necessary to trust the investors. The investment risk for private investors is reduced by calculating the economic toll rates. Identifying costs and revenues of freeways and defining an approach for calculating toll rates by considering the time value of money and uncertainty in estimation of the costs and revenues is one of the challenges in this industry. In this paper, the annual cost and revenue of a freeway identified and classified by studding documents of some road projects in Iran. Two economic engineering models are developed to determine the economic toll rate with certainty and uncertainty of parameters. The proposed method is implemented on one of the freeways and the results are compared with traditional analysis. The results show that the estimated toll on the freeway is not economically justified in the traditional way.

In this study the effects of short and long term ageing on some of engineering properties of recycled asphalt concrete containing high percentage of reclaimed asphalt pavement (RAP) and rejuvenated by different dosages of waste engine oil (WEO) have been investigated. The coarse fraction of asphalt concrete has been replaced with RAP and the mixture has been rejuvenated by different dosages, namely 0, 4, 7 and 10% (by the weight of total binder) of WEO, and the volumetric and Marshall properties, indirect tensile strength (ITS) and creep properties of the mixtures after experiencing different ageing conditions including un-aged, short term and long term ageing have been evaluated. Results reveal that inclusion of RAP into mixture increases the optimum binder content, Marshall stability and quotient, ITS and creep resistance; the Marshall stability and quotient, optimum binder content, ITS and creep resistance decreases with increasing WEO content. In un-aged condition, Marshall stability and quotient increase up to 7% of WEO content, beyond which the trend reverses. Also, ageing results in increase of Marshall stability, ITS and creep resistance, and decrease of flow with more effect after long term ageing. The degree of ageing effect on the properties depends on the type of ageing, type of mixture and amount of rejuvenator. The effect of ageing on Marshall quotient increases up to 7% of WEO content, beyond which decreases. For ITS the effect of ageing decreases with increase of WEO content, and for creep resistance, the effect of ageing increases with increase of WEO content. The Marshall stability and ITS are more affected by ageing in recycled mixtures than in control mixture and the level effect decreases with increase of WEO. Furthermore, results reveal that creep resistance is more affected from ageing than the ITS and Marshall properties. .

The purpose of this study was to investigate the factors affecting the increase in demand in the rail and road system. For analyzing the data, panel data econometric models were used in this study using Eviews software. The research domain includes the province of Semnan in the rail and road transport axes, and the time domain of research based on the passenger displaced annually includes related variables from 90-94 years. In the rail transport network, all factors have a significant effect on passenger traffic, but the effect of employment rates is higher than other factors. Also, the results of the research show that in the road transport network, all factors have a significant effect on the movement of passengers, but the effect of population size is higher than other factors. according to the results, it is recommended to pay more attention to the structure of rail passenger transport companies Because these companies are mostly semi-public and monopolies that are already paying for fuel and the like, they create a safe margin for these companies. And in the long run, monopoly profits, employment efficiency. In order to improve the passenger transportation conditions, considering the fare price, it is suggested that the country's road network, taking into account subsidies and providing special services to owners of heavy passenger cars, take the action of fares and the rail network also extends from the scope. A wider range of train types with varying degrees of quality with Considering the economic conditions of the social strata Exploit.

Roads are one of the most important assets in each country. Road network are too extensive and the budget needed for reconstruction is too high. To maintain these properties planning for the maintenance and rehabilitation is an important issue. Aging, traffic (especially trucks) and weather condition in the region cause numerous tensions in the pavement. These tensions are the main reason of distress, reducing ride quality and finally deterioration in the pavement. Because of the increasing rates of the costs associated with maintenance and repair there is a concern about keeping roads in good condition with the lowest costs. The main purpose of this research is to apply an evolutionary model to minimize the costs of maintenance and repair operation and at the same time maximizing the benefits of the system for a long time with acceptable service quality. The models are assessed on the hypothetical networks and the results have been satisfactory..

One of the ways to manage private car traffic is conjestion pricing, which reduces the utility private cars. This solution is effective when it can change the travel behavior of private car users. To determine the effectiveness of this strategy, examining users' travel behavior after pricing (revealed preference) will have more accurate results. This policy is also used to reduce congestion in the central part of Tehran. The policy of congestion pricing zone of Tehran, changed in May 1397. Based on these changes, personal car users should pay tolls for entering the pricing area based on the time of entry and exit (peak and non-peak hours). In this study, to evaluate the effectiveness of the new pricing strategy for congestion pricing zone of Tehran, we collected 422 questionnaires by the revealed preferred method in November 1397, and the changes in travel behavior of users in that area is analyzed. For this purpose, after implementing frequency analysis, the multiple logit discrete choice model has been used. Based on the results of the frequency analysis of the collected sample, 52.28% of users did not change the way they traveled to the area after changing the pricing strategy. The results of the multinomial logit model to examine changes in users' travel behavior, show that personal car users are more inclined to travel without any change. Based on the results of marginal effects, by changing the living location of people from within the congestion pricing zone of Tehran to outside second ring of pricing, the share of the option “without changing the trip” increases by 38.56%.

The quality of service in the aviation industry as one of the essential industries in today's fast-paced, modern world has become one of the key factors in maintaining customer service, increasing business and revenue. Therefore, evaluation and improvement of service quality in the aviation industry is very important. Quality Assessment Criteria can be used to evaluate and display the economic performance of service providers, establishing a relationship between the service provider's achievements and the problems they encounter, and improving service quality standards that ultimately lead to competitive advantage, profitability and loyalty. As well as the country's economic development. Therefore, this study aimed to identify and evaluate the influential criteria for evaluating the quality of air transport services using the fuzzy dimensional approach at Imam Khomeini Airport, attempts to identify important criteria in this regard by using relevant research literature and expert opinions in this field. At the end, suggestions were made for the organization.

Over the past decades, Iran’s economy has experienced a lot of Exchange rate fluctuations and the shocks to the value of national currency have been one of the major causes of inflation and its subgroups. This paper estimates the exchange rate pass through in transportation subgroup of CPI using econometric techniques on a sample spanning from March 2002 to February 2021. Results of our ARDL Model suggest that the ERPT in this subgroup is incomplete, with 52 percent of the exchange rate variations passing through to prices in long run. The speed of pass-through is low and it takes 25 months to converge to long run equilibrium. The results suggest that a 10 percent depreciation of the domestic currency relative to USD increase transportation sector prices by about 1 percent in the first month. Also, changes in the prices of a basket of goods and services at aggregate level (inflation rate) and increase of gas prices have a positive effect on inflation in transportation sector.

Basic traffic flow models deal with the movement behavior of vehicles in traffic flow. These models are the basis of the work of simulation software. In general, there are four types of behavioral models in simulation software, which include car following model, lane change model, opportunity acceptance model, and lateral distance model. These models provide user-adjustable parameters that the ability of simulators to reproduce driving behaviors and traffic performance indicators of the study site, depends on the correct adjustment of these parameters. Simply put, these parameters must be calibrated before the simulator software can be used as a traffic analysis tool. Since driving behavior and environmental factors can also affect the car chase model, so the parameters will be different for different cities and in Iran, the car following model parameters have been done only for Tehran and Qom, in this study to use Optimal and correct of Aimsun simulator software, for Isfahan city, the parameters of the car following model of this software were calibrated. Calibrated. Since in order to calibrate the car tracking model, the reaction time and the reaction time in stopping must be calibrated, so these two parameters were calibrated using the field data of the intersections and their calibrated values were 0.5 and 0.65, respectively. It should be noted that the default reaction time is 0.75 seconds and the reaction time at the default stop is 1.35 seconds in the software. Therefore, by replacing the calibrated times instead of the default times of the car tracking model in Aimsun software, the car tracking model was calibrated for Isfahanian drivers.

Maritime law in its numerous international conventions on the maritime carriage of hazardous substances and nuclear law in international documents related to nuclear damage compensation, does not have the same comment about as those responsible for damage caused by a nuclear incident occurring in the course of carriage of nuclear material and have not specifically identified any responsibility for the operator of a nuclear installation or the carrier in response to the damage occurring during the carriage. The question raised by these documents is who is responsible for such incidents? Result of the article concludes that although The Convention Relating To Civil Liability In The Field Of Maritime Carriage Of Nuclear Material Of 1971, Referring to the assignment of responsibility and the type of responsibility to the Paris 1960 and Vienna 1963 Treaties and These conventions Recognizes the operator of a nuclear installation are exclusively liable for damage caused by a nuclear incident occurring in the course of carriage of nuclear material. but this will not prevent the carrier from being held responsible. Although Iranian law does not accession to these conventions and does not have any regulations, this does not prevent acceptance of responsibility for the operator or carrier.

The bridges as important links are connected all road networks and railways That a huge investment is needed to build them. In addition, bridges are considered as important points of vital arteries. If the bridges due to old age, exhaustion, overload, weather conditions, natural disasters and etc. destroyed, repair works are much more costly than the budget needed for the maintenance of them. Available budgets for reconstruction and maintenance, usually is not enough to maintain a constant state throughout the lifetime of the bridges. Due to the large number of bridges and high maintenance costs, it is not possible to repair and pay for maintenance of bridges simultaneously. In this study, the life cycle cost is calculated based on maintenance period of railway using multi-objective particle swarm optimization algorithm. Sensitivity analysis, furthermore, is done on deterioration rate and reduction of deterioration rate and effect of these parameters on system performance are analyzed.

In recent years, many papers have been presented on the interpretation and modeling of new problems by basic models. One of the most widely used of these basic models is the Bin Packing Problem (BPP). One of the most widely used of these basic models is BPP, the use of which is increasing in various modeling. In this paper, while introducing a new generalization of the BPP called the developed VCSBPP, a "decision to transport crude oil by different modes of transport" problem is interpreted and modeled by the BPP for the first time. The proposed mathematical model has two objectives and answers the question of which method or combination of methods is used to transfer crude oil from the existing methods in order to reduce the risk in addition to the costs. Transportation methods are defined based on five criteria: "capacity", "coordination cost", "set-up cost", "transportation cost" and "risk cost". Because based on the literature, the presented model is a bi-objective nonlinear programming type and NP-hard one to be solved in a reasonable time, a well-known multi-objective evolutionary algorithm, namely a non-dominated sorting genetic algorithm (NSGA-II), is proposed. To verify the obtained solution and evaluate the performance of the NSGA-II, the goal programing method is developed in solving small-sized problems. In large-sized problems, the test problems are solved by the proposed NSGA-II. Then, the Pareto-optimal solutions are evaluated by Mean Ideal Distance (MID), diversification, and time metrics.

This research was aimed to evaluate the effect of the recycled waste carpet fiber on the mechanical properties of self-compacting concrete (SCC). Waste carpet fibers in 0, 0.5, 1.0 and 1.5% of volumes fraction of SCC were added. SCC samples have two different curing procedure; normal curing and curing at relative humidity of 30 %. For fresh stage, slump flow test, j-ring, V funnel and L box were done and for hardened stage, compressive and flexural tests were performed at the age of 28 days. The load–deflection curves were extracted from flexural test data to calculate the flexural toughness. Results show that by increasing fiber from 0 to 1.5%, the workability of SCC and compressive strength significantly decreases. However, reduction in workability for fibers up to 1% is still in the acceptable limits of EFNARC. From 0 to 1.5% waste fiber in flexural test, significant increases in energy absorption and toughness index were observed. The major increase in toughness index were observed from 0 to 0.5 % and after that does not change considerably.

Rutting is one of the most important pavement failures that occur due to the accumulation of irreversible strains in the path of the wheels. Various factors are effective in causing this type of failure, one of which is the insufficient strength of the asphalt mixture. One of the ways to improve the strength of asphalt mix is ​​to use different additives. Therefore, in this study, the effect of semi-hot asphalt additives, rubber powder and gilsonite on bituminous resistance of bitumen and asphalt mixture was evaluated. In the present study, gilsonite, rubber powder and 2 semi-hot additives (3% Sasobit and also 0.3% Zycotherm) were used to modify pure bitumen (AC-85/100). Several bitumen rheological tests and mixed functional tests were performed. The results of rheological behavior test showed that the addition of synthetic additives leads to an increase in the high temperature behavior of bitumen. The fuzzy separation of the bitumens gets worse. The grooving strength of bitumens increases with the addition of gilsonite and semi-hot additives. In addition, rubber powder can increase the fatigue behavior of Gilsonite-modified bitumens. In addition, CR can increase the corrosion resistance of Gilsonite-modified bitumen containing Gilsonite. The results of sample testing showed that the use of gilsonite, semi-hot additives and rubber powder increases the grooving strength of asphalt mixtures.

The performance properties of bitumen and asphalt mixtures can be improved by using several modifiers, including: poly phosphoric acid (PPA1), semi-hot asphalt mixture modifiers (WMA2) and styrene butadiene rubber (SBR3). The present study evaluated the effect of PPA and WMA contents on the functional properties of SMA4 mixture. The modified SBR / PPA and SBR / PPA / WMA mixtures were subjected to indirect tensile strength tests (ITS5), dynamic creep, elastic modulus (Mr6), wheel path and four-point beam fatigue (FPB7). Two-factor analysis of variance (ANOVA8) was used to analyze the data. According to the results, the use of SBR and PPA increases the properties of Mr, grooved, ITS, FE and fatigue behavior of the samples. As the percentage of PPA increases, caries and fatigue behavior increase. While reducing Mr and IT’S of modified mixtures. Among hot additives, Sasobit has a better effect on increasing the performance of bitumen and mixtures.

The aim of this study was to investigate the effect of semi-hot asphalt additive on the fatigue performance of bitumen and asphalt mixtures with aggregate ossification containing rubber powder and gilsonite. In the present study, gilsonite, rubber powder and 2 semi-hot additives (3% Sasobit and also 0.3% Zycotherm) were used to modify pure bitumen (AC-85/100). Several bitumen rheological tests and mixed functional tests were performed. ANOVA was developed for data set analysis. The results of rheological behavior test showed that the addition of composite additives leads to an increase in the average temperature behavior of bitumen. The performance of asphalt bitumen at low temperatures deteriorated with the addition of gilsonite, while the use of rubber powder improved the performance of low temperatures. Storage stability test showed that using gilsonite up to 10% improves the storage stability of bitumen, although with increasing the percentage of gilsonite, the fuzzy separation of bitumen worsens. Bitumen fatigue life is increased by adding gilsonite and semi-hot additives. In addition, rubber powder can increase the fatigue behavior of Gilsonite-modified bitumen. The test results showed that the use of gilsonite, semi-hot additives and rubber powder increases the fatigue properties, fracture energy, tensile strength of the samples. Based on the results of the bulk modulus test, CR reduces the bulk modulus of the mixtures.