https://hdl.handle.net/10259/4205 Sun, 19 Apr 2026 11:06:10 GMT 2026-04-19T11:06:10Z https://hdl.handle.net/10259/7661 IRI performance models for recently constructed low and medium-traffic two lane roads of the province of Biscay Pérez Acebo, Heriberto; Gonzalo Orden, Hernán Reliable pavement prediction models are needed for pavement management systems (PMS), as they are a key component to forecast future conditions of the pavement and to prioritize maintenance, rehabilitation, and reconstruction strategies. The International Roughness Index (IRI) is the most used parameter worldwide for calibrating pavement roughness and measures reasonably the ride comfort perceived by occupants of passenger cars. The Regional Government of Biscay also collects this value on the road network under its control. These surveys are carried out regularly in the XXI century. Several IRI performance models have been proposed by different authors and administrations, varying greatly in their comprehensiveness, the ability to predict performance with accuracy and input data requirements. The aim of this paper is to develop a roughness performance model for Biscay’s roads, based on available IRI data, taking into account heavy traffic volume and the age of pavement. Local characteristics as climate conditions and average rainfall are not considered. IRI performance models have been suggested for regional two lane highways with low and medium heavy traffic constructed in the last 20 years in the province of Biscay, with no treatments during their life. They can be applied for flexible pavements, but no logical coherent results have been concluded for semi-rigid pavements. Trabajo presentado en: XII Congreso de ingeniería del transporte (CIT2016), organizado por la Universitat Politècnica de València con el tema: "Transporte Eficiente, Seguro e Inteligente". Valencia (España), 7, 8 y 9 de junio de 2016 Fri, 01 Jan 2016 00:00:00 GMT https://hdl.handle.net/10259/7661 2016-01-01T00:00:00Z https://hdl.handle.net/10259/7026 Why is necessary to reduce the speed in urban areas to 30 KM/H? Gonzalo Orden, Hernán; Rojo Arce, Marta; Linares Unamunzaga, Alaitz; Aponte Sanjínez, María Nadia; Pérez Acebo, Heriberto In Spain, on November 2020, a new law imposed that the generic speed limit on single carriageway two-lane roads is reduced from 50 km/h to 30 km/h. The changes in the general rules of traffic, proposed by the Spanish government, are a sample of the evolution, in the use of the shared space of the streets, and at the same time shows its sensitivity towards road safety. Traditionally, the objective of the regulation was to attend to the growing increase in the use of motor vehicles (mainly cars), and for this reason, it was the protagonist in most of the articles of the General Traffic Regulations. Today, in many cities, the car is no longer the protagonist and shares the space on the streets, not only with other motor vehicles as buses or motorcycles, but also with pedestrians, bicycles, electric pedal-assisted cycles (EPAC), personal mobility vehicle (PMV), … Pedestrian mobility is becoming more and more important every day but the number of pedestrians that died inside Spanish urban areas in road accidents is almost 50% of total urban areas road fatalities. In this sense, the mobility and road safety policies developed by local administrations have to focus on the objective of the reduction of accidents and their severity involving pedestrians and other vulnerable users in urban areas. This article collects studies and experiences in other countries that show the effects of reducing the speed of motor vehicles in urban areas in order to reduce accidents and/or their severity if they occur. It also analyzes other options that reinforce this measure and that could help reduce this problem. Trabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de Burgos Thu, 01 Jul 2021 00:00:00 GMT https://hdl.handle.net/10259/7026 2021-07-01T00:00:00Z https://hdl.handle.net/10259/7024 Impact on urban mobility of preventive measures against COVID-19 during the state of alarm. The particular case of a medium-sized city Linares Unamunzaga, Alaitz; Gonzalo Orden, Hernán; Serrano López, Roberto; Rojo Arce, Marta La gran Pandemia mundial, como consecuencia de la COVID-19, no sólo ha afectado a nuestra salud sino a toda nuestra forma de vivir la vida. El Gobierno ha propuesto distintas medidas con el objetivo de reducir su expansión entre las que se encuentran el mantenimiento de una distancia mínima interpersonal, el uso de mascarilla en espacios cerrados y la higiene constante. Estas imposiciones, unidas a la posibilidad de teletrabajar ofertada por algunas empresas y a la responsabilidad personal han modificado los patrones de comportamiento en cuanto a la movilidad urbana se refiere. La población ha tendido a reducir sus viajes, priorizando determinados destinos y, en algunos casos, modificando su elección modal habitual hacia modos individuales en vez de colectivos. Este cambio de tendencia es factible en ciudades de tamaño pequeño y mediano en las que las distancias a recorrer no son relativamente excesivas y los usuarios tienen la opción de desplazarse a pie o en bicicleta en vez de usar el autobús o decantarse por el uso del vehículo privado. El objetivo de este artículo es analizar la variación en el flujo de tráfico desde un estadio prepandémico al estadio actual en una ciudad de tamaño medio. Para ello, se han tomado mediciones mediante un radar, en la ciudad de Burgos, en una serie de puntos de referencia situados en vías de zonas de alta y baja demanda de tráfico y se han comparado con datos de IMD y velocidad obtenidos en esas mismas secciones respetando la estacionalidad, los días y las horas de la toma de datos para comprobar la variación sufrida. El análisis de los resultados ha permitido comprobar que las medidas impuestas, como el teletrabajo y las medidas de distanciamiento social, han tenido repercusión en la movilidad, reduciendo la intensidad de tráfico de la ciudad de Burgos y hacen reflexionar sobre si estos resultados obtenidos se mantendrán a lo largo del tiempo o evolucionarán hacia los valores prepandémicos. Trabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de Burgos Thu, 01 Jul 2021 00:00:00 GMT https://hdl.handle.net/10259/7024 2021-07-01T00:00:00Z https://hdl.handle.net/10259/7022 Evaluation of the efficiency of traffic lights turning red in case of exceeding speed limit with previous panels indicating the speed Pérez Acebo, Heriberto; Otxoa Muñoz, Xabier; Marquina Llaguno, Mikel; Gonzalo Orden, Hernán A usual traffic calming measure (TCM) to reduce vehicle speed in urban areas is the traffic lights that turn red when a vehicle exceeds the speed limit. These traffic lights can detect if an approaching vehicle exceeds the speed limit and, if so, stop it by means of a red light. It is generally employed in interurban roads rather than in big cities, where the presence of traffic lights is common. In a rural road crossing a small village, they are deployed to reduce the risk of accidents to vulnerable road used when vehicles arriving at high speeds tend to conflict with pedestrians attempting to cross the road. The aim of this paper is to analyze the efficiency of this TCM, preceded by panels indicating the vehicles’ speed, by controlling the vehicles’ speed in the A-132 road that crosses through the village of Azazeta in the province of Álava/Araba (Spain). Different sequence of the TCMs can be found in each direction approaching the village; in A direction, warning traffic lights, the panel indicating the speed and the traffic light turning red; and in B direction, the panel, the warning traffic lights and the traffic lights turning red. However, similar results were obtained in both directions for average speeds and percentile 85 of the speed distribution at the traffic lights, and speed was reduced as motorists faced the TCMs. However, although average speed was below speed limit (50 km/h), the percentile 85 was over it, implying that more than 26% of drivers did not respect the red light. Moreover, after the traffic lights turning red, motorist speed up and higher values were measured at the midpoint of the urban segment, the place where pedestrians use to cross from one side of the village to the other one, although no pedestrian crosswalk is available. Trabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de Burgos Thu, 01 Jul 2021 00:00:00 GMT https://hdl.handle.net/10259/7022 2021-07-01T00:00:00Z