This paper is prepared to present the results of two major toxicity investigations of HIGHWAY runoff in the state of California and verify or reject the hypothesis of whether HIGHWAY runoff is toxic. Two major toxicity studies were: (1) statewide HIGHWAY runoff toxicity evaluation and (2) hydrographic (first flush) toxicity evaluation of runoff from highly urbanized HIGHWAYs. Extensive grab and composite runoff samples were collected from numerous HIGHWAY sites throughout the state of California for multiple storm events and multiple years. Wide ranges of toxicity testing, including the three U. S. EPA standard species, marine species, green algae growth and Microtox™ were performed on grab and composite samples. The results obtained revealed that the HIGHWAY runoff is generally toxic, and the toxicity is mostly associated with heavy metals and organic compounds such as herbicides, pesticides, and surfactants. While outside of the scope of this study, an independent performance evaluation of stormwater treatment showed that toxicity removal after best management treatments (BMPs) is possible even though some influent samples entering the BMP were toxic.

HIGHWAY construction works have significant bearings on all aspects of sustainability. With the increasing level of public awareness and government regulatory measures, the construction industry is experiencing a cultural shift to recognise, embrace and pursue sustainability. Stakeholders are now keen to identify sustainable alternatives and the financial implications of including them on a life cycle basis. They need tools that can aid the evaluation of investment options. To date, however, there have not been many financial assessments on the sustainability aspects of HIGHWAY projects. This is because the existing life cycle costing analysis models tend to focus on economic issues alone and are not able to deal with sustainability factors. This paper provides insights into the current practice of life cycle cost analysis, and the identification and quantification of sustainability-related cost components in HIGHWAY projects through literature review, questionnaire surveys and semi-structured interviews. The results can serve as a platform for HIGHWAY project stakeholders to develop practical tools to evaluate HIGHWAY investment decisions and reach an optimum balance between financial viability and sustainability deliverables.

The objective for the development of digital map of Dhaka Sylhet National HIGHWAY (N2) is to facilitate the HIGHWAY transportation organizations. The Dhaka Sylhet National HIGHWAY (N2) is 284.9 km. On the basis of International Roughness Index (IRI), it’s 90.8% is good, 7.4% is Fair. The percent of poor section is 1.2 and has a bad section of 0.56%. The Dhaka Sylhet National HIGHWAY (N2) has four different pavement widths. Road-length of 272.3 km has a pavement width of 7.5 m. Pavement width 14 m has a road length of 10.4 km. Pavement width 10.2 m and Pavement width 10.3 m each has a road length of 1.1 km. In our study, three major bridges of N2 were suggested to easy traffic movement and safe handling of future traffic.

Annually, traffic problems ranging from congestion, air and noise pollution, abundant accidents, unacceptable increases in travel time, and various types of damages are the advance of most countries, especially in developing countries. Environmental pollution, casualty, and financial costs, as well as accidents, increased fuel consumption, the extent of resources allocated to build the network, and the huge cost of construction of various transport systems, as well as other side costs, destroy large amounts of human and economic resources in the country. It becomes. Therefore, the prediction of traffic for a pre-construction route as well as analyzing and estimating the capacity and prediction of future demand, due to the expansion and improvement of the network and preventing the creation of problems developed from increasing demand and lack of facilities, and can have problems The existing network minimizes the country's roads. Functional criteria are determined by defining the concept of level-of-service (LOS). In this research, the analysis of HIGHWAY capacity was obtained using the data from the Shahid Sadr class-bridge in Tehran, based on the 415, HCM2016 regulations and headway methods, and then the results were compared using Synchro and Aimsun software.

This research presents a risk-based Hotspots identification model at HIGHWAY-rail grade crossings in Canada. Two sets of models were developed to predict collision frequency and consequence at individual crossings. A two– dimensional graphic approach was adopted to combine these two models together to predict the risk at each crossing. Hotspots based on collision history tended to be widespread in Canada, while the Hotspot list based on model prediction tended to cluster in the Prairie Region of the country for frequency and the eastern provinces of Ontario and Quebec for consequence. Most Hotspots identified based on collision frequency are located in urban areas with high AADT, while the Hotspots by collision consequence are mostly located in rural areas with high train speed.