This dataset contains all the road information managed by the state of victoria

Declared roads are classified under the Road Management Act 2004 as Freeways, Arterial Roads and Non-Arterial State Roads. About 15% of Victorian roads are declared roads and the remaining 85% are local roads About this dataset - Contact us

Declared roads are classified under the Road Management Act 2004 as Freeways, Arterial Roads and Non-Arterial State Roads. About 15% of Victorian roads are declared roads and the remaining 85% are local roads

Declared roads are classified under the Road Management Act 2004 as Freeways, Arterial Roads and Non-Arterial State Roads. About 15% of Victorian roads are declared roads and the remaining 85% are local roads.Data source: VICRoads Open Data HubRMA Class: (FW) Freeway / (AH) Arterial - Highway / (AO) Arterial - other / (LO) Local road / (NR) Non-Arterial State road / (RO) Roads Other / (PR) Committed Proposed road

Historical Annual Average Daily Traffic Volume datasets (2001 -> 2019) provides annual average daily traffic (AADT) volume data for all vehicles and heavy vehicles in each direction on each road segment on the Victoria declared road network. The data is either estimated through data processes or actual volumes from data collection.

This dataset indicates parts of the State road network that are subject to declarations of Limited Access. The information used to define this has been obtained from current proclamations of Limited Access made in accordance with Part IVA section 52A of the Roads and Jetties Act 1935. The main purpose of declaring a State road to be a Limited Access road is to enhance road safety and efficiency. A property that has a common boundary with a Limited Access roads may have no direct access to that road as a result of the declaration, or, if it has an existing direct access, use of that access may be subject to a conditional licence. Provision of a conditional licence is usual practice for private accesses and are granted in accordance with provisions of the Act. Property access may also be gained to a Limited Access road via a proclaimed place of access, generally a public road, use of which is not subject to conditions of use under the Act.

Traffic census for the Queensland state-declared road network showing annual average traffic counts and heavy vehicle counts.

Sub dataset from VicMap Transport, for more details please visit: https://www.land.vic.gov.au/maps-and-spatial/spatial-data/vicmap-catalogue/vicmap-transportRoad Class Code DefinitionsClass CodeClassDefinition0FreewayHard surface formation, high volume, high speed roads declared as “Freeway”; comprising dual carriageway and full access control and grade separated intersections; i.e. no direct access from adjoining properties or side roads and all crossings are by means of overpass or underpass bridges with traffic entering or leaving carriageways by means of ramps. Single carriageway sections forming part of declared freeways may be included within this category.1HighwayHard surface roads which:Are of importance in a national sense, and/orAre of a major interstate through route, and/orAre principal connector roads between capitals and/or major regions and/or key towns.2ArterialWell maintained and widely used hard surface formation roads which are major connectors between:Freeways and/or National Highways, and/orMajor centres, and/or key towns, orHave major tourist importance orWhich main function is to form the principle avenue of communication for metropolitan traffic movements, not catered for by freeways.3Sub-ArterialHard surface formation road, which acts as:A connector between highways and/or arterial roads, orAn alternate route for class 2 roads, orA principal avenue for massive traffic movements.4Collector RoadHard surface or improved, loose surface formation road acting to:Provide for traffic movement (connects class 3 to class 5), orTo distribute traffic to local street systems.5Local RoadHard surface or improved, loose surface formation road providing access to properties or public land.Caters for moderate travel speed of a full range of vehicles including large vehicles.All weather two-lane road includes: sealed, formed and gravelled or single lane sealed road with gravel shoulders.6Minor RoadA hard surface, improved or unformed road usually with a dry weather or natural surface.A road that services a small number of properties, is a dead end road, or provides access to low to moderate use sites within public land.Caters for low travel speed and a range of vehicles in dry weather.It may be seasonally closed.Generally an all weather single lane two-way unsealed formed road usually lightly gravelled.A fair quality of service road.Designed for moderate to low speed standards according to terrain.Minimum carriageway width is 4 m.7Major TrackProvides access to low use visitor sites, parks and forest areas.Can be a short term, temporary or a feeder road.Will cater for low travel speeds and a range of vehicles in dry weather, it may be seasonally closed.A formed (natural materials), generally dry-weather track/road that is substantially single lane and two way, orA low quality of service track with a minimum carriageway width of 4 mIncludes forest tracks and may be restricted to four wheel-drive vehicles.8Minor TrackProvides access primarily for four wheel-drive vehicles.Will cater for very low travel speeds and may be seasonally closed.Predominantly single lane two way earth tracks (unformed) at or near the natural surface level, orA very low quality of service track, predominantly not conforming to any geometric design standards.Includes forest tracks, access to, and within, private properties.Minimum cleared width is 3 m.9TrailNot designed for vehicular traffic.13Paper RoadNot published as part of TR_ROAD. Published in TR_ROAD_ALL for address validation purposes only.14Ferry RouteA route across a river or lake used by a vessel for the regular transport of vehicles or passengers from one terminal point to another.Road Seal Code DefinitionsROAD_SEAL_CODEROAD_SEALDESCRIPTION1SEALEDRoad Sealed (sprayed seals, asphalt or concrete)2UNSEALEDRoad Unsealed (includes rock or processed gravel)3UNKNOWNUnknown4NATURALA formed or unformed road consistingof locally available earth material not included in unsealedRoad Status Code DefinitionsROAD_STATUS_CODEROAD_STATUSDESCRIPTIONPPROPOSEDRoad centreline alignments have been received from plans of subdivision or VicRoads and are yet to be constructed or construction is not complete.OOPENRoad centreline alignment that is currently in use.SSEASONAL CLOSURERoad centreline alignment subject to Seasonal Closures’CCLOSEDRoad centreline alignment that has been permanently closed to traffic.Road Restrictions Code DefinitionsROAD_RESTRICIONS_CODEROAD_RESTRICTIONSDESCRIPTION1MANAGEMENT VEHICLESMaintenance Vehicles Only2HT OR WT LIMITSubject To Height Or Weight Limits3UNMAINTAINEDRoad Unmaintained, not for vehicular use.4PRIVATEPrivate Access5COMPLEX SITEComplex Address Site

For more information about the VICMAP transport, please visit: Vicmap Transport (land.vic.gov.au) Road Class Code Definitions

Class Code

Class

Definition

0

Freeway

Hard surface formation, high volume, high speed roads declared as “Freeway”; comprising dual carriageway and full access control and grade separated intersections; i.e. no direct access from adjoining properties or side roads and all crossings are by means of overpass or underpass bridges with traffic entering or leaving carriageways by means of ramps. Single carriageway sections forming part of declared freeways may be included within this category.

1

Highway

Hard surface roads which:

Are of importance in a national sense, and/or

Are of a major interstate through route, and/or

Are principal connector roads between capitals and/or major regions and/or key towns.

2

Arterial

Well maintained and widely used hard surface formation roads which are major connectors between:

Freeways and/or National Highways, and/or

Major centres, and/or key towns, or

Have major tourist importance or

Which main function is to form the principle avenue of communication for metropolitan traffic movements, not catered for by freeways.

3

Sub-Arterial

Hard surface formation road, which acts as:

A connector between highways and/or arterial roads, or

An alternate route for class 2 roads, or

A principal avenue for massive traffic movements.

4

Collector Road

Hard surface or improved, loose surface formation road acting to:

Provide for traffic movement (connects class 3 to class 5), or

To distribute traffic to local street systems.

5

Local Road

Hard surface or improved, loose surface formation road providing access to properties or public land.

Caters for moderate travel speed of a full range of vehicles including large vehicles.

All weather two-lane road includes: sealed, formed and gravelled or single lane sealed road with gravel shoulders.

6

Minor Road

A hard surface, improved or unformed road usually with a dry weather or natural surface.

A road that services a small number of properties, is a dead end road, or provides access to low to moderate use sites within public land.

Caters for low travel speed and a range of vehicles in dry weather.

It may be seasonally closed.

Generally an all weather single lane two-way unsealed formed road usually lightly gravelled.

A fair quality of service road.

Designed for moderate to low speed standards according to terrain.

Minimum carriageway width is 4 m.

7

Major Track

Provides access to low use visitor sites, parks and forest areas.

Can be a short term, temporary or a feeder road.

Will cater for low travel speeds and a range of vehicles in dry weather, it may be seasonally closed.

A formed (natural materials), generally dry-weather track/road that is substantially single lane and two way, or

A low quality of service track with a minimum carriageway width of 4 m

Includes forest tracks and may be restricted to four wheel-drive vehicles.

8

Minor Track

Provides access primarily for four wheel-drive vehicles.

Will cater for very low travel speeds and may be seasonally closed.

Predominantly single lane two way earth tracks (unformed) at or near the natural surface level, or

A very low quality of service track, predominantly not conforming to any geometric design standards.

Includes forest tracks, access to, and within, private properties.

Minimum cleared width is 3 m.

9

Trail

Not designed for vehicular traffic.

13

Paper Road

Not published as part of TR_ROAD. Published in TR_ROAD_ALL for address validation purposes only.

14

Ferry Route

A route across a river or lake used by a vessel for the regular transport of vehicles or passengers from one terminal point to another.

Road Use Code Definitions

ROAD_USE_CODE

ROAD_USE

DESCRIPTION

10

WALKING TRACK

A pathway designed for traffic on foot.

11

ON ROAD BICYCLE LANE

A pathway allowing bicycle traffic. This is a shared roadway with vehicular traffic. Painted/marked lanes.

12

SEPARATED BICYCLE LANE

Bicycle path on road separated by road formed barriers.

13

OFF ROAD BIKE PATH

Bike path designed for bicycle use and not shared with motor vehicles.

14

MOUNTAIN BIKE TRACK

A pathway designed for and allowing mountain bike traffic in the main.

15

HORSE RIDING TRAIL

A pathway designed for and allowing horse riding traffic in the main.

16

SKI TRAIL

A pathway for cross country or downhill skiing.

17

BEACH ACCESS

An undefined pathway providing access to bathing boxes and boatsheds.

Vehicular Access Code Definitions

VEHICULAR_ACCESS_CODE

VEHICULAR_ACCESS

DESCRIPTION

1

2WD

The road is accessible by 2 wheel drive vehicles. All year round.

2

DRY WEATHER ONLY

Road that can only be accessed by 2WD during dry weather.

3

4WD

The road is accessible by 4 wheel drive vehicles only.

4

NO VEHICULAR ACCESS

The road has been assessed as being not accessible by a vehicle.

5

NOT ASSESSED

The road has not been assessed for vehicular access.

Road Seal Code Definitions

ROAD_SEAL_CODE

ROAD_SEAL

DESCRIPTION

1

SEALED

Road Sealed (sprayed seals, asphalt or concrete)

2

UNSEALED

Road Unsealed (includes rock or processed gravel)

3

UNKNOWN

Unknown

4

NATURAL

A formed or unformed road consisting of locally available earth material not included in unsealed

Road Status Code Definitions

ROAD_STATUS_CODE

ROAD_STATUS

DESCRIPTION

P

PROPOSED

Road centreline alignments have been received from plans of subdivision or VicRoads and are yet to be constructed or construction is not complete.

O

OPEN

Road centreline alignment that is currently in use.

S

SEASONAL CLOSURE

Road centreline alignment subject to Seasonal Closures’

C

CLOSED

Road centreline alignment that has been permanently closed to traffic.

Road Restrictions Code Definitions

ROAD_RESTRICIONS_CODE

ROAD_RESTRICTIONS

DESCRIPTION

1

MANAGEMENT VEHICLES

Maintenance Vehicles Only

2

HT OR WT LIMIT

Subject To Height Or Weight Limits

3

UNMAINTAINED

Road Unmaintained, not for vehicular use.

4

PRIVATE

Private Access

5

COMPLEX SITE

Complex Address Site

The State Maintained Roads dataset is derived from the TopoRoad dataset that is jointly maintained by DEWNR & DPTI. The Common Road Referencing System (CRRS) assigns a unique number to all roads of interest to Department for Planning,Transport and Infrastructure (DPTI) (currently or previously maintained) and defines the start, direction and end of the road for linear referencing (i.e. driven distance) purposes. The system defines reference points with known linear distances (known as road running distance). DPTI asset information is recorded in databases referenced using CRRS standards. This data set is for the Roads Maintained by the State or Federal Government.

In the fiscal year 2022, investments in public roads for construction and maintenance amounted to approximately **** trillion Japanese yen, up from **** trillion yen in the previous fiscal year. Construction expenditures exceeded maintenance expenses in that year. According to the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), the Ministry’s yearly expenditures on public infrastructure will increase by roughly 40 percent until around fiscal 2044 compared to 2018 to counter infrastructure deterioration.
What causes infrastructure deterioration? The most relevant factors causing distress for materials used in road construction, e.g., asphalt, concrete, steel, are the building quality, temperature and humidity, load, as well as accidents and other damages. Each of those stress factors is relevant for Japan.Inspections have shown that rapidly built structures are prone to damage in particular. Furthermore, as Japan has pronounced seasonal weather, the fluctuation of temperature and humidity may have a stronger effect. Moreover, water and other chemical substances in the environment trigger corrosion of steel, often affecting the soundness of bridges, for example. Even if structures are well-built and structurally sound, the load takes its toll on the integrity over time. The term fatigue refers to structural damage caused by a cyclical load that is well below static strength. In other words, even if roads are designed for a certain number of vehicles of a certain weight, they will eventually wear out. For this reason, Japan declared some roads as essential logistical roads (which include all arterial roads), where trailers are allowed to transport ** ft international marine shipping containers (up to ** tons) without a permit for special vehicles otherwise required.Finally, accidents and other damages may impair the functionality of the infrastructure. These hazards are noteworthy for a country like Japan, where earthquakes, tsunamis, and landslides happen from time to time. Although proactive design can mitigate natural disasters, their hardly predictable forces usually have an impact to some degree. Naturally, the age of the structure exacerbates these stress factors. Japan: The country of rapidly aging infrastructure Maintaining an integral part of Japan’s road infrastructure will become a challenge. The Japanese road infrastructure has experienced a fast expansion since the 1950s, paralleling the economy’s rapid-growth period (and partly fueling it). By March 2033, 63 percent of road bridges and 42 percent of tunnels are expected to be 50 years old or more. Cyclical road maintenance inspections hint at the possible extent of infrastructure deterioration if no countermeasures are taken.To judge the maintenance level of public roads, the government moreover calculates a maintenance rate. It takes not only into consideration the structural qualities required by legal standards but also the actual degree of congestion. The public sector aims to mitigate congestion, since it costs time and fatigues the road (and the people). The road sections with the highest congestion in Japan are typically those on urban expressways of Tokyo and Osaka.Against the backdrop of infrastructure deterioration, the Japanese population is aging rapidly and shrinking. While the economy and life expectancy have continued to grow since the 1950s, birth rates have sharply fallen since then, resulting in the current-day demographic. This demographic structure will impact rural depopulating areas in particular, where there is a shortage of civil engineers already today.

The NCDOT Functional Class map service represents state maintained roads with functional classification assignments. This data is updated quarterly; usually February, May, August, November. As stated by the United States Federal Highway Administration, functional classification is the process by which streets and highways are grouped into classes, or systems, according to the character of service they are intended to provide. Basic to this process is the recognition that individual roads and streets do not serve travel independently in any major way. Rather, most travel involves movement through a network of roads. It becomes necessary then to determine how this travel can be channelized within the network in a logical and efficient manner. Functional classification defines the nature of this channelization process by defining the part that any particular road or street should play in serving the flow of trips through a highway network. There are three main functional classes as defined by the United States Federal Highway Administration: arterial, collector, and local. Arterial roads generally provide the fastest method of travel and typically have low accessibility from neighboring roads. They are usually designed with long-distance travel in mind and are not as common as the other two functional classes of roads. Collector roads are the second most common and are used as a connection between local roads and arterial roads. They provide a balance between access and mobility. Local roads are the most common roads by far, but are also the slowest for travel. They are designed specifically to have high accessibility and to connect to collector and arterial roads, and are typically not used for through traffic. The owner of this data is the NCDOT Transportation Planning Division.@@ (Wednesday, April 06, 2022)

Traffic census for the Queensland state-declared road network showing annual average traffic counts and heavy vehicle counts.

Historical Annual Average Daily Traffic Volume datasets (2001 -> 2019) provides annual average daily traffic (AADT) volume data for all vehicles and heavy vehicles in each direction on each road segment on the Victoria declared road network. The data is either estimated through data processes or actual volumes from data collection.

Control of Access identifies the sections of state roads where the access to and from adjacent land and properties is controlled by Main Roads Western Australia. These road sections have statutory declared Control of Access, which revokes the general right of adjoining land to have direct vehicle and pedestrian access to these roads. This layer shows Control of Access on all State Roads. All State Road ramps have declared Control of Access and may not be shown in this layer.Note that you are accessing this data pursuant to a Creative Commons (Attribution) Licence which has a disclaimer of warranties and limitation of liability. You accept that the data provided pursuant to the Licence is subject to changes.Pursuant to section 3 of the Licence you are provided with the following notice to be included when you Share the Licenced Material:- The Commissioner of Main Roads is the creator and owner of the data and Licenced Material, which is accessed pursuant to a Creative Commons (Attribution) Licence, which has a disclaimer of warranties and limitation of liability.Creative Commons CC BY 4.0 https://creativecommons.org/licenses/by/4.0/

Control of Access identifies the sections of state roads where the access to and from adjacent land and properties is controlled by Main Roads Western Australia. These road sections have statutory declared Control of Access, which revokes the general right of adjoining land to have direct vehicle and pedestrian access to these roads. This layer shows Control of Access on all State Roads. All State Road ramps have declared Control of Access and may not be shown in this layer.Note that you are accessing this data pursuant to a Creative Commons (Attribution) Licence which has a disclaimer of warranties and limitation of liability. You accept that the data provided pursuant to the Licence is subject to changes.Pursuant to section 3 of the Licence you are provided with the following notice to be included when you Share the Licenced Material:- The Commissioner of Main Roads is the creator and owner of the data and Licenced Material, which is accessed pursuant to a Creative Commons (Attribution) Licence, which has a disclaimer of warranties and limitation of liability.Creative Commons CC BY 4.0 https://creativecommons.org/licenses/by/4.0/

Division of the area into 3 districts for construction and maintenance of roads: Circle 1, Upper Valais; Circle 2, Middle Valais; Circle 3, Lower Valais.

Road Geometry measures for the Proclaimed State Road network are contained in this dataset. The measures were collected in 2012 by vehicular instruments by the ARRB Group (Consultants). Instantaneous measures were collected at a ten metre intervals (for prescribed and counter direction) and include: Heights (AHD), Bearing, Grade, Vertical Curvature, Horizontal Curvature, Cross Slope & Geometry Speed. The survey is usually undertaken every three years.

Abstract

The Ghana Millennium Development Authority's (MiDA) Agriculture Project within the Government of Ghana's Compact with the Millennium Challenge Corporation is design to improve farming in a number of areas. Under the Agricultural Project being implemented by (MiDA) some feeder roads are to be rehabilitated or reconstructed to promote development in the sector. In the first phase, about 336 km of feeder roads in eight (8) districts in two intervention zones are to be rehabilitated to reduce transportation costs and time, and increase access to major domestic and international markets. The feeder roads activity will also facilitate transportation linkages from rural areas to social service networks (including hospitals, clinics and schools).

The purpose of this project is to conduct an impact evaluation of the MiDA's Feeder Roads Activity. As stated in the Terms of Reference of the request for proposals, "the primary data for the impact evaluation will be a series of surveys similar in scope to the Consumer Price Index (CPI) survey, examining changes in prices over time Findings from the market surveys will contribute to the overall impact evaluation conducted by the Institute of Statistical, Social and Economic Research (ISSER). The Ghana Living Standards Survey (GLSS) 5+ is the primary instrument used in the overall evaluation, and 'Difference in Difference' is the proposed method of evaluation of data."

Thus, this study focuses on how prices of goods sold at local markets (that are transported on improved roads) change over time. It is also to document the changes in goods transport tariffs and passenger fares to market places served by the feeder roads.

The sample design uses a carefully tailored algorithm employed to match 154 localities that will benefit from the road improvements with an identical number of control localities that are comparatively far from the improvements. The sample size is sufficient to provide robust estimates of price effects associated with the road improvements. The minimum population for a locality to be included in the sample is 1,000, a condition imposed to help ensure that most designated items could be found in most localities.

Beginning in August 2009 interviewers visited the sample localities to obtain three price observations for each item in the defined "basket" of goods and transportation services. The final "basket" contains 39 fresh food items, 24 packaged food items, 19 non food items and 6 transportation tariffs-3 for the locality's residents' most frequent passenger destinations and 3 for the most frequent freight destinations.

Geographic coverage

308 localities in Ghana - 154 localities that will benefit from the road improvements with an identical number of control localities that are comparatively far from the improvements.

Analysis unit

The main unit of analysis is a market. Within each market, we priced the following items at up to three different vendors: 39 fresh food items, 24 packaged food items, 19 non food items and 6 transportation tariffs-3 for the locality's residents' most frequent passenger destinations and 3 for the most frequent freight destinations.

Universe

The data is only meant to represent the 308 localities surveyed. The results cannot be generalized to a larger population. The objective was not to produce estimates of national means and totals, but to estimate the parameters of an analytical model of program impact.

Kind of data

Sample survey data [ssd]

Sampling procedure

In the present application, the approach that is being used, in lieu of randomization, to select a control sample is statistical matching. A matched-pairs design was used, matching 174 (154 plus 20 replacements) treatment localities to 174 control localities using nearest-neighbor matching. Sampling was restricted, as mentioned earlier, to localities having population 1,000 or more (according to the 2000 Census) and to the 20 largest localities in each district.

The treatment population included all localities within 120 minutes estimated travel time of the nearest MiDA program road, and the control population included all localities located more than 120 minutes estimated travel time from the nearest MiDA program road. (The estimated travel times were calculated using a GIS model of the Ghana road network (documented separately).) This resulted in resulted in population sizes of 675 treatment units and 848 control units. Sampling was restricted to all of the country except Western Region.

Matching was based on a number of variables, including population, travel time to Accra, travel time to the nearest MiDA feeder road, and physiographic data.

The sample localities occur at all distances from the program roads, since it was desired to have substantial variation in the travel time to the program roads.

Because of the sample design process, the sample has reasonable spread, balance and orthogonality for a large number of design variables. Also, the sample includes a control sample for which the units are individually matched to units in the treatment sample. The sample will be a very good one for use in estimating an analytical model showing the relationship of program impact (price changes) to the Ghana MiDA feeder-road improvements, and for estimating a double-difference estimate of program impact.

Sampling deviation

Of the 308 sampled localities only one locality was removed from the sample because we were unable to locate it. This locality, Choo #0155, was not located and was removed along with its matching pair, Sabiye #0159. These localities were replaced with Suame #0812 and Ogbodzo #1264. All other localities were located and surveyed.

Mode of data collection

Face-to-face [f2f]

Research instrument

During the initial visit the NORC FM identified a subset of items on the GLSS surveys to identify and price in the market. This initial pricing and observation allowed for a detailed understanding of the impediments interviewers may encounter during data collection. After observing local conditions the NORC FM met with his counterparts on the local subcontractor team (Pentax Management and Consulting) to carry out an item by item review of the GLSS survey. Through this review NORC and Pentax were able to refine the GLSS survey to meet the needs of the current study. Standard weights and product types were identified for the majority of products, non important items were deleted in order to reduce the time of the survey, and possible fielding issues were discussed with resolutions identified.

The three questionnaires are attached to this document - one for the pricing of goods, one for the pricing of tariff and passenger costs, and one for collecting information on the locality.

Cleaning operations

Data editing was done in the field by supervisors, and double data entry was carried out by Pentax. After receiving data from Pentax, NORC assisted with reconciliation between the first and second entries. After reconciling the data, NORC carried out significant data cleaning, including some imputation of values for missing observations. For a detailed explanation of data editing and cleaning, please refer to the attached “Phase 1, Baseline Findings” report. For the raw dataset receioved by NORC from Pentax, see the attached "Raw Data". For SPSS scripts detailing cleaning done on the dataset, see "SPSS Scripts".

The Federal Highway was declared a National Highway in NSW in 1974 and in the ACT in 1994. It is an important link between Sydney and Canberra with all approved road activities fully funded by the Federal Government. This environmental impact statement (EIS) considers a proposal to construct dual carriageways between Stirling Avenue in the ACT and the Sutton interchange in NSW. The 10 kilometre section of highway is managed by the Department of Urban Services within the ACT and by the Roads and Traffic Authority in New South Wales.