scholarly journals TransCad analysis and GIS techniques to evaluate transportation network in Nasiriyah city

2018 ◽  
Vol 162 ◽  
pp. 03029 ◽  
Author(s):  
Zaynab Qasim ◽  
Abdul-Razzak Ziboon ◽  
Khaldoon Falih

Transportation is an essential element for the development of countries economically, socially, and culturally. AL-Nasiriyah is one of the highly congested urban centers within Dhi-Qar province. Network in the city center suffers congestion, particularly during peak hours simply because of the existence of vitality centers (educational, commercial and government). The network is used to assess the flow of the current traffic network patterns through several programs such as the (TransCad, GPS, GIS) so collecting different types of data, such as (Traffic volumes and free flow speed) using a device (MSSS), field surveys is done for the work of large-scale map road network.The results of the evaluation showed that most of the roads in the city have a level of service type (B), as the network showed service-level type (F) at which the vehicle relative to the road capacity (v/c) is greater than one in the city center, such as (Habboubi Street, Nasir bridge, Sumer Street, etc.) as illustrated in analysis map. On the basis of that proposed to add new roads to change path of external - external trips and also add new bridges to get rid of the congestion that appeared in the city center.

Author(s):  
Dwi Wahyu Hidayat ◽  
Budi Mardikawati ◽  
Yogi Oktopianto ◽  
Siti Shofiah

Tabanan Regency is one of the regencies that is traversed by the main route connecting Gilimanuk-Denpasar so that the road is known as Jalan Raya Denpasar-Gilimanuk. The road is a National Road which is the main route connecting the districts in western Bali, namely Jembrana Regency, Tabanan Regency, Badung Regency and Denpasar City. In addition, with the increasing activities of the Tabanan community, especially those in the city of Tabanan who travel either to the city of Denpasar or to other areas, passing through this route which is the main route that serves transportation activities from Tabanan to Denpasar and vice versa. In this location there are many places that cause attraction, namely shopping centers, stalls and places of worship. Therefore, congestion on these roads often occurs, especially at peak hours of traffic flow (Peak Hour). This research was conducted on the performance of roads to determine the level of service. The data analysis process uses the method of calculating the Manual Kapasitas Jalan Indonesia (MKJI) 1997). The results showed that the Tabanan-Denpasar road, Jl Ahmad Yani, during the COVID-19 pandemic PPKM level 4 was obtained, the road capacity was 2,457 smp/hour, the free flow speed was 46.48 km/hour, the degree of saturation was 0.79, the light vehicle speed value was 36 km/hour with a travel time of 25 seconds. Based on the value of the degree of saturation on the Tabanan-Denpasar road, Jl Ahmad Yani during the COVID-19 pandemic PPKM level 4 of 0.79, then the level of service for the road was entered at Service level D.


Author(s):  
Baxter Shandobil ◽  
Ty Lazarchik ◽  
Kelly Clifton

There is increasing evidence that ridehailing and other private-for-hire (PfH) services such as taxis and limousines are diverting trips from transit services. One question that arises is where and when PfH services are filling gaps in transit services and where they are competing with transit services that are publicly subsidized. Using weekday trip-level information for trips originating in or destined for the city center of Portland, OR from PfH transportation services (taxis, transportation network companies, limousines) and transit trip data collected from OpenTripPlanner, this study investigated the temporal and spatial differences in travel durations between actual PfH trips and comparable transit trips (the same origin–destination and time of day). This paper contributes to this question and to a growing body of research about the use of ridehailing and other on-demand services. Specifically, it provides a spatial and temporal analysis of the demand for PfH transportation using an actual census of trips for a given 2 week period. The comparison of trip durations of actual PfH trips to hypothetical transit trips for the same origin–destination pairs into or out of the central city gives insights for policy making around pricing and other regulatory frameworks that could be implemented in time and space.


2021 ◽  
Vol 11 (1) ◽  
pp. 365-376
Author(s):  
Andrzej Bąkowski ◽  
Leszek Radziszewski

Abstract The study analyzed the parameters of vehicle traffic and noise on the national road in the section in the city from 2011 to 2016. In 2013–2014 this road was reconstructed. It was found that in most cases, the distribution of the tested variable was not normal. The median and selected percentiles of vehicle traffic parameters and noise were examined. The variability and type A uncertainty of the results were described and evaluated. The results obtained for the data recorded on working and non-working days were compared. The vehicle cumulative speed distributions, for two-way four-lane road segments in both directions were analyzed. A mathematical model of normalized traffic flow has been proposed. Fit factor R2 of the proposed equations to the experimental data for passenger vehicles ranges from 0.93 to 0.99. It has been shown that two years after the road reconstruction, the median noise level did not increase even though traffic volumes and vehicle speeds increased. The Cnossos noise model was validated for data recorded over a period of 6 years. A very good agreement of the medians determined according to the Cnossos-EU model and the measured ones was obtained. It should be noted, however, that for the other analyzed percentiles, e.g. 95%, the discrepancies are larger.


2020 ◽  
Vol 164 ◽  
pp. 05022
Author(s):  
Fedor Perov ◽  
Leonid Lavrov ◽  
Aleksandra Eremeeva

Results of the first stage of territory development in the Gulf of Finland near the western coast of Vasilyevsky Island in Saint Petersburg are rated unsatisfactory. Results in the field of aesthetics, ecology, social stability and functional arrangement of the urban environment on new lands are negative. According to the analysis of experience in coastal areas' reconstruction in Amsterdam, Rotterdam and Hamburg, ambitious goals that were set for the project in Saint Petersburg were not achieved due to defects of the urban planning system — there was no centralized project management, activities of contractors, who neglected exclusive potential of the coastal area and its proximity to the historical core of the city, were insufficiently coordinated and controlled. It is argued that this is due to inertia of the Saint Petersburg design and construction system. During many years, it was focused on large-scale residential development of vast peripheral territories and, therefore, it was not capable to resolve issues related to development of highly urbanized environment in the city center. Omissions made during construction of a highway through the residential area are identified. The highway design does not provide reliable protection against negative impact on residential quarters. The route of the highway was designed as a bypass of the city center, but it became the shortest route to the center. It is noted that further development will offer opportunities for partial correction of the errors made. The new management team of the city architectural services considers the territory perspective for expansion of the Saint Petersburg center towards the water area of the Gulf of Finland.


1934 ◽  
Vol 14 (4) ◽  
pp. 404-413
Author(s):  
W. J. Hemp

Antequera, in southern Spain, is in the province of Malaga, a little more than twenty miles north of the city of that name, the nearest point on the coast. The town lies at the foot of the mountains, overlooking a large and fertile plain; while just outside it, near the road to Granada, are three tombs which are notable in several ways. Two of them are less than a kilometre distant, the third lies farther away in the plain itself (pl. liii, I).Perhaps the most striking feature of this comparatively isolated group is their marked dissimilarity from each other in type, one being a good representative of the ' cupola tombs' of Iberia; another, a simple long megalithic chamber and antechamber, built on a large scale; while the third, with its holed stone entrances, recalls the allées couvertes of the Paris region.One feature they share, however, which does not seem to have been satisfactorily recorded, namely that each is contained in a large round barrow. All three barrows are formed of natural hillocks which have been scarped and shaped to form symmetrical circular tumuli.


Author(s):  
Н. Н. Грибов ◽  
Т. А. Марьенкина ◽  
Н. В. Иванова

В статье представлены предварительные результаты первых масштабных археологических исследований в нижней части Нижегородского кремля. Раскоп, заложенный в зоне воссоздания храма Святого Симеона Столпника, вскрыл культурные отложения двух периодов - XIII - начала XV в. и XVI - середины XVIII в. Впервые средневековая усадебная застройка Нижнего Новгорода зафиксирована на таком элементе волжской долины, как береговой склон. Выдающееся значение для нижегородской археологии имеют обнаружение стратифицированных культурных напластований XIII - начала XV в. и зафиксированный на стратиграфических разрезах перерыв в активном освоении городской территории, соответствующий большей части XV в. Предложена реконструкция истории освоения раскопанного участка. Выяснилось, что связанный с храмом малоизвестный нижегородский Симеоновский монастырь вряд ли существовал до строительства Нижегородского кремля. Наиболее раннее, предположительно, монастырское сооружение, возникшее после исчезновения усадебной застройки XIII - начала XV в., датировано концом XV - серединой XVI в. С этим периодом связано строительство деревянного моста, обеспечивавшего транспортное сообщение между «нагорным» и приречным районами города. Обнаружение остатков этого свайного сооружения существенно корректирует известную реконструкцию застройки кремлевской территории начала XVII в., выполненную по письменным источникам. Дано обоснование времени функционирования обнаруженного некрополя Симеоновского монастыря в пределах середины XVI - начала XVIII в., приведена общая характеристика изученных погребений. В общеисторическом контексте материалы исследований представляют интерес для изучения процессов, сопровождающих превращение удельных городских центров в города Московской Руси. The article presents preliminary results of the first large-scale archaeological research in the lower part of the Nizhniy Novgorod Kremlin. The excavation, laid in the area of the reconstruction of the Church of St. Simeon the Stylite, uncovered cultural layer of two periods - the XIII - early XV centuries and the XVI - mid XVIII centuries. For the first time, the medieval estate development of Nizhniy Novgorod was recorded on such an element of the Volga valley as the coastal slope. The discovery of stratified cultural strata of the XIII - early XV centuries and the break in the active development of urban territory recorded on stratigraphic sections, corresponding to most of the XV century, are of outstanding significance for Nizhniy Novgorod archeology. The reconstruction of the history of development of the excavated site is proposed. It turned out that the little-known Nizhniy Novgorod Simeon monastery associated with the temple hardly existed before the construction of the Nizhniy Novgorod Kremlin. The earliest, presumably, monastic structure that arose after the disappearance of the manor buildings of the XIII -early XV centuries., dated to the end of the XV - mid XVI centuries. This period is associated with the construction of a wooden bridge that provided transport links between the «Nagorny» and riverine districts of the city. The discovery of the remains of this pile structure significantly corrects the well-known reconstruction of the Kremlin territory of the beginning of the XVII century, made according to written sources. The justification for the functioning of the necropolis discovered Simeon monastery in the middle of the XVI century - beginning of the XVIII centuries, the general characteristics of the studied burials. In the general historical context, the research materials are of interest for studying the processes that accompany the transformation of specific urban centers into cities of Muscovite Russia.


2019 ◽  
Vol 2 (2) ◽  
pp. 190
Author(s):  
Ari Styawan ◽  
Yosef Cahyo SP ◽  
Ahmad Ridwan

Traffic Impact Analysis (Andalalin) is an analysis of the influence of land use development on the system movement of surrounding traffic flows. It studies the method described in the 1997 MKJI concludes: 1. The revitalization of Sumbergempol People's Market is expected to attract trips of 88.9 SMP / hour and generate trips of 60.6 SMP / hour. 2. The results of the study area. The condition of the road section prior to revitalization has a V / C ratio of 0.53 with a Service Level in C. b. Predictions in 2019 have a V / C ratio of 0.57. c. Prediction in 2024 has a V / C ratio of 0.61, the performance still in category C. 3 The impact of the service level of the road section based on PM  96th. 2015 is: - The flow is stable, but vehicle movement is controlled by higher traffic volumes with speeds of at least 60 km/hour. - Medium traffic density due to internal obstacles to increased traffic. - Drivers have limitations for speed, change lanes, and overtake. 4. The market developer must provide a motorcycle parking area with a minimum area of 144.3 m2 and 1203.13 m2 for cars.Analisis Dampak Lalu Lintas (Andalalin) adalah analisis pengaruh perkembangan tata guna lahan terhadap sistem pergerakan arus lalu lintas disekitar, Dalam penelitian Andalalin ini metode yang dijelaskan dalam MKJI 1997 yangkesimpulannya: 1. Revitalisasi Pasar Rakyat Sumbergempol diperkirakan akan menarik perjalanan sebesar 88,9 smp/jam dan membangkitkan perjalanan sebesar 60,6 smp/jam. 2. Hasil penelitian adalah: a. Kondisi ruas jalan sebelum dilakukan Revitalisasi mempunyai V/C Ratio 0,53 yang Level Tingkat Pelayanan nya dalam kategori C. b. Prediksi pada tahun 2019 mempunyai V/C Ratio 0,57. c. Prediksi pada tahun 2024 mempunyai V/C Ratio 0,61, kinerja ruas jalan raya mengalami penurunan tapi Level Tingkat pelayanan masih dalam kategori C. 3 Dampak dari tingkat pelayanan ruas jalan berdasarkan PM No. 96 th. 2015 adalah: - Arus stabil, tetapi pergerakan kendaraan di kendalikan oleh volume lalu lintas yang lebih tinggi dengan kecepatan sekurang-kurangnya 60 km/jam. – Kepadatan lalu lintas sedang karena hambatan internal lalu lintas meningkat. – Pengemudi memiliki keterbatasan untuk kecepatan, pindah jalur dan mendahului. 4. Pihak pengembang pasar harus menyediakan tempat parkir motor minimal luasan harus144,3 m2 dan untuk mobil minimal luasan harus 1203,13 m2.


2022 ◽  
Vol 960 (1) ◽  
pp. 012020
Author(s):  
A Boroiu ◽  
E Neagu ◽  
A A Boroiu

Abstract The paper aims to explore the possibilities of improving road traffic in the central area of cities characterized by a longitudinal arrangement of the street network, with application for the case of Pitesti, where the road network in the central area consists of two main roads arranged longitudinally, having one-way regulated traffic, interconnected by several streets. A special traffic problem is reported in the city center: on the main road connecting the two boulevards, the vehicle storage space is insufficient - because the distance between the two road intersections is too small and there is no correlation between the Green phases of traffic lights in the two intersections. The research, based on traffic measurements performed with DataFromSky software and micro-simulation traffic analyses performed with Vissim PTV software, indicated that the best solution is the partial or total correlation of the green time from the traffic light intersections that delimit the connecting road artery. As, almost exclusively, the works dedicated to the correlation of green light of traffic lights treat the problem only along the road arteries, this paper raises a special issue and reveals the possibility of simple solutions, by correlating the traffic lights at the intersections connecting the main arteries.


Author(s):  
O K Golovnin

The article describes the road, institutional and weather conditions that affect the traffic flow. I proposed a method for traffic flow profiling using a data-driven approach. The method operates with macroscopic traffic flow characteristics and detailed data of road conditions. The article presents the results of traffic flow speed and intensity profiling taking into account weather conditions. The study used road traffic and conditions data for the city of Aarhus, Denmark. The results showed that the method is effective for traffic flow forecasting due to varying road conditions.


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