Development of the Informal Road Network and Its Impact on the Transformation of Taiga Geosystems in the North of Irkutsk Oblast

2021 ◽  
Vol 42 (2) ◽  
pp. 148-155
Author(s):  
I. N. Bilichenko ◽  
D. V. Kobylkin ◽  
V. V. Kuklina ◽  
V. N. Bogdanov
Keyword(s):  
Road Network ◽  
Irkutsk Oblast ◽  
The North

scholarly journals All the Roads to Patavium: Morphology, Genesis and Development of the Roman Road Network Around Padua

2017 ◽  
Vol 3 (1) ◽  
Author(s):  
Michele Matteazzi
Keyword(s):  
Iron Age ◽  
Late Antiquity ◽  
Road Network ◽  
Methodological Approach ◽  
13Th Century ◽  
Urban Centers ◽  
Italian Peninsula ◽  
North East ◽  
The North ◽  
The City

Abstract This paper deals with the analysis of the ancient road network around the city of Padua, attempts to reconstruct its morphology and to define its genesis and development between the second Iron Age and Late Antiquity (6th/5th cent. BC to 6th cent. AD). The study follows a methodological approach that today we define as „archaeomorphological“, first proposed by E. Vion in the late 1980s. By applying this methodology to the Paduan territory, it was possible to identify a series of routes of probable ancient origin radially converging toward the center of Roman Patavium, and linking it to other urban centers in the region and to the minor centers located within its ager. The presence of Iron Age settlements along the path of many of these routes suggests that the development of such a road network likely begins in pre-Roman times, which also highlights the ancient strategic importance of Padua and its territory as a fundamental junction between the center and the North-East of the Italian peninsula. On the other hand, the Roman road network somehow survived into the Late Antiqueand Early Medieval times, always influencing the distribution of settlements and the orientation of churches, until it was for the greater part restored by the Commune of Padua over the 13th century.

scholarly journals To the flora of soil algae of the northern territories of Baikal region: central Siberian plateau (Russia)

2020 ◽  
Vol 19 (1) ◽  
pp. 185-190
Author(s):  
E. A. Sudakova ◽  
I. N. Egorova ◽  
E. N. Maksimova ◽  
E. M. Vysokikh
Keyword(s):  
Plant Communities ◽  
Baikal Region ◽  
Irkutsk Oblast ◽  
Taiga Zone ◽  
Soil Algae ◽  
The North ◽  
Northern Territories ◽  
First Time

A list of soil algae registered in different plant communities in the North Baikal region, in the vicinitiesof the Kazachinskoye village and near Ust-Ilimsk reservoir in surroundings of settlements Vorobʼyovo, Banshchikovo,Badarma, Dalʼnii (Irkutsk oblast) is published for the first time. The territory is located within the Central Siberian plateauin the taiga zone. The list of soil algae includes 171 species and intraspecific taxa from six divisions: Cyanoprokaryota –63 taxa, Bacillariophyta – 15, Ochrophyta – 22, Chlorophyta – 64 and Streptophyta – 7.

scholarly journals Investigating Accidents on the Main Road Network in The North-West Region of Romania

2021 ◽  
Vol 16 (1) ◽  
pp. 1-23
Author(s):  
Rodica Dorina Cadar ◽  
Rozalia Melania Boitor ◽  
Mara Dumitrescu ◽  
Petru Daniel Măran
Keyword(s):  
Road Safety ◽  
Road Network ◽  
Road Density ◽  
Main Road ◽  
North West ◽  
The Road ◽  
The North ◽  
Critical Areas ◽  
West Region ◽  
The Eu

The paper investigates the accidents and fatalities on the main road network in the North-West Region of Romania over a period of 4 years (2015– 2018). The aim of the paper is to highlight some shortcomings and suggest possible improvements of the road network in order to reduce the number of accidents and fatalities. Detailed analyses, including statistical and spatial statistical analyses, were conducted on the accidents involving goods and public transport vehicles considering the scale of their impact. As a result, black corridors and vulnerable municipalities were identified. They were found to be related to the reduced main road density and high levels of freight traffic transit. In conclusion, with one of the lowest motorization rates in the EU and given the important efforts already made by the police, improving road network in Romania becomes the key for reducing accident and fatality rates in the region. In this regard, it is suggested that motorways and ring roads are needed in order to bypass the vulnerable municipalities. The results of this research may enable planners and administrations to act strategically to improve road safety in the critical areas, to prioritize actions for road network development and to formulate better strategies to ensure road safety.

scholarly journals Forest opening with a secondary road network

2013 ◽  
pp. 25-38
Author(s):  
Milorad Danilovic ◽  
Darko Ljubojevic
Keyword(s):  
Road Network ◽  
Fish Bone ◽  
Point Of View ◽  
Maximum Slope ◽  
North West ◽  
The North ◽  
Secondary Network ◽  
The Republic ◽  
Sloping Terrain ◽  
Gps Devices

This paper presents the results of an analysis of the position and density of a secondary road network in the group-selection management system. The research was conducted in the economic unit Prosara in the north west of the Republic of Srpska. The network of skid roads in the analyzed sections was recorded using the GPS devices Garmin GPS 60 and Garmin Map 62st, and the analysis software package used was ESRI ArcInfo 10.1. Adhering to the general guidelines, the slope of skid roads was analyzed within six predefined intervals: 0-12 %, 12-16 %, 16-20 %, 20-30 %, 30-40 % and over 40%. Relative openness with a secondary road network was determined for a maximum distance between the skid roads of 130m and it ranged from 82.62 % to 96.37 %. Such openness was classified as very good and excellent. Together with all factors related to stand and terrain characteristics, it appears that in all the compartments, the density of the secondary network of skid roads is adequate for the application of a skidder with a winch, without extending above the maximum length of the winch rope. Out of the total length of analyzed skid roads, 24% is within an appropriate slope interval for a planned conversion to truck roads, whereas 37 % is the maximum slope from the ecological point of view. The average terrain slope for the whole analyzed area is 26.4%. Such moderately sloping terrain is suitable for the construction of skid roads with low investment and small environmental impact. Due to their specific configuration, the main skid roads were designed along the ridge, while the secondary and tertiary skid roads most often separated from them at the maximum slope, forming an irregular fish bone shape.

scholarly journals ANALYZING THE ROAD NETWORK STRUCTURE OF TANG-TIBET ROAD AND BUILDING A SPATIAL INFORMATION SYSTEM FOR ITS TIBET SECTION

2021 ◽  
Vol XLVI-M-1-2021 ◽  
pp. 125-131
Author(s):  
M. Chi ◽  
Y. Liu
Keyword(s):  
Information System ◽  
Network Structure ◽  
Tang Dynasty ◽  
Road Network ◽  
Spatial Information ◽  
Cross Cultural Communication ◽  
The Road ◽  
Progressive Development ◽  
The North ◽  
Dynamic Propagation

Abstract. Since the Tang Dynasty (618–907 AD), the Tang-Tibet Road has been the only way from inland China to Qinghai and Tibet, and even to other countries such as Nepal and India. It ties and bonds various ethnic groups and regions, integrates cultural memories and cross-cultural communication achievements from ancient times to the present, and witnesses the dynamic propagation of the culture. Affected by the environment, climate, and wars, Tang-Tibet Road was often impossible to travel on or through intermittently during its progressive development in history. Routes and lines of each of its sections changed from time to time; eventually, an ancient road network was formed, consisting of one trunk road, two subsidiary roads in the north and south, several branches, and scattered auxiliary routes separated from the system, among which there were both outward-oriented international passages and inward-oriented passages. Nonetheless, research on Tang-Tibet Road is insufficient at the current stage. Regarding the problems summarized based on the review of the research situation, the present work probes deeper into the network structure of Tang-Tibet Road. How historical corridor is generated and evolved is understood from a regional perspective. In particular, strategies to design a space information system for the Tibet section of Tang-Tibet Road are explained to promote the exploration and use of cultural heritages in Tibet, in an effort to preserve these heritages while developing Tibet’s society and economy.

scholarly journals Factors of formation and development of the transport network in areas inhabited by indigenous small-numbered peoples of the North in Yakutia

2021 ◽  
Vol 112 ◽  
pp. 00052
Author(s):  
Antonina Savvinova ◽  
Viktoriya Filippova ◽  
Alexey Borisov ◽  
Galina Gnatyuk ◽  
Alla Fedorova
Keyword(s):  
Statistical Analysis ◽  
Road Network ◽  
Industrial Development ◽  
Transport Network ◽  
Network Development ◽  
The Road ◽  
The North ◽  
High Level ◽  
Key Indicators ◽  
Historical Periods

The paper considers the natural, historical, economic and geographical factors of the formation and development of the transport network in the areas inhabited by Indigenous Small-Numbered Peoples of the North in Yakutia. A brief analysis of historical periods of transport network development in Yakutia was carried out. A retrospective statistical analysis of the indicators of the road network development and its access for the areas inhabited by Indigenous Small-Numbered Peoples of the North: the length and density of public roads, the coefficients for assessing the level of the road network and transport was chosen as the study method. The analysis was based on the Engel, Goltz, Uspensky coefficients, as well as the density indicator of the road network as key indicators. Taking into account all coefficients the ranking of areas inhabited by Indigenous Small-Numbered Peoples of the North showed that high level of transport security of the population is typical for the areas with industrial development and a welldeveloped road network – Neryungrinsky, Mirninsky and Aldansky. The average level is typical for most areas that have year-round regional roads and winter roads. The lowest level of transport security of the population is observed in the Allaikhovsky and Oleneksky districts.

scholarly journals Multi-Parameter Estimation of Average Speed in Road Networks Using Fuzzy Control

2020 ◽  
Vol 9 (1) ◽  
pp. 55 ◽  
Author(s):  
Johanna Guth ◽  
Sven Wursthorn ◽  
Sina Keller
Keyword(s):  
Fuzzy Control ◽  
Road Network ◽  
Speed Estimation ◽  
Link Length ◽  
Average Speed ◽  
The North ◽  
South Wales ◽  
Elevation Model ◽  
Link Travel Time ◽  
Future Work

Average speed is crucial for calculating link travel time to find the fastest path in a road network. However, readily available data sources like OpenStreetMap (OSM) often lack information about the average speed of a road. However, OSM contains other road information which enables an estimation of average speed in rural regions. In this paper, we develop a Fuzzy Framework for Speed Estimation (Fuzzy-FSE) that employs fuzzy control to estimate average speed based on the parameters road class, road slope, road surface and link length. The OSM road network and, optionally, a digital elevation model (DEM) serve as free-to-use and worldwide available input data. The Fuzzy-FSE consists of two parts: (a) a rule and knowledge base which decides on the output membership functions and (b) multiple Fuzzy Control Systems which calculate the output average speeds. The Fuzzy-FSE is applied exemplary and evaluated for the BioBío and Maule region in central Chile and for the north of New South Wales in Australia. Results demonstrate that, even using only OSM data, the Fuzzy-FSE performs better than existing methods such as fixed speed profiles. Compared to these methods, the Fuzzy-FSE improves the speed estimation between 2% to 12%. In future work, we will investigate the potential of data-driven machine learning methods to estimate average speed. The applied datasets and the source code of the Fuzzy-FSE are available via GitHub.

The Great Road from Surat to Agra through Malwa

1991 ◽  
Vol 1 (3) ◽  
pp. 363-381
Author(s):  
Ian Raeside
Keyword(s):  
Eighteenth Century ◽  
Road Network ◽  
Central India ◽  
The Other ◽  
The North ◽  
The Way

Jean Deloche in a series of valuable publications has given an overall view of the Indian road network in the period up to about 1820 when the general pacification that followed the collapse of the Maratha kingdom gave British engineers the chance to transform the communications of India, first with military roads and later with railways. This transformation was nowhere more complete than in Central India and particularly in Malwa, the Mughal subha through which led the great road from Delhi and Agra to Burhanpur and the Deccan – a road which was followed by many of the European merchants and diplomats travelling between Surat and Agra and in part by the Maratha armies in the eighteenth century as they first raided and then conquered territory all the way up to Delhi. The other route from Surat to the north lay through Gujarat and the semi-deserts of Rajasthan (Deloche, 1980, pp. 55–7) and will not concern us here. Our route follows the Tapti valley east to Burhanpur, through the gap guarded by Asirgarh and then, after the unavoidable difficulties of the Narmada crossing and the climb up the Vindhya escarpment, takes an easy line through the flat well-cultivated Malwa plateau from Sironj to Narwar, following the grain of the country between the north-flowing tributaries of the Chambal.

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