scholarly journals Analysis of Road Network Growth Patterns As Supporting System of Industrial Park Accessibility

2019 ◽  
Author(s):  
Yudo Prasetyo ◽  
Nurhadi Bashit ◽  
Dicky Nur Krisnha
Keyword(s):  
Road Network ◽  
Road Construction ◽  
Industrial Area ◽  
Growth Patterns ◽  
Industrial Park ◽  
Network Growth ◽  
Spatial Statistical Analysis ◽  
The Road ◽  
The North ◽  
Production And Distribution

Development growth around the industrial area has increased from year to year to meet the ideal industry criteria ranging from environmental, economic, physical and other aspects. Physical development affects accessibility so that it accelerates production and distribution by increasing the road network. Road network monitoring needs to be carried out to see its effect on the accessibility of industrial park. Therefore, this study analyzes the growth pattern of the road network as a support system for industrial area accessibility. This research was carried out in the Kendal Industrial Park in Kaliwungu, South Kaliwungu, and Brangsong Regencies. The research method uses the Remote Sensing method and Geographic Information System (GIS). Satellite imagery was digitalized on Worldview-2 (0.5 Meter) and SPOT-7 (1.5 Meter) satellite images with multitemporal 2010 and 2019. The digitization results were calculated on the total length of roads from 2010 to 2019. Road growth patterns were analyzed using spatial statistical analysis shown by Ellipse’s Standard Deviation. The growth of road net growth in Kendal Industrial Park from 2010 to 2019 is 45,645.392 meters or 45.645 kilometers. Road growth in the 3 sub-districts in the study area is heading north where in the north there is the Kendal Industrial Park which has a lot of road construction to support access to the Kendal Industrial Park or to other areas that are more effective and efficient.

scholarly journals THE PENETRATION OF ENGINEERING BY ECONOMICS: McFADDEN AND THE TRANSFORMATION OF ROAD DEMAND ESTIMATION

2021 ◽  
Vol 43 (2) ◽  
pp. 262-278
Author(s):  
Ariane Dupont-Kieffer ◽  
Sylvie Rivot ◽  
Jean-Loup Madre
Keyword(s):  
Road Network ◽  
Road Construction ◽  
Demand Estimation ◽  
Demand Modeling ◽  
The Road ◽  
Collective Decisions ◽  
The Face ◽  
Decision Making Processes ◽  
On The Road ◽  
The 1960S

The golden age of road demand modeling began in the 1950s and flourished in the 1960s in the face of major road construction needs. These macro models, as well as the econometrics and the data to be processed, were provided mainly by engineers. A division of tasks can be observed between the engineers in charge of estimating the flows within the network and the transport economists in charge of managing these flows once they are on the road network. Yet the inability to explain their decision-making processes and individual drives gave some room to economists to introduce economic analysis, so as to better understand individual or collective decisions between transport alternatives. Economists, in particular Daniel McFadden, began to offer methods to improve the measure of utility linked to transport and to inform the engineering approach. This paper explores the challenges to the boundaries between economics and engineering in road demand analysis.

scholarly journals MODERN DEVELOPMENT OF RUSSIA'S ROAD SECTOR: PROBLEMS AND PROSPECTS

2018 ◽  
Vol 6 (1) ◽  
pp. 11-11
Author(s):  
Наталья Борисова ◽  
Natal'ya Borisova ◽  
Елена Егорова ◽  
Elena Egorova ◽  
Александр Борисов ◽  
...  
Keyword(s):  
Economic Development ◽  
Economic Activity ◽  
Road Network ◽  
Road Construction ◽  
Transport Infrastructure ◽  
The Road ◽  
Modern Development ◽  
Socio Economic Development ◽  
The Russian Federation ◽  
Advanced Development

The article considers the most important component of the transport infrastructure - the road infrastructure, which at the same time is one of the most important spheres of economic activity. The socio-economic development of the Russian Federation has been studied, requiring advanced development and modernization of the road network as part of the transport infrastructure of the country and world space, as well as improving the technical level of road construction.

Methodology of Inventory the Real Estate Components for the Purpose of Their Valuation Due to Road Construction – Case Study in Krakow

2017 ◽  
Author(s):  
Monika Siejka ◽  
Monika Mika
Keyword(s):  
Real Estate ◽  
Communication Systems ◽  
Road Network ◽  
Measurement Techniques ◽  
Road Construction ◽  
The Real ◽  
The Real Estate ◽  
The Road ◽  
Investment Process

The development of the communication systems determines the economic level of the country. In Poland, despite the successive investments in this area, it is still not enough beneficial solutions to the road network and international calls. The problem of the acquisition of property for public roads on both the valuation principles and the way of obtaining land for these purposes is constantly modified. These changes are intended to simplify the procedures, which have a significant impact on shortening of the investment process. The current provisions of law give the possibility of the start of road investment before a property owner receives compensation for land taken for this purpose. This situation requires an inventory of component parts of the property for the purposes of their valuation. The paper presents the methodology of inventory the real estate components for the needs of their valuation using modern measurement techniques GNSS and GIS.

Nature and Effects of Low-Volume Roads in Botswana

2003 ◽  
Vol 1819 (1) ◽  
pp. 88-95 ◽  
Author(s):  
Bizzar B. Madzikigwa
Keyword(s):  
Rural Areas ◽  
Road Network ◽  
Good Condition ◽  
Construction Materials ◽  
Road Construction ◽  
Rapid Improvement ◽  
The Road ◽  
Low Volume Roads ◽  
Low Volume ◽  
Sand And Gravel

The road sector in Botswana continues to develop its road network throughout the country at a tremendous rate. When Botswana gained independence in 1966, it had only 10 km (16 mi) of bitumen road. By 1992 the total length of bituminous surfaced road reached 3500 km (2,175 mi) out of a total road network of 18 000 km (11,285 mi). These statistics clearly show that the majority of roads are not yet surfaced; these are low-volume roads that provide access to the rural areas where most of the country’s population is found, though in low density. In spite of the rapid improvement in the quality of the national road network in recent years, much remains to be done. In the early 1970s and early 1980s the rural roads unit was introduced in the Ministry of Works Transport and Communications, which was charged with the responsibility of design and construction of low-volume roads around the country in a bid to integrate the country’s road network. This unit was later disbanded in the 1990s, and all roads are improved through the conventional procurement system using private contractors. For these roads the justification of a surfacing project based on conventional economic return methods does not apply, and worse still, the road improvements have to compete with other amenities for the same limited resources. Three ministries in Botswana are responsible for roads: Ministry of Works Transport and Communications, Ministry of Local Government, and Ministry of Trade, Industry, Wildlife and Tourism. These ministries have different responsibilities for different roads within the country, and earth, sand, and gravel roads are found under the jurisdiction of each of the ministries. The major drawbacks concerning low-volume roads in Botswana are inadequate maintenance, poor road construction materials, and the environmental impacts of the roads. Since the budget and resources are inadequate to keep these roads in good condition, it would be prudent to find technological means that would improve the locally available road construction materials so as to minimize their effects on the environment and vehicle operating costs.

Optimization of Road Networks Using Evolutionary Strategies

1997 ◽  
Vol 5 (4) ◽  
pp. 419-438 ◽  
Author(s):  
Frank Schweitzer ◽  
Werner Ebeling ◽  
Helge Rosé ◽  
Olaf Weiss
Keyword(s):  
Road Network ◽  
Optimization Problems ◽  
Optimal Solution ◽  
Road Construction ◽  
Stationary Regime ◽  
Analytical Approximation ◽  
Evolutionary Strategies ◽  
The Road ◽  
Total Length ◽  
Fitness Value

A road network usually has to fulfill two requirements: (i) it should as far as possible provide direct connections between nodes to avoid large detours; and (ii) the costs for road construction and maintenance, which are assumed proportional to the total length of the roads, should be low. The optimal solution is a compromise between these contradictory demands, which in our model can be weighted by a parameter. The road optimization problem belongs to the class of frustrated optimization problems. In this paper, a special class of evolutionary strategies, such as the Boltzmann and Darwin and mixed strategies, are applied to find differently optimized solutions (graphs of varying density) for the road network, depending on the degree of frustration. We show that the optimization process occurs on two different time scales. In the asymptotic limit, a fixed relation between the mean connection distance (detour) and the total length (costs) of the network exists that defines a range of possible compromises. Furthermore, we investigate the density of states, which describes the number of solutions with a certain fitness value in the stationary regime. We find that the network problem belongs to a class of optimization problems in which more effort in optimization certainly yields better solutions. An analytical approximation for the relation between effort and improvement is derived.

scholarly journals Assessing Relationships between Land Use Changes and the Development of a Road Network in the Hodonín Region (Czech Republic)

2019 ◽  
Vol 38 (1) ◽  
pp. 145-159 ◽  
Author(s):  
Jiří Jedlička ◽  
Marek Havlíček ◽  
Ivo Dostál ◽  
Jiří Huzlík ◽  
Hana Skokanová
Keyword(s):  
Land Use ◽  
Czech Republic ◽  
Road Network ◽  
Driving Forces ◽  
Land Use Changes ◽  
Road Construction ◽  
Time Interval ◽  
Historical Sources ◽  
The Road ◽  
Anthropogenic Processes

Abstract The paper assesses the development of land use and a road network from 1836 to 2016 in the Hodonín region (Czech Republic). The aim of the article is to verify relationship between the road construction and land use changes in their vicinity. The intensity of land use change processes between adjacent periods was calculated at various distances from roads. ESRI’s geographic information systems and geostatistics were used. This helped in assessing significance of impact of road vicinity on land use changes. The time interval of periods for comparison varied between 25 and 80 years due to availability of historical sources. In each period about 20% of the region was affected by land use changes. After the roads were built, there was an increase in the intensity of land use changes in their vicinity. It has been proofed that presence of a road can be considered one of the driving forces of long-term land use changes in this region. This so-called technological driving force impacted mainly urbanisation and other anthropogenic processes, agricultural intensification and grassing. Its significance is gradually increasing due to urbanisation, industrialisation, motorization and the rising mobility. Our results from the Hodonín region indicate that urbanisation and other anthropogenic processes have the closest relationship with the distance from major roads.

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.

Epigrafski miljokazi i njihov značaj za proučavanje rimskih komunikacija na jugu provincije Dalmacije / Epigraph Milestones and Their Significance for the Research on the Roman Roads in the South of the Province of Dalmatia

2018 ◽  
pp. 179-191
Author(s):  
Gligor M. Samardžić
Keyword(s):  
Road Network ◽  
Road Construction ◽  
The South ◽  
The Road

The paper presents data on epigraph milestones and their significance for the  research on the Roman roads in the south of the province of Dalmatia (east Herzegovina and west Montenegro). Milestones (miliarium) are the most reliable proof  of the existence of the Roman roads, especially if they are in situ. They are historically highly valuable due to the fact that they are an exceptional testimony on the  existence of the Roman roads in the eastern areas of Herzegovina and western areas  of Montenegro. The road network in the south of the province of Dalmatia presented integral part of military, political and economic plans of the Romans. These  roads connected the coastline with the available continental passes through the  massive Dinarides. A significant numbers of epigraph and non-epigraph milestones  that were found testify on the existence of the Roman road which intersected east  Herzegovina and west Montenegro going from west towards east and from south to  north (Narona-Dyrrachium, Narona-Sarajevo, Epidaurum-Anderba). The found milestones and epigraph inscriptions contributed to determining assumed road routes in the south of Dalmatia and the approximate date of their construction. That is why it is thought that Narona-Dyrrachium, Narona-Sarajevo, Epidaurum-Anderba roads were started by the Dalmatian appointed consul suffectus Publius Cornelius Dolabella (from 14 to 20) and that they were finished during  the rule of Claudius (41–54). Additional repairs of these roads were done in the 3  and 4  centuries and the milestones found in the area of Konjic (seven of them), Nevesinje (two), Trebinje (three) and Nikšić (two) testify about that. They help us determine the approximate date of the road construction.

The conditions of practical action: Neoliberalism and sustainability in the Australian road construction industry

2016 ◽  
Vol 34 (8) ◽  
pp. 1501-1515 ◽  
Author(s):  
Cameron White
Keyword(s):  
Climate Change ◽  
Environmental Impact ◽  
Construction Industry ◽  
Road Network ◽  
Tobacco Industry ◽  
Interdisciplinary Approach ◽  
Road Construction ◽  
Infrastructure Development ◽  
Practical Action ◽  
The Road

In the last decade, in the context of debates about climate change, the Australian road construction industry has focused on increasing efficiencies within road construction processes. This approach to environmental impact management is congruent with existing (road-centric) trajectories of infrastructure development. At the same time, however, it also institutionalises the systemic environmental impacts of the road network. This article examines the historical conditions within which this focus on construction efficiencies emerged as the basis of practical action. Firstly, it examines the neoliberal strategies that led to the privatisation of the Australian road construction industry in the 1990s. Secondly, these Australian road industry strategies are compared with other industry-centred harm-management initiatives and traced back to the tobacco industry tactics of the 1950s and 1960s. Finally, this article argues for a broader, interdisciplinary approach to the analysis and management of environmental impact.

scholarly journals The Mechanical and Binding Potentials of Fresh Cow Dung (FCD) for Gravel Roads Construction

2021 ◽  
Vol 3 (1) ◽  
pp. 22-32
Author(s):  
Anthony Mugendi Nyagah ◽  
Sixtus Kinyua Mwea ◽  
Francis John Gichaga
Keyword(s):  
Road Network ◽  
Dust Emission ◽  
Road Construction ◽  
Dry Density ◽  
Cow Dung ◽  
Test Results ◽  
African Countries ◽  
Maximum Dry Density ◽  
The Road ◽  
Gravel Roads

Among the developing nations, unpaved (gravel and earth) roads form a disproportionately large percentage of the road network when compared to the paved roads. For instance, in Kenya earth roads account for 47% of the road network, while the gravel roads account for about 38%. The most significant problem associated with gravel and earth roads is dust emission, which contributes to the deterioration of the road surface. In addition, the dust causes road safety, human health and the environmental quality issues. In order to minimize dust emission dust suppressants are applied annually. Dust suppressants, for example, Magnesium or Calcium Chlorides solutions are expensive and hence not widely used in developing countries like Kenya. In many Kenyan rural homes and in most African countries, fresh cow dung (FCD) is used as dust suppressants in madhouses. Therefore, this study seeks to explore the mechanical and binding potentials of FCD for gravel roads construction as a dust suppressant, improvement of mechanical and resilience properties of lateritic soils for gravel roads construction. The effect of FCD on gravel soils was determined at various percentages (0%, 3%, 6%, 9% and 12%) by weight. The Index properties, compaction properties, plasticity requirements and bearing strengths {Unconfined Compressive Strength (UCS) and California Bearing Ratio (CBR)} were determined. The results show that Maximum Dry Density (MDD) reduced while the Optimum Moisture Content (OMC) increased with the increase in dosages of FCD. The UCS test results were 257 kN/m2 (0%), 257 kN/m2 (3%), 300 kN/m2 (6%), 267 kN/m2 (9%) and 213 kN/m2 (12%) while, the CBR test results were 21%, 39%, 54%, 34%, and 24% for 0%, 3%, 6%, 9% and 12%. The research concludes that FCD at 6% by weight can be used for mechanical stabilization of gravel soils for road construction. FCD is cheaper, readily available, sustainable and environmentally friendly. This will go a long way in the economic development of low and middle-income countries.

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