GPS-Based Study on an Interurban Road Connection

2017 ◽  
Vol 21 ◽  
pp. 564-572
Author(s):  
Rodica Dorina Cadar ◽  
Rozalia Melania Boitor
Keyword(s):  
Data Collection ◽  
Travel Time ◽  
Theoretical Background ◽  
The Road ◽  
Traffic Conditions ◽  
The North ◽  
Data Collection Process ◽  
Research Goal ◽  
The Subject ◽  
North Western

The paper presents an extensive theoretical background related to the travel time and the studies that were conducted during the recent years on the subject. As a concept, travel time is related to the period of time spent in travelling between two different points in space. The analysis focuses on several aspects related to the travel time concept such as its usefulness, its influencing factors, and data collection methods for its determination. In order to also provide a practical outcome, the main interurban road connection between Cluj-Napoca and Tîrgu-Mureş was studied. The road trespasses both urban and rural localities in the North-Western of Romania. For the data collection process, a GPS-based equipment was placed on a test vehicle to run the route for multiple times, at different days and hours. The collected data were studied by means of statistical analysis in order to establish the most relevant aspects of the travel time. The research goal of the paper was to evaluate the influence exerted by demographics and type of locality on travel time by means of eventual delays. The main findings were employed to analyze the traffic conditions as well as the parameters that have a major impact on them. According to the results of the analysis, the traffic flow on the interurban route is best described by the travel time and consequently the delays registered due to multiple obstructive elements such as railway level crossings, pedestrian crossings within the localities, and level intersections between different roads category. However, according to the study, it can also be concluded that travel time and therefore the eventual delays are not influenced to a great extent by neither the type of transited localities - urban or rural, nor the demographics.

Prehistoric Human Remains at Little Cornard, Suffolk

1913 ◽  
Vol 1 (3) ◽  
pp. 297-300
Author(s):  
H. Dixon Hewitt
Keyword(s):  
Human Remains ◽  
The Road ◽  
The North ◽  
North Side ◽  
Gravel Pit ◽  
The Subject ◽  
Break Up ◽  
Scientific Value

The discovery which is the subject of these notes was unfortunately rendered incomplete by the fact that the initial exhumation of the bones was not witnessed by me, as I came on the scene after the greater part of the skeleton had been shovelled away by those ignorant of its scientific value.The gravel-pit in which I found the remains appears to be cut into a Plateau gravel, probably of an age corresponding to the break-up of one of the great glaciations. It is situated near, but not on, the summit of an eminence called Kedington Hill, about 2 miles South-by-East of Sudbury Station. The site was once included under the name of Kedington Common, and is on the North side of the road called Kedington Lane.

The Late Castro Culture of Northwest Portugal: Dynamics of Change

2007 ◽  
Author(s):  
Francisco M. V. Reimäo Queiroga
Keyword(s):  
Iron Age ◽  
Local Communities ◽  
First Century ◽  
Archaeological Record ◽  
The North ◽  
Excavation Work ◽  
The Subject ◽  
Coherent Picture ◽  
North Western ◽  
Northwest Iberia

The principal aim of this short chapter is to present some ideas and suggest possible directions of research concerning the development of the north-western Portuguese Iron Age, and in particular its late—and most dynamic—phase, that which coincided with Roman acculturation and conquest, towards the end of the first century BC. These processes of acculturation and conquest, and their impact on the Iron Age communities of the region, have long been the subject of discussion and indeed misunderstanding. Many unresolved questions and contradictions have blurred the construction of a coherent picture which is only now starting to take shape, though not necessarily providing definitive answers. If there was an effective military conquest, where is the evidence for the destruction of sites in the archaeological record? If the northwest was already conquered and pacified, why were the local communities building and reinforcing defensive walls? If the Romans were controlling this region, why were hillforts still being built in the traditional indigenous fashion? Generations of archaeologists, myself included, have attempted to answer some of these questions in the course of our research. The Iron Age cultures of northwest Iberia are broadly characterized by hillfort settlements built in stone, either granite or schist. These hillforts, known locally as ‘castros’, provide the name by which the culture is generally known: ‘cultura castreja’, in Portugal, or ‘cultura castrexa’ in Galicia. The word ‘castro’ obviously derives from the Latin ‘castrum’, in the sense of defended settlement. Francisco Martins Sarmento introduced this terminology following his major excavation work at the Citânia de Briteiros, from the 1870s onwards. Martins Sarmento’s excavation and survey work, combined with his remarkable capacity for observation and analysis, brought the Castro culture to widespread international attention, particularly after the Ninth International Congress of Anthropology and Prehistoric Archaeology, held in Lisbon in 1890. Despite this promising start, the Castro culture remained little known to most European archaeologists until the last few decades of the twentieth century, save for the contribution made by Christopher Hawkes (1971; 1984).

The Ancient Road Systems of the Central and Northern Ager Faliscus. (Notes on Southern Etruria, 2)

1957 ◽  
Vol 25 ◽  
pp. 67-203 ◽  
Author(s):  
M. W. Frederiksen ◽  
J. B. Ward Perkins
Keyword(s):  
Northern Limit ◽  
The West ◽  
North West ◽  
The Road ◽  
North East ◽  
The North ◽  
Arterial Road ◽  
Road Systems ◽  
The Right ◽  
North Western

The modern Via Cassia, now as in antiquity the great arterial road up through the heart of south-eastern Etruria, after crossing the Fosso dell'Olgiata less than a kilometre to the west of the north-western gate of Veii, climbs steadily for about 7 km. to cross the Monti Sabatini, the line of extinct volcanic craters that runs eastwards from Lake Bracciano, forming a natural northern boundary to the Roman Campagna. After cutting through the southern crest of the crater of Baccano, with its magnificent views southwards and eastwards over Rome towards Tivoli, Palestrina and the Alban Hills, the road drops into the crater, skirts round the east side of the former lake, and climbs again to the far rim, before dropping once more into the head of the Treia basin, on its way to Monterosi and Sutri.From this vantage-point a whole new landscape is spread out before one (pl. XLVII). To the west and north-west, the tangle of volcanic hills that forms the northern limit of the Monti Sabatini, rising at its highest point to the conical peak of Monte Rocca Romana (612 m.); beyond and to the right of those, past Monterosi and filling the whole of the north-western horizon, some 10–15 km. distant, the spreading bulk of Monte Cimino (1053 m.), with its characteristically volcanic, twin-peaked profile; to the north and north-east, the gently rolling woods and fields of the Faliscan plain, deceptively smooth, stretching away to the distant Tiber.

Frozen Rivers and Fault Lines

2013 ◽  
Author(s):  
Mike Searle
Keyword(s):  
Western Himalaya ◽  
Mountain Range ◽  
The Road ◽  
North East ◽  
The North ◽  
Golden Eagles ◽  
Trade Route ◽  
Winter Time ◽  
The Himalaya ◽  
North Western

After seven summer field seasons working in the north-western Himalaya in India, I had heard of a winter trade route that must rank as one of the most outlandish journeys in the Himalaya. The largely Buddhist Kingdoms of Ladakh and Zanskar are high, arid, mountainous lands to the north of the Greater Himalayan Range and in the rain shadow of the summer monsoon. Whereas the southern slopes of the Himalaya range from dense sub-tropical jungles and bamboo forests to rhododendron woods and magnificent alpine pastures carpeted in spring flowers, the barren icy lands to the north are the realm of the snow leopard, the yak, and the golden eagles and lammergeier vultures that soar overhead. The Zanskar Valley lies immediately north-east of the 6–7,000-metre-high peaks of the Himalayan crest and has about thirty permanent settlements, including about ten Buddhist monasteries. I had seen the Zanskar Ranges from the summit of White Sail in Kulu and later spent four summer seasons mapping the geology along the main trekking routes. In summer, trekking routes cross the Himalaya westwards to Kashmir, southwards to Himachal Pradesh, and northwards to Leh, the ancient capital of Ladakh. Winter snows close the Zanskar Valley from the outside world for up to six months a year when temperatures plummet to minus 38oC. Central Zanskar is a large blank on the map, virtually inaccessible, with steepsided jagged limestone mountains and deep canyons. The Zanskar River carves a fantastic gorge through this mountain range and for only a few weeks in the middle of winter the river freezes. The Chaddur, the walk along the frozen Zanskar River, takes about ten to twelve days from Zanskar to the Indus Valley and, in winter time, was the only way in or out before the road to Kargil was constructed. I mentioned this winter trek to Ben Stephenson during our summer fieldwork in Kishtwar and he stopped suddenly, turned around, and said ‘Mike we just have to do this trek!’ So the idea of a winter journey into Zanskar was born, and four of us set off from Oxford in January 1995.

scholarly journals Optimal Skip-Stop Schedule under Mixed Traffic Conditions for Minimizing Travel Time of Passengers

2013 ◽  
Vol 2013 ◽  
pp. 1-8 ◽  
Author(s):  
Sun Feng ◽  
Zhu Wen-tao ◽  
Ye Ying ◽  
Wang Dian-hai
Keyword(s):  
Travel Time ◽  
Operating Efficiency ◽  
Mixed Traffic ◽  
Optimization Scheme ◽  
Lower Efficiency ◽  
The Road ◽  
Traffic Conditions ◽  
Total Travel Time ◽  
Optimal Coordination ◽  
Urban Bus

Given the lower efficiency resulting from the overload of bus stops, the capacity and travel time of passengers influenced by skip-stop operation are analyzed under mixed traffic conditions, and the travel time models of buses and cars are developed, respectively. This paper proposes an optimization model for designing skip-stop service that can minimize the total travel time for passengers. Genetic algorithm is adopted for finding the optimal coordination of the stopping stations of overall bus lines in an urban bus corridor. In this paper, Tian-Mu-Shan Road of Hangzhou City is taken as an example. Results show that the total travel time of all travelers becomes 7.03 percent shorter after the implementation of skip-stop operation. The optimization scheme can improve the operating efficiency of the road examined.

The Discovery of an Early Bearing-Dial

1953 ◽  
Vol 6 (3) ◽  
pp. 294-296 ◽  
Author(s):  
Carl V. Sølver
Keyword(s):  
Fourteenth Century ◽  
Thirteenth Century ◽  
The Sun ◽  
Medieval Period ◽  
Late Medieval ◽  
The North ◽  
Late Medieval Period ◽  
The Subject ◽  
Formed Part ◽  
North Western

It has hitherto been generally presumed that the division of the horizon into thirty-two points was a development of the late medieval period. Such a division, it has been said, was impossible in the pre-compass era. ‘It is questionable whether even so many as sixteen directions could have been picked out and followed at sea so long as Sun and star, however intimately known, were the only guides’, one eminent authority has declared; ‘Even the sailors in the north-western waters had only four names until a comparatively late date.’ Chaucer's reference in his Treatise on the Astrolabe to the thirty-two ‘partiez’ of the ‘orisonte’ has for long been quoted as the earliest evidence on the subject. The Konungs Skuggsjà, a thirteenth-century Norwegian work, however, refers to the Sun revolving through eight œttir; and the fourteenthcentury Icelandic Rímbegla talks of sixteen points or directions. An important discovery by the distinguished Danish archaeologist, Dr. C. L. Vebæk, in the summer of 1951, brings a new light to the whole problem and makes the earlier held view scarcely tenable. Vebæk was then working on the site of the Benedictine nunnery (mentioned by Îvar Bárdarson in the mid-fourteenth century) which stands on the site of a still older Norse homestead on the Siglufjörd, in southern Greenland. Buried in a heap of rubbish under the floor in one of the living-rooms, together with a number of broken tools of wood and iron (some of them with the owner's name inscribed on them in runes) was a remarkable fragment of carved oak which evidently once formed part of a bearingdial. This was a damaged oaken disk which, according to the archaeologists, dates back to about the year 1200.

scholarly journals Differential Subject Marking in Arawakan Languages: Distribution and Origins

2020 ◽  
Vol 13 (1) ◽  
pp. 141-176
Author(s):  
Swintha Danielsen ◽  
Tom Durand
Keyword(s):  
South America ◽  
Language Contact ◽  
Western Region ◽  
Language Family ◽  
Strong Argument ◽  
The North ◽  
Rare Phenomenon ◽  
The Subject ◽  
Object Marking ◽  
North Western

This paper is a comparison of nine Arawakan languages sharing a rare phenomenon in the Americas: differential subject marking. We argue that the languages involved display a group of predicates with oblique case marking on the subject, similar to the subject-like obliques in Icelandic and Hindi. Comparison with bivalent constructions provides a strong argument for the diachronic process of objects gradually acquiring subject properties. In addition, we discuss the distribution of this oblique marking and object marking in some of the Arawakan languages. This paper shows that these two marking strategies are in fact complementary; the existence of these two markings allows expressing semantico-pragmatics subtleties. Thus, it illustrates a specific realization of the differential marking of the subject in non-accusative languages. Examining the possibilities of language contact with non-Arawakan languages, such as Tukanoan or Witotoan languages, or between Arawakan languages, especially in the North-Western region of Amazonia, we conclude that this phenomenon is inherited in the Arawakan language family, considering the absence of other languages with such differential marking in South America and the attestations of this phenomenon in Arawakan languages as many as 500 years ago.

scholarly journals Pengembangan Estetika Melalui Kegiatan Cooking Class di RA As-Shofa Ciparay

2021 ◽  
Vol 3 (1) ◽  
pp. 53-57
Author(s):  
Heri Hidayat ◽  
Nadia Nuraziani ◽  
Qolbiatum Mutmainah ◽  
Silva Inten Sulistya
Keyword(s):  
Early Childhood ◽  
Data Collection ◽  
Learning Model ◽  
Quantitative Approach ◽  
Descriptive Research ◽  
Collection Process ◽  
Data Collection Process ◽  
Class B ◽  
The Subject

This study examines how cooking class plays a role in the development of aesthetic attitudes in early childhood with the aim of this study is to improve and develop aesthetic attitudes of early childhood. The data collection process was carried out by interviewing related teachers through Whatsapp media accounts and analyzing learning videos. The type of research used is descriptive research with a quantitative approach. The subject in this study is the child of RA As-Shofa class b. Interviews were conducted with educators about the cooking class learning model and how the learning was carried out. The development of aesthetics through cooking class activities at RA As-Shofa for grade b children makes children feel more confident in showing their aesthetic attitudes.

scholarly journals STUDI WAKTU PERJALANAN DAN TUNDAAN DENGAN APLIKASI VISSIM PADA RUAS JALAN A.H. NASUTION

2021 ◽  
Vol 17 (2) ◽  
pp. 125-144
Author(s):  
Mangaramot Justisiano Pakpahan ◽  
Budi Hartanto Susilo
Keyword(s):  
Data Collection ◽  
Travel Time ◽  
The Road ◽  
Vehicle Travel Time ◽  
Alternative Solutions ◽  
Collection Time

A.H Nasution Street is one of the primary arterial roads that  connect between Cileunyi to East Bandung. East Bandung region is one of the areas that chosen by people at Bandung to settle. Therefore during rush hour there is congestion at A.H Nasution Street. The goal of this research is to identify vehicle travel time on A.H Nasution Street, and evaluate each intersection that is one of the major delays on A.H Nasution Street and provide alternative solutions using PTV Vissim. The road sections that reviewed ini this research started from the A.H nasution – Ahmad Yani Intersection until Ditbintekjatan, (Direktorat Bina Teknik Jalan dan Jembatan) with data collection time on Monday, 9th Mar 2020 at 06.00 am – 07.00 am. The existing analysis on A.H Nasution street from West to East has LoS F with vehicle travel time taken for 22 minutes 10 seconds with a delay of 410 seconds, while from East to West has LoS F with vehicle travel time taken for 23 minutes 47 seconds with a delay of 345 seconds. If repairs are made by widening the lane at Sta (0+000) – Sta (0+500) and the the prohibition of turning right at each unsignalized intersection on the section that reviewed, the A.H Nasution street from West to East has a LoS C with vehicle travel time faster with a shorter delay, while from East to West has a LoS D with vehicle travel time faster with a shorter delay.

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