Epic landslide erosion from mountain roads in Yunnan, China – challenges for sustainable development

Abstract. Expanding mountain road networks in developing countries significantly increase the risk of landslides and sedimentation, as well as create vulnerabilities for residents and aquatic resources. We measured landslide erosion along seven road segments in steep terrain in the upper Salween River basin, Yunnan, China and estimated sediment delivery to channels. Landslide erosion rates along the roads ranged from 2780 to 48 235 Mg ha−1 yr−1, the upper end of this range being the highest rate ever reported along mountain roads. The two roads with the highest landslide erosion (FG1 = 12 966 Mg ha−1 yr−1 ; DXD = 48 235 Mg ha−1 yr−1) had some of the highest sediment delivery rates to channels (about 80 and 86%, respectively). Overall, three times more landslides occurred along cutslopes compared to fillslopes, but fillslope failures had a combined mass >1.3 times that of cutslope failures. Many small landslides occurred along road cuts, but these were often trapped on the road surface. Given the magnitude of the landslide problem and the lack of attention to this issue, a more sustainable approach for mountain road development is outlined based on an analysis of landslide susceptibility and how thresholds for landslide trigger mechanisms would be modified by road location and construction techniques.

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Epic landslide erosion from mountain roads in Yunnan, China – challenges for sustainable development

Natural Hazards and Earth System Science ◽

10.5194/nhess-14-3093-2014 ◽

2014 ◽

Vol 14 (11) ◽

pp. 3093-3104 ◽

Cited By ~ 11

Author(s):

R. C. Sidle ◽

M. Ghestem ◽

A. Stokes

Keyword(s):

Slope Failures ◽

Sediment Delivery ◽

The Road ◽

Erosion Rates ◽

Construction Techniques ◽

Road Development ◽

On The Road ◽

Steep Terrain ◽

Cut Slopes ◽

Trigger Mechanisms

Abstract. Expanding systems of mountain roads in developing countries have significantly increased the risk of landslides and sedimentation, and have created vulnerabilities for residents and aquatic resources. We measured landslide erosion along seven road segments in steep terrain in the upper Salween River basin, Yunnan, China and estimated sediment delivery to channels. Landslide erosion rates along the roads ranged from 2780 to 48 235 Mg ha−1 yr−1, the upper end of this range being the highest rate ever reported along mountain roads. The two roads with the highest landslide erosion (FG1 = 12 966 Mg ha−1 yr−1; DXD = 48 235 Mg ha−1 yr−1) had some of the highest sediment delivery rates to channels (about 80 and 86%, respectively). Overall, 3 times more landslides occurred along cut slopes compared to fill slopes, but fill slope failures had a combined mass > 1.3 times that of cut slope failures. Many small landslides occurred along road cuts, but these were often trapped on the road surface. Given the magnitude of the landslide problem and the lack of attention to this issue, a more sustainable approach for mountain road development is outlined based on an analysis of landslide susceptibility and how thresholds for landslide trigger mechanisms would be modified by road location and different construction techniques.

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A Safe-Region Approach to a Moving k-RNN Queries in a Directed Road Network

Journal of Circuits System and Computers ◽

10.1142/s0218126617500712 ◽

2017 ◽

Vol 26 (05) ◽

pp. 1750071 ◽

Cited By ~ 7

Author(s):

Kamil Zeberga ◽

Rize Jin ◽

Hyung-Ju Cho ◽

Tae-Sun Chung

Keyword(s):

Road Network ◽

Nearest Neighbor ◽

Exact Formula ◽

Specific Situation ◽

The Road ◽

Query Answer ◽

Safe Region ◽

On The Road ◽

Conventional Solution ◽

Road Segments

In road networks, [Formula: see text]-range nearest neighbor ([Formula: see text]-RNN) queries locate the [Formula: see text]-closest neighbors for every point on the road segments, within a given query region defined by the user, based on the network distance. This is an important task because the user's location information may be inaccurate; furthermore, users may be unwilling to reveal their exact location for privacy reasons. Therefore, under this type of specific situation, the server returns candidate objects for every point on the road segments and the client evaluates and chooses exact [Formula: see text] nearest objects from the candidate objects. Evaluating the query results at each timestamp to keep the freshness of the query answer, while the query object is moving, will create significant computation burden for the client. We therefore propose an efficient approach called a safe-region-based approach (SRA) for computing a safe segment region and the safe exit points of a moving nearest neighbor (NN) query in a road network. SRA avoids evaluation of candidate answers returned by the location-based server since it will have high computation cost in the query side. Additionally, we applied SRA for a directed road network, where each road network has a particular orientation and the network distances are not symmetric. Our experimental results demonstrate that SRA significantly outperforms a conventional solution in terms of both computational and communication costs.

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Using GIS in Disaster Response Operations

Advances in Human and Social Aspects of Technology - Information Technology Applications for Crisis Response and Management ◽

10.4018/978-1-7998-7210-8.ch009 ◽

2021 ◽

pp. 176-199

Author(s):

Zafer Yilmaz

Keyword(s):

Disaster Response ◽

Linear Models ◽

Economic Losses ◽

Travel Times ◽

The Road ◽

On The Road ◽

Logistic Support ◽

Earthquake Effects ◽

Road Segments

Earthquakes come first compared with other disasters concerning casualties and economic losses. Thousands of people need heath and logistic support after earthquakes. Therefore, legal authorities focus on finding best locations for logistics depots to reach the demand points as soon as possible. Linear and non-linear models are used to find depot locations. In this study, alternatively, geographic information system (GIS) is used to find the optimal locations of depots among candidates. A new model is introduced which cover the earthquake effects while estimating the vehicle speeds on road segments. Optimal locations of depots are found both with and without including the earthquake effects on vehicle speeds and travel times on the road segments in order to compare the results. A case study is applied for Bahçelievler town in Istanbul. Three depot locations are found among 21 candidate locations (facilities) for 62 estimated demand points. The results show that the depot locations are not necessarily the same whether the earthquake effects on travel times are included or not.

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ANALISIS HUBUNGAN KECEPATAN TERHADAP KECELAKAAN LALU-LINTAS DI KOTA BANJARMASIN

Journal of Indonesia Road Safety ◽

10.19184/korlantas-jirs.v2i1.15033 ◽

2019 ◽

Vol 2 (1) ◽

pp. 45

Author(s):

Huddan Rahmani ◽

Akhmad Gazali ◽

Jarkawi Jarkawi ◽

Muhammad Isran Ramli

Keyword(s):

High Speed ◽

Traffic Accidents ◽

Speed Limit ◽

The Road ◽

Driving Speed ◽

On The Road ◽

Almost All ◽

Speed Restrictions ◽

The City ◽

Road Segments

Many factors cause traffic accidents where the driving speed is one of the main causes, and this is known from several studies conducted in universities in the city of Banjarmasin, which chronologically the accident events mostly stated that the vehicles involved in the accident were driven at high speed. The results of recording the speed on the road segment studied violations exceeding the speed limit that is at night before dawn, and this applies to almost all types of vehicles in both directions of the lane at that time the traffic volume decreases. The majority of respondents think that high speed "speeding" is very likely 88.40% resulting in accidents that injure others and themselves. Regarding speed restrictions on all road segments to reduce accidents to the perpetrators, respondents said 83.99% were subject to sanctions, and argued that the potential consequences of behavior beyond the speed limit were very harmful and dangerous, 71.7%. And the main cause of motorists doing "speeding" is to reach their destination on time and even faster, 79.7%. Banyak faktor penyebab kecelakaan lalu-lintas dimana kecepatan berkendaraan merupakan salah satu penyebab utamanya, ini diketahui dari beberapa penelitian yang dilakukan diperguruan tinggi di Kota Banjarmasin yang pada kronologis kejadian kecelakaannya sebagian besar menyebutkan bahwa kendaraan yang terlibat kecelakaan tersebut dipacu dengan kecepatan tinggi. Hasil dari pencatatan kecepatan pada segmen jalan yang diteliti terjadi pelanggaran melebihi batas kecepatan yaitu pada malam menjelang subuh, ini berlaku hampir pada semua jenis kendaraan dikedua arah jalur pada saat itu volume lalu-lintas berkurang. Mayoritas responden berpendapat bahwa berkecepatan tinggi “ngebut” sangat mungkin 88,40% berakibat menyebabkan kecelakaan yang mencederai orang lain dan diri sendiri. Terkait dengan pembatasan kecepatan pada semua segmen jalan untuk mengurangi kecelakaan terhadap pelakunya responden mengatakan 83,99% dikenakan sanksi, serta berpendapat bahwa potensi akibat perilaku melampaui batas kecepatan sangat merugikan dan membahayakan, 71,7%. Dan penyebab utama pengendara kendaraan bermotor melakukan “ngebut” adalah untuk mencapai tujuan tepat waktu dan bahkan bisa lebih cepat, 79,7%.

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THE ROLE OF UNPAVED ROADS IN THE SEDIMENT BUDGET OF A SEMI-ARID MESOSCALE CATCHMENT

10.22541/au.162486576.63306110/v1 ◽

2021 ◽

Author(s):

Teresa Raquel Lima Farias ◽

Pedro Medeiros ◽

José Carlos de Araujo ◽

Joaquin Navarro Hevia

Keyword(s):

Soil Loss ◽

Water Reservoir ◽

Sediment Budget ◽

Northeastern Brazil ◽

Delivery Ratio ◽

Sediment Delivery ◽

Unpaved Roads ◽

The Road ◽

Sediment Connectivity ◽

On The Road

High rates of erosion and runoff production on road infrastructure have been documented, indicating that unpaved roads might be significant sources of sediment in catchments. In this paper, the production of surface sediments from unpaved rural roads at different scales is assessed. The study took place in northeastern Brazil, in a semiarid area of the Caatinga biome, vulnerable to desertification. Sediment production data from road surface segments were monitored for two years (2013-2014) under conditions of natural precipitation. By using hydrosedimentological modeling and Geographic Information System (GIS), the sediment budget was calculated at the meso-scale basin (aprox. 930 km²), in order to identify the relative contribution of roads to the sediment balance. Universal Soil Loss Equation (USLE) associated with Maner’s sediment delivery ratio (SDR) equation, proved to be an adequate approach for predicting sediment yield on the road segment scale; the best results were obtained for the road without traffic, due to the non-interference in this segment of external factors, such as traffic and maintenance activities, not explicitly considered in the model formulation. The modeling procedure showed that the roads, which occupy only 0.7% of the catchment surface, were responsible for approximately 7% of soil loss in the area. Furthermore, sediment connectivity might be enhanced by roads, which cross the river network and, therefore, deliver more directly the sediment generated at hillslopes. This is particularly important in the studied environment, where sediment connectivity is low due to limited runoff and the existence of a dense network of surface water reservoir

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Analisis Prioritas Pembangunan dan Pengembangan Jaringan Jalan di Pro~Si Papua

Warta Penelitian Perhubungan ◽

10.25104/warlit.v22i1.993 ◽

2010 ◽

Vol 22 (1) ◽

pp. 30-44

Author(s):

Anriani Safar ◽

Muhammad Y. Jinca ◽

Roland Barkey

Keyword(s):

Regional Development ◽

Road Network ◽

Transportation Network ◽

The Other ◽

Network Development ◽

The Road ◽

Road Development ◽

Multi Criteria Analysis ◽

On The Road

An Analysis of Priority of Road Network Development in Papua Province (supervised bt; M.Yamin Jinca and Rol.a.nd A. Barket;)The aim of the study was to discover the condition and potential of road development and factorsaffecting its development.The study was a survey using a questionnaire to stakeholders as respondents. The data were analyzedbt; using multi criteria analysis, namely scalogram and hierarchy process.T7re results of the study indicate that the region condition affects the road network developmentespecially at the area with difficult topographic conditions (mountainous) which become the constraintin the developnrent of l.a.nd transportation. The main priority in handling the road network isregion development. The other factors are accessibility, mobz1ity and hierarchy of road network. Thethree factors are not quite different from each other, but they have a low effect on the road networkperformana!. The prioritiy of road development is from Jayapura to Wamena to Mulia, Waena toArso V, Jai;apura to Hamadi to Holtekamp to PNG Border.Keywords : Transportation network, regional development, accessibz1ity and mobilih;.

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A Route Reservation Approach for an Autonomous Vehicles Routing Problem

MATEC Web of Conferences ◽

10.1051/matecconf/201822002004 ◽

2018 ◽

Vol 220 ◽

pp. 02004 ◽

Cited By ~ 1

Author(s):

Anton Agafonov ◽

Aleksandr Borodinov

Keyword(s):

Traffic Congestion ◽

Autonomous Vehicles ◽

Intelligent Transportation System ◽

Road Traffic ◽

Autonomous Vehicle ◽

Routing Problem ◽

Microscopic Traffic Simulation ◽

The Road ◽

On The Road ◽

Road Segments

Autonomous vehicle development is one of many trends that will affect future transport demands and planning needs. Autonomous vehicles management in the context of an intelligent transportation system could significantly reduce the traffic congestion level and decrease the overall travel time in a network. In this work, we investigate a route reservation architecture to manage road traffic within an urban area. The routing architecture decomposes road segments into time and spatial slots and for every vehicle, it makes the reservation of the appropriate slots on the road segments in the selected route. This approach allows to predict the traffic in the network and to find the shortest path more precisely. We propose to use a rerouting procedure to improve the quality of the routing approach. Experimental study of the routing architecture is conducted using microscopic traffic simulation in SUMO package.

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ANALISIS TITIK KEMACETAN DARI TERMINAL ARJOSARI KE TERMINAL GADANG BERDASARKAN TRAYEK ANGKUTAN KOTA AG MENGGUNAKAN SIG

BANGUNAN ◽

10.17977/um071v25i22020p49-60 ◽

2020 ◽

Vol 25 (2) ◽

pp. 49

Author(s):

Fitris Dyah Astiti ◽

Titi Rahayuningsih ◽

Pranoto Pranoto

Keyword(s):

Attorney General ◽

Major Effect ◽

Average Speed ◽

The Road ◽

Traffic Jams ◽

Traffic Delays ◽

Road Performance ◽

On The Road ◽

Performance Results ◽

Road Segments

Abstrak:Penelitian ini bertujuan (1) mengetahui kinerja ruas jalan dari terminal Arjosari ke terminal Gadang berdasar trayek angkot AG agar mampu diketahui apakah dari hasil kenerja jalan tersebut menunjukkan kemacetan atau tidak. (2) Mengetahui analisis titik kemacetan di akses jalan dari terminal Arjosari ke terminal Gadang berdasar trayek Angkot AG menggunakan SIG. Hasil analisis kinerja jalan di jalan Raden Panji Suroso, jalan Ahmad Yani, jalan Jaksa Agung Suprapto, Jalan Pasar Besar, Jalan Sersan Harun, Jalan Kolonel Sugiono masuk kategori F atau terjadi kemacetan. Analisis titik kemacetan pada jalan yang menjadi trayek angkutan kota AG dari terminal Arjosari ke terminal Gadang terdapat dua puluh tundaan disebabkan oleh tundaan geometri, delapan tundaan disebabkan oleh tundaan lalu-lintas. Faktor yang paling banyak memunculkan kemacetan di sepanjang trayek angkutan kota AG dari terminal Arjosari ke terminal Gadang adalah tundaan geometri berupa U-TURN, Overlay, Simpang tanpa sinyal dan simpang bersinyal. Interaksi lalu-lintas baik berupa kendaraan parkir dan berhenti, kendaraan masuk dan keluar, pejalan kaki, dan kendaraan lambat hanya berpengaruh besar pada tundaan di segmen jalan tertentu seperti jalan Pasar Besar, jalan Sersan Harun, dan Pasar Comboran. Tundaan yang besar menyebabkan angkutan kota AG memiliki kecepatan rata-rata pada pagi hari adalah 15,05 km/jam. Kecepatan rata-rata pada siang hari adalah 15,91 km/jam, kecepatan rata-rata pada sore hari adalah 16,28 km/jam.Kata-kata kunci: Sistem Informasi Geografi, Kemacetan, Kinerja Jalan, Tundaan, MKJIAbstract: This study aims (1) to determine the performance of the road sections from Arjosari terminal to Gadang terminal based on the AG Angkot route so that we can determine whether the road performance results indicate congestion or not. (2) Knowing the analysis of congestion points in the road access from Arjosari terminal to Gadang terminal based on the Angkot AG route using GIS. The results of the analysis of road performance on Raden Panji Suroso Street, Ahmad Yani Street, Attorney General Suprapto Street, Pasar Besar Street, Sersan Harun Street, Colonel Sugiono Street were in category F or congestion occurred. Analysis of the congestion points on the road which is the route of the AG city transport from Arjosari terminal to the Gadang terminal there are twenty delays caused by geometric delays, eight delays due to traffic delays. The factors that cause the most traffic jams along the AG city transport route from Arjosari terminal to Gadang terminal are geometric delays in the form of U-TURN, Overlay, intersections without signal and intersections with signals. Traffic interactions in the form of parking and stopping vehicles, incoming and outgoing vehicles, pedestrians and slow vehicles only have a major effect on delays in certain road segments such as Jalan Pasar Besar, Jalan Sersan Harun, and Pasar Comboran. Large delays cause AG city transportation to have an average speed of 15.05 km / hour in the morning. The average speed during the day is 15.91 km / hour, the average speed in the afternoon is 16.28 km / hour.Keywords: Geographic Information System, Congestion, Road Performance, Delays, MKJI

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