scholarly journals Valuation of Road Infrastructure in Urban and Traffic Study of the City of Split

2012 ◽  
Vol 1 (1) ◽  
pp. 12-16 ◽  
Author(s):  
Hrvoje Baričević ◽  
Matija Glad
Keyword(s):  
Economic Development ◽  
Traffic Flow ◽  
Road Transport ◽  
Mutual Interference ◽  
The Road ◽  
Passenger Traffic ◽  
The North ◽  
Traffic Intersection ◽  
The City

Functional reciprocity of all transport sectors with their infrastructure support is most evident in ports. The port of Split, integrated in Split’s traffic intersection, is a striking example of uniqueness of Split-Dalmatia County as a traffic and economic centre of Central Dalmatia. The development of City’s harbour for passenger traffic and the North Port for cargo traffic has determined already set constellation of relations of maritime, road and rail traffic, and their mutual interference. The road transport and activities with regard to hinterland services generate economic development in which Split is no exception. This estimate is based on changes that can be expected in terms of redistribution of traffic flow in the central and southern Adriatic and the greater role of road transport, with Split having an increasingly important role.

scholarly journals Some Questions About Evaluating the Role Transport Factor in Economic History the North-West of Russia in the Late XIX – early XX century

2020 ◽  
Vol 16 (2) ◽  
pp. 101-111
Author(s):  
Sergey V. Kuznetsov ◽  
Nikolay M. Mezhevich ◽  
Vladimir M. Razumovsky
Keyword(s):  
Economic Development ◽  
Economic Activity ◽  
Economic History ◽  
Reference Points ◽  
Economic Space ◽  
North West ◽  
Saint Petersburg ◽  
The North ◽  
The City

Introduction. At present, the understanding that the solution of economic problems facing Russia cannot be based on standard economic approaches and models. It is gradually becoming obvious that attention to the spatial and historical features of the development of the Russian economy has not only academic interest, but also quite obvious practical significance. This can be proved on historical, or more precisely, historical and economic material. In fact, the theory of logic, taken broadly, is based on this. The development of transport and versatile tool to reduce the adverse impacts of space on the eco-economy, physical space turns into economic. The lack of transport connectivity of territories devalues the space of the economy (economic space) to a physical or geographical space. The purpose of the article is to show the role of the city of Saint Petersburg in the economic space of the North-West (understood as Saint Petersburg, Saint Petersburg, Novgorod, Pskov provinces) and Russia as a whole, through the development of railway transport in a concrete historical way. Materials and Methods. The historical method is used as the main method. In Russia, the spatial analysis method is almost mandatory, and it is also applied in this article. This method has been widely used in economic history, particularly in the study of transport. At the same time, we recognize the existence of research methods and techniques that are not suitable for this work, for example, the practice of economic and demographic analysis, especially in the neo-Malthusian version. The authors involve in the analysis the works of Russian and foreign scientists on the topic of the article. Results. The article shows the role of the city of Saint Petersburg as an economic and transport center taken in historical dynamics. The role of an important but single transport center in the economic development of Russia is revealed. The thesis is proved that the optimal choice of reference points for economic development has a positive impact on the development of the economic space of the entire country. Discussion and Conclusion. The article proves that the spatial scale of Russia contributes to the fact that the financial results of economic activity can be localized at a significant distance from the place of economic activity.

scholarly journals Transport infrastructure of the Yamalo-Nenets Autonomous Okrug as a guarantee of the region’s sustainable economic development

2021 ◽  
Vol 258 ◽  
pp. 02011
Author(s):  
Anna Ermakova ◽  
Ekaterina Glebova
Keyword(s):  
Economic Development ◽  
Road Transport ◽  
Transport Network ◽  
Transport Infrastructure ◽  
Motor Transport ◽  
The Road ◽  
Existing Problems ◽  
City District ◽  
The City ◽  
Nenets Autonomous

This article considers the transport infrastructure of the city district as one of the most promising areas today. The existing problems of the road transport network are identified. The author offers a draft solution and the necessary costs for its implementation. This project will increase the flow of motor transport, provide comfortable pedestrian and automobile zones, and improve the socio-economic situation of the city district.

scholarly journals Kampus Uniwersytecki Morasko w Poznaniu – geneza, struktura przestrzenno-funkcjonalna, obsługa transportowa

2020 ◽  
pp. 7-32
Author(s):  
Katarzyna Kulczyńska ◽  
Natalia Borowicz ◽  
Karolina Piwnicka-Wdowikowska
Keyword(s):  
Functional Structure ◽  
Recreational Sports ◽  
University Campus ◽  
Social Sciences And Humanities ◽  
Railway Line ◽  
The North ◽  
North Eastern ◽  
History Of ◽  
The City

Morasko University Campus in Poznań – origin, spatial and functional structure, transport solutions The purpose of the paper is to characterize the most recently created part of the Adam Mickiewicz University – the Morasko Campus. The paper consists of three parts. The first concerns the origins and development of the campus. The second part presents its spatial and functional structure on the basis of a field inventory, while the third one – campus transport solutions based on a survey conducted among students. The history of the campus located in the northern, peripheral part of the city began with laying the foundation act and the cornerstone in 1977. The agricultural role of this area, dominant until the 1980s, has been replaced with new functions, mainly academic and scientific ones. The first university buildings were commissioned in the 1990s, and the construction boom began after 2000. A total of nine faculties (out of 21 existing) are housed in eight buildings in the campus, including exact and natural sciences, as well as a part of social sciences and humanities. To this day, neither student dormitories nor accommodation for PhD students have been constructed (although they are likely to be built), which would emphasize the academic function of the campus. The campus also comprises areas with recreational, sports, residential and other service functions (e.g. catering, beauty, hairdressing, and commercial services), which are complemented by areas that serve transport functions. Location in the northern periphery of the city, and above all the railway line for freight (the northern bypass of Poznań) separating the city from the campus, makes transport to this part of the city limited. The results of the survey revealed a lack of a safe bicycle path between the western and eastern part of the campus, insufficient number of parking places for motorists, a lack of paved roads from the north and west, only three narrow access roads for car commuters, and difficult access by public transport to the eastern and north-eastern parts. In the latter case, the planned extension of the tram line towards Umultowo after the year 2022 is expected to solve the problem. Zarys treści: Celem opracowania jest charakterystyka najmłodszej przestrzeni Uniwersytetu im. Adama Mickiewicza – Kampusu Morasko. Opracowanie składa się z trzech zasadniczych części. Pierwsza część artykułu dotyczy genezy powstania i rozbudowy miasteczka uniwersyteckiego. W drugiej części przedstawiono strukturę przestrzenno-funkcjonalną kampusu w oparciu o inwentaryzację terenową, w trzeciej zaś obsługę transportową na podstawie badań ankietowych przeprowadzonych wśród studentów. Historia położonego w północnej, peryferyjnej części miasta kampusu rozpoczęła się od wmurowania aktu erekcyjnego i kamienia węgielnego w 1977 r. Dominująca do lat 80. XX w. funkcja rolnicza tego obszaru została zastąpiona przez nowe funkcje, głównie akademickie i naukowe. Pierwsze budynki dydaktyczne oddano do użytku dopiero w latach 90. ubiegłego wieku, a boom budowlany rozpoczął się po roku 2000. Swoją siedzibę znalazły tutaj nauki ścisłe i przyrodnicze, a także część nauk społecznych i humanistycznych, w sumie dziewięć wydziałów (na 21 istniejących) w ośmiu budynkach. Do dzisiaj nie wybudowano akademików czy domu doktoranta (choć istnieją realne szanse na ich powstanie), co podkreśliłoby funkcję akademicką kampusu. W strukturze kampusu wyróżnia się ponadto obszary o funkcjach rekreacyjnych, rekreacyjno-sportowych, mieszkaniowych i innych o charakterze usługowym (np. usługi gastronomiczne, kosmetyczne, fryzjerskie, handel), których uzupełnieniem są obszary o funkcjach komunikacyjnych. Położenie na północnych peryferiach miasta, a przede wszystkim linia kolejowa dla przewozów towarowych (północna obwodnica Poznania) oddzielająca miasto od kampusu sprawiają, że obsługa transportowa tej części miasta jest ograniczona. Wyniki badań ankietowych wskazują na brak bezpiecznej drogi rowerowej między zachodnią i północno-wschodnią częścią kampusu, niewystarczającą liczbę miejsc parkingowych dla zmotoryzowanych, brak utwardzonych dróg od strony północnej i zachodniej, zaledwie trzy wąskie wjazdy na kampus dla dojeżdżających samochodem czy utrudniony dojazd komunikacją publiczną do części wschodniej i północno-wschodniej. W tym ostatnim przypadku rozwiązaniem ma być planowana po 2022 r. rozbudowa linii tramwajowej w kierunku Umultowa.

scholarly journals ARQUITETURA, IDEOLOGIA E PRODUÇÃO: o uso do edifício público como veículo de comunicação no período do “Regime Militar” brasileiro

Revista Labor ◽  
2017 ◽  
Vol 1 (18) ◽  
pp. 1
Author(s):  
Eneas de Araújo Arrais Neto
Keyword(s):  
Economic Development ◽  
Public Sector ◽  
Military Government ◽  
Specific Group ◽  
The Public ◽  
Design Project ◽  
Architectural Language ◽  
The Military ◽  
The City

Este artigo tem como objetivo analisar os edifícios sedes dos órgãos públicos federais construídos na cidade de Fortaleza durante os anos de vigência do “Regime Militar”. Parte da compreensão de que a arquitetura, enquanto objeto de fruição coletiva, assume o papel de meio de comunicação de massa no espaço urbano e, como tal, foi um dos instrumentos de divulgação ideológica dos governos militares dirigidos aos setores sociais urbanos; veiculando principalmente idéias de modernização, desenvolvimento, racionalidade, onipotência do poder estatal e autoritarismo. Analisa igualmente as influências, neste processo, da cultura de classe do setor burocrático-estatal, e propõe que estas edificações, ao estabelecerem novos padrões estéticos e de utilização de materiais e equipamentos de procedência tecnológica estrangeira, se constituíram em elementos importantes do processo de abertura da economia nacional ao capital multinacional, em particular no que diz respeito ao mercado da construção civil.Abstract This paper presents the arquitectural critique of a specific group of edifications built in the city of Fortaleza during the period of the military governments in Brazil. The character of the architecture developed by the military government in public buildings in this period is common all over the country: the facilities were built to with the intention to occupy the cities as out-doors of the military governments, diffusing images of modernization, rationality, economic development and the power of the state.   Through the use of architectural language, by the means of design, project, materials, forms and other ways, the architecture of the public sector played the role of ideology, besides introducing imported materials and equipment previously unused in the building sector of the country.

scholarly journals Consolidation of Cargos in the Road Transport as a Key Method to Success

2020 ◽  
Vol 23 (1) ◽  
pp. A54-A61
Author(s):  
Zbigniew Łukasik ◽  
Aldona Kuśmińska-Fijałkowska ◽  
Jacek Kozyra ◽  
Sylwia Olszańska
Keyword(s):  
Time Horizon ◽  
Time Pressure ◽  
Road Transport ◽  
Transport Costs ◽  
The Road ◽  
Whole Process

The problem of consolidation of goods for the provider of logistic services, which is a third part that delivers goods from many suppliers to one business client in time horizon was analysed in this article. Every parcel has a fixed date of reception in the source and delivery schedule in a destination. In the age of highly developed economy, time pressure and costs, outsourcing is a condition necessary to improve the functioning of enterprises. New logistic chains, networks of terminals and intermodal connections are built every year to reduce the transport costs and improve the whole process. In this article, the authors presented the benefits resulting from consolidation of cargos in the road transport. Special emphasis was put on determination of the role of the transport costs reduction using the cargo consolidation services.

Central Greco-Roman Cities

2004 ◽  
Author(s):  
Dora P. Crouch
Keyword(s):  
Agricultural Land ◽  
The Road ◽  
Archaeological Data ◽  
Greco Roman ◽  
The North ◽  
Urban Core ◽  
Local Resources ◽  
Structure Morphology ◽  
The City ◽  
Eastern Edge

Argos, situated in the southern peninsula of Greece called the Peloponnese, lies on the northwest side of the Argos Plain, backed by hills to the north and west that are the eastern edge of an extensive region of mountains and intermountain basins. A road runs northward through the valley and over the hills to Nemea and Corinth. Eastward beyond the capricious rivers lie the old Mycenaean cities of Mycenae and Tiryns on their knolls, with the port of Nauplia closing the circuit to the southeast. Beyond Nauplia is the Argolid peninsula with the ancient pilgrimage and health center of Epidauros. (The term “Argolid” as used in the literature sometimes means all the area near Argos and sometimes means only the peninsula south and east of Nauplia. Herein, we will use Argolid for the latter and Argive Plain for the former.) Between Argos and the gulf about 6 km south is the marshy area of Lerna, remnant of a lake that once reached nearly to the outskirts of Argos, while the southeast part of the plain was until recently a series of lagoons (Piérart 1992). To the southwest, skirting the mountains, runs the road to Sparta. The advantages for Argos of being situated at the center of gravity in the triangular plain (Runnels 1995) continued throughout all the periods studied herein. Argos is unusual among ancient cities because we have ample modern geological investigations of regional structure, morphology, karst geology, and hydrogeology, literary evidence from antiquity, and archaeological data from decades of investigation. These materials contribute to a detailed understanding of how human settlement built on and responded to local resources. We will therefore describe the regional setting of the city before turning to an examination of the urban core. Below its mountains, the city of Argos stands on a shelf overlooking a plain of extensive fertile agricultural land that curves around the site from north to southwest. The stratigraphy is as follows, beginning with the topmost modern layers: . . . Higher plateau and mountains are Tripoli limestone. Tripoli plateau sits amid karstic mountains. (Older) Triassic and Jurassic limestones to the northeast. . . .

A Road Trip with Strabo

Mnemosyne ◽  
2016 ◽  
Vol 69 (2) ◽  
pp. 202-225
Author(s):  
Sarah Pothecary
Keyword(s):  
The South ◽  
Road Trip ◽  
Euphrates River ◽  
The Road ◽  
The North ◽  
South West ◽  
Explicit Reference ◽  
The City

A number of places that feature in Strabo’s description of the Asian peninsula were situated on the ancient road that ran between the Euphrates river and the city of Ephesus. It is likely that Strabo journeyed along the entire thousand-kilometre length of the road, even though he makes explicit reference to his presence in only a few locations. He most probably made the journey as a youth on his way to Roman Asia, in the south west of the peninsula, from Pontus in the north. Decades pass before Strabo, as an old man, writes the Geography and includes in it the memories of places he had visited. The outdated tone of some of his descriptions reflects this passage of time.

scholarly journals Urban Regeneration Projects Bound to Water, along and towards the Tagus Estuary (Portugal)

2019 ◽  
Vol 11 (23) ◽  
pp. 6578
Author(s):  
Caterina Anastasia
Keyword(s):  
Public Space ◽  
Urban Regeneration ◽  
Tagus Estuary ◽  
Open Spaces ◽  
The North ◽  
Surrounding Areas ◽  
The City ◽  
North And South ◽  
Hydrographic Network

Water is becoming a support for landscape and urban projects in a densely urbanised area settled along the Tagus Estuary, dubbed the City of the Tagus Estuary (CTE). Analysing two recent projects along and towards the Tagus Estuary hydrographic network, this article highlights how the most evident limit (the water) can function as the strongest binder, natural link, and shared public space of the CTE. Located, respectively, on the north and south banks of the estuary, the analysed projects become a way to think about urban strategies and promotions that use water as a way to build (re-build or reformulate) the image of the Lisbon Metropolitan Area. Today, open spaces bound to waterlines support an appealing and winning urban regeneration formula. Our goal is to understand what kind of role water is called to play with regard to the CTE. We ask: is the water called to play merely the role of building a new image of the city as a ground for investors? Is water the way to build a green and habitable CTE? This article concludes that the analysed projects contribute (as expected) to the promotion of the surrounding areas and propose appropriate solutions while occasionally overcoming the current local urban planning.

Art as the Road to Perfection: The Blackfoot Painted Tipi

2017 ◽  
Vol 27 (4) ◽  
pp. 631-642
Author(s):  
María Nieves Zedeño
Keyword(s):  
North American ◽  
Social Life ◽  
The Road ◽  
The North ◽  
Spirit World

The Blackfoot bison hunters of the North American Plains are widely known for their artfully painted lodges commonly known as ‘tipis’. Traditionally, tipi designs were not for everyone; rather, they were received individually from the spirit world or ceremonially transferred from one person to another under strict covenants. Painted tipis advertised the spiritual and social stature of their owners and were intricately woven in the ontological fabric of the group. This article explores the role of the painted tipi in individual and social life among the Blackfoot to highlight how art can be used to construct social places, to accumulate material and ritual wealth and, ultimately, to make society.

Spatial interaction of electric transport networks in Russian cities

2020 ◽  
pp. 110-121
Author(s):  
P. S. Stepanov
Keyword(s):  
Transport System ◽  
Spatial Interaction ◽  
Large City ◽  
Transport Systems ◽  
Light Rail ◽  
Electric Transport ◽  
Passenger Traffic ◽  
Mode Of Transport ◽  
The City

The transport systems of the largest cities in Russia usually include extensive tram and trolleybus networks. There are subways in seven million-plus cities. Thus, electric transport has a very significant role in the passenger traffic of these cities. Moreover, the mentioned elements of the electric transport system can influence each other in different ways, and the level of their spatial interaction can also differ. For example, in global practice, there are cases when most types of public transport in the city (bus, trolley, tram, minibus, etc.) are feeders to subway lines, which are usually the key mode of transport within the integrated transport system of a large city (in In some cases, the role of the subway can be performed by a light rail). In addition, tram and trolleybus can be integrated in different ways. Diverse factors and processes taking place inside the city can influence the level of this integration: replacing one mode of transport with another, shortening the lines of one of the modes of transport, etc. Various options for such interaction are described by the example of three Russia’s cities: Kazan, Samara and St. Petersburg.

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