THE ABILITY OF THE MAIN ROAD TRAIN TO OVERCOME STEEP ROAD CLIMBS

The analysis of changes in the dynamic characteristics of the transport operation of a trunk road train in road conditions with overcoming sections of obstructed traffic characterized by the presence of steep ascents is considered. The solution of the problem under consideration is presented in the variants of determining the maximum angle of elevation of the road that can be overcome by a road train with the specified operational characteristics and the cost of engine power spent on overcoming these road sections.

Soil Moisture Retention Characteristics Of Saprock From The Weathering Profile Over A Biotite-Muscovite Granite In Peninsular Malaysia

The weathering profile at the slope cut near Km 16 of the Kuala Lumpur - Ipoh trunk road can be differentiated into an upper, 11.8 m thick pedological soil (zone I) and a lower, 31.9 m thick saprock (zone II) comprising silty sandy gravels that distinctly preserve the minerals, textures and structures of the original granite. In order to investigate the influence of particle size distributions on soil moisture retention characteristics, saprock samples were collected at depths of 26.53 m (Sample A), 31.29 m (Sample B) and 41.93 m (Sample C). Samples A and B, with porosities of 37%, comprise 33% gravel, 27% sand, 22% silt and 18% clay, and 31% gravel, 24% sand, 25% silt and 22% clay, respectively. Sample C with a porosity of 44% consists of 24% gravel, 28% sand, 38% silt and 10% clay. Tests with the pressure plate method show increasing suctions from 0 kPa through 0.98 kPa and 9.8 kPa to 33 kPa and 1,500 kPa to result in gravimetric soil moisture retentions of 31.9% through 28.6% and 23.3% to 16.9% and 6.8% in sample A, of 32.1% through 24.9% and 21.5% to 17.8% and 7.4% in sample B, and of 31.5% through 30.3% and 27.30% to 23.5% and 9.5% in sample C. Regression analyses of gravel, sand and clay contents plotted against moisture contents retained at high suctions (33 kPa and 1,500 kPa) yield negative trends with variable correlation coefficients (R2), though plots involving silt contents yield positive trends with large correlation coefficients (R2 >0.9966). It is concluded that adsorption of water on surfaces of silt sized particles (of mainly sericite derived from weathering of feldspars) that gives rise to the retention of soil moisture in saprock.

Colonial Conquest

The final three chapters scrutinise the impact on Indo-central Asian trade on the conquest and incorporation of the Eurasian interior into the British and Russian empires, typical of the penetration of European political or commercial regimes into the continental interiors of Afro-Eurasia and America during the era of the New Imperialism. The advent of new railway and shipping routes, as well as the development of new and existing roads, was integral to this process. The result was the revitalisation of a range of routes criss-crossing and connecting the inner continental spaces and their greater integration into the larger world economy. This chapter surveys these developments, focusing on maritime and overland routes from India across the Arabian Sea, over the Karakoram, and those along the Grand Trunk Road through Afghanistan to central Asia.

Transcending Postcolonial Frontiers: Re-envisaging the Grand Trunk Road

The essay calls for a re-imagining and reshaping of colonial constructs. It concisely encapsulates the history of the Grand Trunk Road (GT Road), from the 16th century when it was referred to as ‘Sadak-e-Azam’ to the late 19th century, when the road was completed under the administration of Lord William Bentinck and was renamed as ‘The Grand Trunk Road’ to contemporary times when it connects multiple cities with National Highways as part of the Golden Quadrilateral project and remains a ‘continuum’ that covers a distance of over 2,500 kilometres. While highlighting its importance in terms of its criticality as a geopolitical/strategic connect, the essay concludes on the note that there is much more to the GT Road than being a mere logistical, infrastructural tool. It serves as a political and cultural connect as well as embodies a way of life and these historic and organic connections require reinforcement. The essay underlines the symbolic value of the GT Road, while it comprises the mainstay of commerce in the subcontinent but, at the same time is significant in terms of rearranging social and political hierarchies, in other words, it constitutes an intrinsic part of the broader narrative of the south Asian space.

The roads of Pskov borderlands of the XVII centuries: from Pskov to Narva

This article traces the history of the development and operation of trunk road from Pskov through Gdov, to Ivangorod and Narva, which was actively used during the pre-Petrine era. This route can be viewed as one of the typical examples of the Pskov border road. Written and visual sources of the XVII century allow reconstructing the isolated sections of the road, estimating the quality of road surface and infrastructure, and characterizing everyday activities of the travelers. The texts of the report compiled by the Dutch envoy Albert Joachim (1616), schedule of routs from Pskov of 1656, “Notes about Russia” of Erich Palmquist (1674), and “Diary Notes” of the General von Allart (1700) served as the sources for this research. The travel from Pskov to Narva took traditional (long) route and two short roads. Travelers faced multiple difficulties common to the borderland roads – poor condition of road surface, lack of accommodation, absence of road signs, rough weather, threat to health and property. The maximum average travel speed on the known road was 61 verst (65.07 km) per day. The typical average speed of a summer trip was 30 verst (32 km) per day. From December to March, most commodities were transported between the cities by sledge. The road network of the Pskov borderlands was more adapted for winter trips.

Corrosion risk assessment for sheet piles in road environment – using ISO9223 dose response function and long term exposure samples

<p>Road side environments exposed to de-icing salts do not readily fall within any of the qualitative assessment categories commonly used in ISO 9223 to define corrosion risk. The potential impact of seasonal use of de-icing salts complicates the definition of the environment and may increase corrosion rates. It is therefore common within highways authorities to assume the environment is comparable to a marine splash zone, C5 environment of ISO 9223, equating to a high corrosion loss for 120-year design life. In the absence of data this may be an understandable, if conservative, assumption. This paper challenges this assumption and presents a detailed case study for sheet piling adjacent to highways, exploring the benefits of a quantitative assessment using the Dose Response Function methodology given in ISO 9223 and calculation of long-term loss in accordance with ISO 9224. The method allows better definition of the service environment and results in more modest assessment of total corrosion loss. The assessed corrosion loss from this methodology is compared with the results obtained from the recovery and analysis of long-term exposure samples from the English trunk road network. The range of total corrosion loss of the mild steel samples recovered, fall within the range predicted by the analysis using the methodology described in ISO 9223 and ISO 9224 over the exposure period.</p>

Regional Disparities in Industrial Development: Evidence from Districts of Punjab

The economic development of any region can be achieved by improving the factors of the industrial sector. Inter-district industrial sector development disparity of the state is the major obstacle in the process of balanced economic development. In this backdrop, the present study was undertaken to examine the relative performance of 22 districts of the state of Punjab in terms of industrial development at different points of time (1991, 2001, and 2017). Using Wroclow Taxonomic Method, a district-level industrial sector development index (ISDI) was constructed with the help of 9 indicators of the industrial sector to identify the development of the districts. The results confirmed that there were considerable disparities in industrial development in Punjab. The districts near to the Grant Trunk road were more industrially developed due to location advantages as compared to other districts of the state. The district Ludhiana was the best district among all districts in terms of industrial progress. S.A.S Nagar, Fatehgarh Sahib, Sangrur, Jalandhar and Patiala were labelled as improving districts, whereas the districts Tarn Taran, Pathankot, Fazilka, Muktsar, Moga, Mansa and Faridkot identified as industrially backward districts.

Contemporary Directions of Transformations in the Settlement and the Landscape of Rural Areas in the Silesian Lowland

Rural areas of the Silesian Lowland, undergoing social and economic transformations today, have had a strong impact on the formation of the region's settlement landscapes. Political and economic changes after 1989 have affected the development of rural areas, in particular of ‘privileged’ settlements for which the proximity of towns and a trunk road are favourable factors. The result of these seemingly positive factors is the escape of young people (potential farmers) to the cities and an influx of new settlers. This affects social behaviour and activity, as well as the visual rural landscape, creating suburban zones with residential and leisure functions. The village seems to have lost its typical character but has it really? The subject of the research is, therefore, an analysis of changes in the spatial and social structure of a rural village as exemplified by Borek Strzeliński, which allows setting out its functions. The research issue is to determine the level of social activity of rural residents and their attitude towards the local cultural heritage, which influences their identity and the value of the landscape. The use of integrated methods of field work based on a free sociological survey has allowed identifying the spatial directions of village development and threats resulting from divided social activity.