Bypass Road Research Articles

Interconnexion et rôle des noeuds d'infrastructures : du sectoriel au général

This article examines the potential offered by the use of interconnections in reconfiguring the relationship between infrastructure-oriented policies and regional land use policies, through analyzing the various forms of action being carried out at interconnection nodes. The concept of interconnection, which provides tremendous insight into operational aspects, is applied in order to determine the spatial dimensions of infrastructure networks. The article forwards the hypothesis that each specific type of project corresponds to a distinct form of interconnection: - the interconnection of physical networks, which concerns above all node-related projects (train stations, subway stations, etc.), « systems » designed to both facilitate access to networks and connect networks with the local spatial layout ; - interconnection as reflected in a large-scale local-level project, able to incorporate the various local settings being networked, by capitalizing on both the tangible and intangible relationships developed between exchange centers ; - interconnection among actors (both institutional and non-institutional) with respect to the decision-making system, through establishing new expressions of negotiation and coordination for overcoming project-related deficiencies. These three formats, which highlight the role played by interconnection in redefining the relationship between infrastructure-oriented policies and land use policies at the regional level, are then exhibited through three planning programs drawn from Italian experience : - the Modena train station rehabilitation project (a physical network interconnection) ; - regional development policy, in conjunction with forecasted infrastructure-related needs, in Lombardy (interconnection via a large-scale regional project) ; - the northern Milan bypass road project, first proposed in the 1960' s yet still not completed (Gronda Intermedia) (interconnection among actors).

Field observation of coastal construction site of Hitachi Bypass Road facing the Pacific Ocean

Coastal characteristics of the construction site of Hitachi Bypass Road were investigated by using aerial photographs and topographic chart as well as field observation of the coastline. Existing seawall of the reclaimed land, where a new road is constructed, was found to be damaged by wave action because of protrusion of this seawall into the sea. Causes of the failure of this structure were studied to obtain useful information for the planning of the new road.

An evaluation of the analysis of ecological risks method in environmental impact assessment

There are several methods of environmental impact assessment (EIA). The method selected will depend on the background and purpose of assessment. This article provides an evaluation of a method of EIA, analysis of ecological risks (AER), as used by Sankoh et al. (1993) in an EIA study carried out to find and assess the environmental compatibility of route alternatives of a bypass road. The AER method is appropriate for identifying route alternatives and for assessing their environmental compatibility. Its transparency makes the results it provides very helpful to the decision-maker. The main objective is an analysis of a cause-and-effect relationship between the impacts of the project and the ecosystem. It considers the state of the ecological environment before and after a planned project. The approach supports geographical information systems application.

Acoustical impact of roads on medium-sized Mediterranean coastal towns

In the littoral region near Barcelona, roads belonging to the national network go through towns. Among the problems that this situation causes on the urban quality of life is a high degree of noise pollution. By-pass roads (under construction) will modify acoustical maps of medium-sized cities by changing all circulation itineraries inside the city and increasing urban life quality by reducing noise pollution. As an example, we present our study carried out in Mataró, a city located 30 km from Barcelona on its north side. The high traffic noise is compared to the predicted acoustic level when a new by-pass road comes into operation.

B. 4. By-pass Road Construction in the West Bank The End of the Dream of Palestinian Sovereignty*

B. 4. By-pass Road Construction in the West Bank The End of the Dream of Palestinian Sovereignty*

Finding and Assessing Route Alternatives

The main goal of this project was to carry out a study of the environmental impacts of the new by-pass road L4 in Goetterswickerhamm, North Rhine Westfalia, in the Federal Republic of Germany, using two methods of environmental impact assessment. These methods are "analysis of ecological risks" and "analysis of utility values (2nd generation)". Another goal was to find and assess alternative routes to this road with the objective of taking a decision on which of the routes demonstrates the most environmental compatibility. The use of the two methods and the investigation of their realization was carried out with the use of the geographical information system ARC/INFO. It was not an objective of the project to achieve a model of assessment in which individual factors are produced and evaluated. The two methods were applied separately and this led to the production of two different space resistance maps. These maps make it possible to deduce variants of routes that demonstrate minimum conflicts. Different route alternatives were arrived at, but what is noteworthy is that a decision about which route alternative demonstrates that the most environmental compatibility alternative could only be taken, not without argument, through the analysis of ecological risks method. The difficulty in taking a concrete decision through the analysis of utility values method arose from a 0·3 difference in the total utility values of three route alternatives. The project orientated itself by a study that was carried out by the planning office of Froelich and Sporbeck.

The Bridge-Crossing over the River Oka on the Bypass Road near Gorki

AbstractThe 2.4 km long crossing includes the 966 m long bridge and the partially submerged approach embankments. The clearance of navigable spans is 120 x 16 meters. The approach embankment sections are built using the method of hydro-mechanization.Hydro-mechanizationReinforced concrete precast-monolithic piersSteel reinforcing casesGirdersOrthotropic and ribbed platesApproach embankments

A Preference of Establishments near by Okayama By-pass Road for Locational Conditions

The survey was carried out on random sample of 50% of establishments located in a Okayama by-pass road of national highway rote 2, that passes through southern part of urbanized area of Okayama city. references of newly settled and transferred establishments for the conditions of location, their evaluation of by-pass and its shift with time are shown with some of the other findings.

Cromerian interglacial deposits at Sugworth, near Oxford, England, and their relation to the Plateau Drift of the Cotswolds and the terrace sequence of the Upper and Middle Thames

Excavation for the Abingdon bypass road revealed at Sugworth, SW of Oxford, a dissected terrace feature, the Sugworth Bench, covered by a pebbly clay resembling the ‘Plateau Drift’ or ‘Northern Drift’ of the Cotswolds. This rested on Kimmeridge Clay or upon a number of sand and gravel-filled channels cut into the Kimmeridge Clay. These channels are considered to be ancient meanders of an old River Thames with a flow probably seven times that of the present river. One of these channels provided a fauna and flora that indicate a Cromerian Ill b age. The essential facts leading to this conclusion are given here, but detailed discussion of the vertebrates, beetles, ostracods, molluscs and palaeobotany are given in a series of separate papers. Mainly to the NW of Sugworth, extending as far as the Oolite scarp of the Cotswolds, occur isolated patches of what has been called Plateau Drift, with its coarser constituents dominantly of pebbles from the Triassic Bunter Pebble Beds of the west Midlands and with a much smaller content of flint. These sediments have been examined from the aspects of topographical position, pebble content and heavy mineralogy. The following conclusions are drawn: 1. Much of the Plateau Drift is water-deposited, but where it was originally gravel, decalcification by solution of limestone clasts, together with cryoturbation, may give it a spurious resemblance to till. This interpretation does not preclude the original occurrence of some true till. 2. The lowest occurrences of ‘Plateau Drift’ along the Evenlode Valley lie on a surface that is a continuation upstream of the Sugworth Bench. 3. The high level occurrence of Plateau Drift represents the original incursion of west Midland erratic material on to the Cotswold Scarp and its dip plane to the southeast and must be ascribed to glacial action, though it is probable that the more easterly outcrops represent fluvioglacial outwash rather than till. 4. Intermediate levels of Plateau Drift are suggested to be the result of redistribution of original material at various times between the early glaciation and the stage of the Sugworth Bench (i.e. Terrace). Correlation is attempted with the pre-Boyn Hill terraces and summit deposits of the Thames below the Goring Gap. The Sugworth Terrace, initiated in Cromerian Ill b time and probably completed in the Anglian, is correlated with the Winter Hill Terrace, possibly only with the Lower Winter Hill. The highest Plateau Drift is equated with the high level Westland Gravels of Hertfordshire, which show the first introduction of Bunter pebbles to the Middle Thames. Only the broadest of correlations can as yet be made between those deposits of intermediate level in the Middle Thames and the Evenlode. Both Hey and Turner, from evidence in eastern England, have suggested a Baventian Glaciation. The high level Plateau Drift Glaciation may also be of this period, but there is as yet no better estimate of its age than that it preceded Cromerian III b by a considerable period.

Libourne (Gironde) : exemple d'une ville moyenne

Libourne (Gironde) : the case of a French provincial middle sized town. — Inhabited by 23 000 people in 1975, Libourne (Gironde) is one of the smallest medium size town in France. The fluvial terraces and the confluence of Dordogne and Isle rivers have a great influence on the townscape and on the distribution of the various urban districts as well. The quadrangular plan of the middle-ages' bastide was kept in the inner core of the city where many obsolete or shanty houses remain : these two features are both considered as obstacles by those who try to improve the local present conditions of housing and traffic. The golden age of the regional vine growing economy is responsible for the extension of various suburbs along the main roads leading to the city ; then, the dissemination of separate houses and, later on, the creation of some housing estates has anarchically disorganized a part of the well known vineyards of Pomerol and Saint Emilion. The author stresses that it is urgent to reorganise the town. The present plans suggest new housing estates and an enlarged industrial estate which should be considered with a basin for water sports in the northern area ; on the contrary the spreading of new houses eastwards should be mostly organised in so said « hamlets » ; and a large by-pass road should connect the new urban districts thus created.

Carretera oeste de circunvalación de Estrasburgo. Paso del Foso de las Murallas – Francia

The Western Bypass Road at Strassbourg is a wide motor road, which runs around the city and linics the northern and sourthem motor roads. This ensures the continuity of the motor road network in the vincinity of Strassbourg's urban zone, and also facilitates communications with the city centre. The motor road crosses the moat next to the city walls near the railway crossing, this being achieved by means of prefabricated reinforced concrete boxes.

COVENTRY BY-PASS ROAD. (ABRIDGED).

COVENTRY BY-PASS ROAD. (ABRIDGED).

Archæological Excavations at Colchester

SYSTEMATIC archæological excavation on the central part of the site of the ancient British city at Colchester must, it is announced, cease permanently at the close of October, when this area of some twenty acres is to be developed for building. It will be remembered that the discovery of a British settlement here Was made eight years ago in the course of preparations for the Colchester by-pass road ; and that since that date, with the co-operation of the local authorities, a Committee of Excavation, under the auspices of the Society of Antiquaries of London, has been engaged in the archæological exploration of the site. Not only has the defensive system been investigated, but also a very large number of antiquities, estimated at something in the neighbourhood of a million, and including fifty tons of pottery, has been recovered. This site has, in fact, proved one of the most prolific of ancient British sites yet examined. The central area now under examination, it was hoped, would afford some evidence of the place of residence of the British king, Cunobelinus ; but so far nothing of this nature has come to light. Among the more important objects recently reported in the present season's Work are an iron box four inches square and one and a half inches deep. This contains a powder believed to be a pigment used by the potter. A Roman dagger, 15 in. long, has also been found. Although systematic investigation must cease as soon as building operations begin, local members of the Committee will continue to oversee the work of foundation-digging in the interests of archæology.

Chester Roman Amphitheatre Appeal

DETERMINED efforts are to be made to save the Roman amphitheatre at Chester, which is threatened by the proposal to construct a by-pass road that, on the lines contemplated at present, would pass through the centre of the arena. The Council of the Chester and North Wales Archæological Society has issued a statement in which it is pointed out that even if the road could be constructed without damage to the remains, which is doubtful, it would put excavation in the future out of the question, while it is inevitable that the northern area adjoining the road would be developed for building purposes, and also made inaccessible. The Office of Works, which has been approached in the matter, views with approval the scheme to save the amphitheatre, which is the most considerable in Great Britain. The Office of Works would itself undertake the cost of excavation and be responsible for the future maintenance of the monument if the site was placed in its keeping. The cost of diverting the by-pass road to avoid the amphitheatre is estimated at a sum of £8000. The Council of the Archæological Society, therefore, appeals to the people of Chester, and of Great Britain, for a sum sufficient to enable this monument to be preserved. A stay of three months has been granted to afford an opportunity for the amount required to be raised.

The Excavations at Colchester, 1930

A Note on the work done during 1930 by the Colchester Excavation Committee has already appeared in this Journal (vol. x, pp. 389–90), and on 12th March of this year, a joint paper, introduced by the Director of Excavations, Mr. J. P. Bushe-Fox, F.S.A., was laid before the Society of Antiquaries by the present writer and his colleagues in the field, Mr. M. R. Hull and Mr. J. N. L. Myres, F.S.A. Since then the Committee has resumed and finished one important part of its task: of the great Celtic site of Camulodunum, the portion to be occupied by the new Colchester By-pass road has now been fully explored from end to end. Mr. Hull, in accomplishing what remained from last year of this work between the middle of August and the 1st June (the limiting date arranged with the road authorities), has thus completed the saving of everything of value in this long strip of land from the destruction which the Committee was first formed to avert. Its responsibilities, however, do not end with this.

Notes on the sections exposed in the Sidcup by-pass road

Notes on the sections exposed in the Sidcup by-pass road