Improvement Of Transport Facilities Research Articles

Analisis Pemilihan Moda Transportasi Mahasiswa Universitas Jember Menuju Kampus

The use of private transportation modes to the Tegal Boto campus, Jember University has increased. The increase in the volume of private vehicles will cause congestion if it is not regulated properly. Therefore, an analysis related to the selection of student transportation modes is needed to determine the tendency of students to choose transportation modes. The results of this study will be used as a first step in the improvement of transportation facilities in the area around the Tegal Boto campus, Universitas Jember. Analysis of the factors that influence students in choosing the mode of transportation will be carried out in this study. In addition, the priority of choosing the mode of transportation used by students to the Tegal Boto campus, Jember University will also be known. Research data will be obtained from questionnaires and documents from the University of Jember. The data will be analyzed using the Analytical Hierarchy Process (AHP). The results of the AHP analysis show that the factors that dominate the choice of student transportation modes to the Tegal Boto campus, Jember University are the time factor (33%). Meanwhile, the student's priority modes of transportation are motorbikes (32.7%). The choice of motorcycle mode has the largest percentage due to it is based on consideration of the time factor. Students need transportation modes that have high flexibility such as motorbikes so that the time needed to reach campus is shorter.

Structural performance of fish market in Bogura district, Bangladesh

One of the most important blossom trades in the economy of Bangladesh is fish marketing. To understand the current practices of fish market and marketing systems in Bogura district of Bangladesh, an investigation was conducted based on existing marketing system and economic features of marketing activities and inefficiencies. Fish marketing is almost exclusively maintained by the private sector and large number of intermediaries such as local traders, agents/suppliers, and retailers are involved in the distribution process of fish marketing. Data were collected from 45 fish traders through questionnaire interviews and participatory rural approach methods during December 2011 to May 2012 from three different fish markets named as Fateh Ali Fish Market, Godarpara Fish market and Khandar Fish market of Bogura district. The daily supply of fish in Fateh Ali Fish market, Godarpara Fish market and Khandar Fish market were estimated at 6.75 tons, 0.765 tons and 0.495 tons, respectively. Present supply and requirement of the fish showed a wide gap and virtually most of the fish (85%) is imported from outside where the local supply of fish is only 15%. There is a high consumer preference for Indian major carps i.e. rohu, catal, mrigal and exotic carps silver carp, grass and common carp, tilapia, pangas etc. The price of fish depends on market structure, species, quality, size, weight and season that’s why a well-systematized marketing setup is crucial for reasonable price for fishes. The study revealed that almost all traders in three markets made a considerable amount of profit and broadly improved their food consumption facilities, standards of living, purchasing power, choice and ability as an economic sector. However concerns arise about the sustainable marketing system due to higher transport costs, poor transport facilities, inadequate supply of ice, lack of money for business, and poor institutional support. It is an urgent issue to establish ice factory, improvement of transport facilities, provision of governmental, institutional and banking assistance, introduction of fish quality control measures and training of fish market operators for improved their marketing system. Therefore, the present study emphasizes the fundamental marketing system, market flow of fish, availability of fish in these three markets, and market related constraints in Bogura district, Bangladesh.
 Res. Agric., Livest. Fish.5(3): 399-410, December 2018

REAPPRECIATING URBAN INVOLUTION THEORY: AN ACCOUNT OF JAKARTA 3 IN 1 TRAFFIC REGULATION AFTER FIFTEEN YEARS OF ITS IMPLEMENTATION

ABSTRACT This writing reviews urban involution theory in relation to the dynamics of modernization in Jakarta. Modern life, characterized by urbanization, improved literacy, the use of mass media, and improvement of transportation facilities; has brought social changes in Jakarta. Dubbed as one of the primate cities in Southeast Asia, the biggest and the most populous city in the region; Jakarta brings influences toward its satellite cities that surround it. One of the influences is reflected during the enactment of 3 in 1 traffic regulation that directly affect people who live in satellite cities. The people take advantages of the situation; and at the same time, the regulations create negative social impacts to the people. Purpose - This writing is aimed at shedding light on 3 in 1 traffic regulations and the changes it made to people who live in urban cities surrounding Jakarta. Design/ methodology/ approach – The situation is analyzed using normative approach, and literature study is used to collect and analyse data. Data sources are from Statistics Center Bureau and news. Conclusion – Modernization brings with it changes to people. The changes bring along irregularities to society. Keywords: Urban Involution, 3 in 1 Traffic Regulation, Modernization, Primate City

Impacts of adverse weather on Arctic road transport

Arctic regions are geographically peripheral and characterized by cold climate, constantly changing weather conditions and strong seasonal variations. This article examines variations in road traffic volume due to adverse weather in an arctic region, a topic that has received little attention in the transportation literature. The subject of the case study is northern Norway's Saltfjellet mountain pass, which is part of European Highway 6 (Ev6). A succinct econometric structural equation model was used to test hypotheses regarding the impacts of fluctuations in temperature, precipitation and wind speed on passenger and freight traffic volumes. The findings indicate that there was some reduction in traffic volume during adverse weather, particularly with respect to passenger traffic. However, the day-to-day variations in traffic volumes were relatively low at the studied section of road, although it is known that generalized transport costs increase significantly in adverse weather due to delays related to poor driving conditions and closed roads. The studied region is rural with limited access to alternative routes or transport modes, thus making this portion of the road particularly important for the communities in the region. Hence, the road users have few other options than using this high-cost road in order to maintain their activities. The use of standardized parameters in transport models to predict the effect of adverse weather on traffic volume, would not be appropriate in the studied context. However, it is recommended that the benefits of reducing the extra costs that adverse weather impose on traffic are estimated and included in road-project assessment tools to capture the burden and strain imposed on road users. This to ensure that appropriate decisions are made regarding the development and improvement of transportation facilities, particularly in rural areas.

PERUBAHAN STRUKTUR PENDUDUK AKIBAT PEMBANGIUNAN INDUSTRI PARIWISATA DI PROPINSI BALI

Tourism industry in the Province of Bali has rapidly developed lately. This has consequently led to the increase of the number of both foreign and domestic tourist who come to visit Bali.The rapid development of tourist industry in Bali has certain impact on the existing demograpgic structure. As an example, the populatuin growth in the tourist areas has increased considerably caused by the number of migrants who came to the region. Most of these people are non-permanent migrants of which the exact number is never known. If prior to the 1970s the population were clustered in the fertile regions, the population distribution has now changed to following the distribution of tourist industry.Tourist industry may stimulate the people of the rural areas to utilize the present existing economic opportunities. Development both in phusycal an non-physycal aspect in the rural areas is followed by the improvement of transport facilities. These close relations have positively influenced the slight demographic structural difference between urban and rural.

A városnövekedés területi eltérései Európában, különös tekintettel a járműipari városokra

Az európai városfejlődési folyamatok időbeli szakaszolása mellett rá szeretnénk világítani annak térbeli eltéréseire is. A 21. század első évtizedében a migráció szinte soha nem látott helyzete következett be a kontinensen, mivel a határok korlátozó szerepe nagymértékben csökkent, a közlekedési lehetőségek javulásával az európai nemzetállami mozaik egyes elemeinek elszigeteltsége oldódott, nemcsak az uniós tagállamok számára, hanem a tagsággal nem rendelkezők számára is. Tanulmányunk bemutatja, hogy az egész kontinensre jellemző vándorlási folyamatok eltérő városfejlődési tendenciákat gerjesztenek az egyes nagyrégiókban. Önálló elemzésekben közelítjük meg a városfejlődés területi eltéréseit. Először az általános urbanizációs tendenciákat vizsgáljuk az egyes államokban, majd a nagyvárosok fejlődési jellegzetességeit mutatjuk be. Ezután a középvárosok szélesebb adatbázison nyugvó elemzése következik, végül egy olyan városkör elemzését végezzük el, amelyek járműipari telephellyel rendelkeznek.A tanulmány négy fő gondolati egységre tagolható. Elsőként a kontinens demográfiai változásait és urbanizációs folyamatait tekintjük át. Ezt követően a nagyvárosokra fókuszálunk, majd az 50–500 ezer fő közötti méretkategóriára. Az utolsó alfejezet pedig az európai járműipari várostérségek jellemzőit foglalja össze, népességszámtól függetlenül. Ezen elemzés célja feltárni, hogy a járműipari ágazat milyen hatással van az adott várostérség társadalmi-gazdasági mutatóira. Feltételezésünk szerint az ágazat pozitívan befolyásolja az adott térség gazdasági teljesítményét és hatással lehet annak demográfiai folyamataira is. Fontos kutatási kérdés, hogy napjainkban melyek a járműgyártás által kedvelt európai országok, nagyrégiók, települési méretkategóriák. Törekszünk Győr városát pozicionálni e speciális városkörön belül.Nyilván az elemzések jellege és adatigénye eltérő földrajzi kiterjedést és városnagyság szerinti lehatárolást igényel, de a következtetéseinket együttesen alátámasztják: kimutatják azokat a tipikus városfejlődési zónákat Európában, amelyek hasonló jellegzetességekkel írhatók le. Bizonyítják, hogy napjainkban a városfejlődési szakaszok nem egységesen jelennek meg a kontinensen, s valószínűsíthető, a továbbfejlődés sem a klasszikus szakaszok szerint fog végbemenni, hanem sokkal inkább egy centrum-periféria viszonyrendszer látszik kibontakozni, s a nagyvárosok fejlődésének kizárólagossága is csak a kontinens bizonyos államaiban érvényesül.

Rancang Bangun Transportasi Logistik Kakao Agroindustri Coklat Kabupaten Pidie Jaya Provinsi Aceh

Factual problems of the cocoa bean agroindustry at Pidie Jaya District, Aceh Province were large distances between farmers and processor, thus determining the shortest part route, backhaul location and quality risk becomes critically to the assess. The objective this research are to determine shortest route based on the location of suppliers, back location, and risk quality recommendations. Requirement of shortest part route solved by Algorithm Djisktra, Backhaul location with MPE and Risk management quality by Multi Expert Multi Criteria Decision Making, aggregation criteria with OWA. The result of the study shows that the shortest distance suppliers Aceh Timur District was 282km, Aceh Utara District 116km, Bireuen District 57km, Pidie District 24km and Aceh Tenggara District 391km. Backhaul location sat Aceh Tengah District with a value of MPE(6533). Alternative of quality risk management were direct fermentation, improvement of transport facilities and container with a high rating criteria, thus the agroindustry has to focus on this dimension.

Comparative Analysis of Elderly’s and Non-elderly’s Human Traffic Accident Severity

This study focused on estimating influential factors of traffic accidents and analyzing traffic accident severity of elderly and non elderly using traffic accident data. In order to reclassify elderly and non elderly traffic accident by a statistical method from entire traffic accident data, multiple discriminant analysis was applied. Also ordered logit model was applied for analyzing traffic accident severities using traffic accident severities as an independent variable and transportation facilities, road conditions and human characteristics as dependent variables. As results of the comparison between elderly and non elderly traffic accident, the traffic accident severity was affected by the age, types of traffic accidents, human characteristics and road conditions as well. Also, transportation facilities and road conditions affected to more elderly traffic accident than non elderly. Therefore, traffic accident severity would be decreased with the improvement of transportation facilities and road conditions for the elderly.

An Empirical Study of the Relationship between Transportation and Economic Growth in Xinjiang Province

Along with the development of socialist market economy and the improvement of transportation facilities, the driving effect of transportation industry on economic growth tends to be more significant. The transportation industry is the lifeline of national economic growth and the backbone of material activities and community communication, signalizing the development of national economy. Highly- developed transportation industry has important strategic meanings for a country’s economic prosperity, cultural development, strong defense, and people’s well-off life. Based on the grey system theory and econometrics, this paper analyzes the contributing effect of the transportation industry on Xinjiang’s regional economic growth, and studies the relationship between indexes of Xinjiang’s transportation industry and economic growth, supplying references for researching Xinjiang’s regional economic development.

The Locational Development of Post Offices and the Spatial Change of the Mail Transportation Network in Nagasaki Prefecture, Japan

The purpose of this paper is to clarify the spatial organization of the postal network. For this purpose, this paper deals with the locational development of post offices (1871-1993) and the spatial change of the mail transportation network (1969-1993) in Nagasaki Prefecture, in which there are a large number of detached islands.The results of this analysis are summarized as follows:1) The postal services of Japan started between Tokyo and Osaka in March 1871, and the service areas expanded to Nagasaki in December of that year. Thereafter many post offices were established in Nagasaki Prefecture. Particularly in urban area (e. g. Nagasaki and Sasebo), the locational densities of post offices became crowded. On the other hand, the development of networks in rural areas (particularly detached islands) was slow, therefore many post offices had to be established by the requests of local administrations. At the end of World War II, 92% of the cities, towns and villages as of 1912 got post offices.2) After World War II, the locations of newly-established post offices were completely restricted within urban areas. On the contrary, postal agencies entrusted by the Ministry of Posts and Telecommunications were established in rural areas. As a result, the allocation of post offices in urban areas became closer, and the postal network was promoted into the rural settlements, too. Recently, because of depopulation and improvement of transportation facilities, collection-delivery post offices in rural areas have been changed into non-collection-delivery ones, non-collection-delivery ones in the outlying settlements also having been changed into postal agencies.3) The main network of mail transportation had been formed by railways, and the branch network by automobiles and omnibuses until 1984. A drastic improvement of mail transportation network was carried out in 1984, and most of the mail-routes were formed by automobiles and airlines. The mail transportation network depended upon railway's schedules before 1984, however, it became possible to establish independent routes of mail transportation after that.4) Under the new system, the Nagasaki Central Post Office is operating as the regional sorting center of Nagasaki Prefecture except for Iki and Tsushima Islands. The routes between Nagasaki Central Post Office and large-scale offices (futsu post offices; e. g. Sasebo, Isahaya, etc.) consist of main lines by private-use trucks, the routes to small-scale offices (tokutei post offices) consisting of branch lines by private-use light vans. As a result, the network characterized by the Nagasaki Central Post Office as the first order center is organized, and the range where express mail from/to Nagasaki city can be deliveried in a day has expanded in most areas, but has been reduced in some parts.In the spatial organization of the postal network, the author may point out the existence of various regional differences: between urban areas and rural areas (particularly outlying settlements), between the mainland and detached islands, and between Nagasaki city and other areas.

Review and Prospects on the Study of Traffic Flows in Geography

Since 1960's, a new philosophy in geography was developed around two interdependent foci; the spatial science and the study of systems. The objects of transportation geography consist of inventory, network, flow and modal systems of transportation, and transportation geography aims to clarify the pattern of their spatial structure through their spatial connections and interaction. Therefore, transportation geography is one of the most systematic fields in modern geography, and it should be understood in terms of relationships between many elements in a whole system.The passenger and freight flows are the important spatial flows in socio-economic system. The regional interrelation in the flows of passengers and freights involves all human behaviors that help to create socio-economic system, and this relation is required to maintain spatial organization and stimulates the development of the system. Accordingly, in transportation geography the study of passenger and freight flows is important to clarify the regional relationships.In the review and prospects on the traffic flows in the past, the passenger flows were not treated with, and only freight flows were studied by some geographers. The purpose of this paper is to present the problems and prospects of the study of traffic flows. The author attempts to deal with the study of passenger flows in the items of aggregation and disaggregation based on data characteristics of the flows, and the study of freight flows is divided into three aspects of volume of shipments, efficiency of flows and structure of flows according to Smith (1970).Major prospects and problems are as follows:(1) The consideration to the scale of study area is a basic problem in the study of traffic flows, and standardization of size of traffic zones to be set is also important. And the definition of level of resolution (international transport, regional transport and local transport) as geographic scale is a major problem as pointed out by Hay (1981).(2) New kinds of flow data are needed in the traffic flows study. In some cases, there is a limitation in the conclusions derived from an analysis of interregional freight flows in terms of physical volumes (ton). However, if necessary, the data on the physical volumes of flows should be transformed into the estimated monetary value or the other forms. In addition, with regard to production, consumption, foreign trade and economic growth processes, the data should be broken down by region. An important problem in the analysis of passenger flows is the identification of a suitable basis for classifying the trip purpose, the occupation and socio-economic status of the travellers. The data on trip purpose and occupation or socio-economic status are in need on the regional or national scale.(3) In the study of traffic flows, dynamic (time serial) analysis is indispensable to clarify the spatial reorganization in the process of the socio-economic development and improvement of transportation facilities.(4) In disaggregated analysis of passenger flows, the modal approach is of significance, because the aspects of passenger flows are different individually in terms of travel time, cost, convenience of facilities and the behavior of traveller and his purpose. Additionally, the socio-economic development and the improvement of transportation facilities act to diversify the passenger flows.(5) The freight flows should be analysed to clarify the regional structure of origin and destination of traffic, as pointed out by Hay (1979), as well as the pattern of flows and the special characters of regions. In other words, flow pattern can be explained in terms of regional character under the consideration of the positive and negative factors of supply and demand, and the analysis of flows as a link between origin and destination is efficient to explain the traffic distribution and regional relationship.(6) In transportation geography, the traff

Approaches to dynamic transport planning

Dynamic transport planning refers to the analysis of the problem of choice of implementation date of the construction or improvement of transport facilities. This analysis may also include consideration of stage construction or progressive improvements in quality and/or capacity over time, beginning from some relatively low standard. A transport facility is defined as a vehicle (e.g., automobile, airplane) or a supporting facility (e.g., highway, port). There appears at present to be a serious lack of any truly comprehensive evaluation of the essentials of the problem of choice of implementation date. It is the intent of the ensuing presentation to help to rectify that situation by introducing new concepts which structure the timing problem. The concepts are based on a suggested classification of future traffic and definitions of independent and indivisible facilities. In addition, volume of traffic and benefits of a transport facility are recognized to be dependent on calendar time and the facility's age. Presently, no uniform theoretical framework exists for establishing the optimal time for constructing new facilities or improving existing ones. A framework based on the aforementioned concepts is introduced. It distinguishes between the phasing of projects through time in the absence of budget constraints and this phasing in the presence of such restrictions. The specific procedures suggested in this paper for the analysis of the problem of choice of implementation date apply to any individual transport facility and tend to unify the concepts involved in dynamic transport planning. The article concludes with a survey of current approaches to dynamic transport planning and discusses these in the light of the above framework.

A STUDY ON ESTIMATION MODEL OF THE TRADE PATTERN COEFFICIENT

I have proposed a new econometric model for estimation of the long-term and synthetic regional economic effect of improving transportation facilities. The principle of this study was based on the Expanded Inter-regional I-O Analysis.I have analyzed the variation of the inter-regional trade pattern coefficient and the input coefficient in the inter-regional I-O analysis according to the saving of transport cost between regions caused by improvement of transportation facilities, and proposed a mathematical model which explains this process. Then, using the econometric model, I have shown that the variation of these structural coefficients changes the various present economic indexes and also the future final demand and inter-regional trade pattern coefficient, and that the effects of improving transportation facilities change the regional economic structure accumulatively year after year.A new methematical methodology for the purpose of estimation of parameters in the trade pattern model was proposed in this study. That is, the trade pattern model was too complicated to apply multiple-regression analysis directly. Therefore, a mathematical reduction which can get the parameters by trial and error method was developed.

International Bank for Reconstruction and Development

Tenth Annual ReportThe tenth annual report of the International Bank for Reconstruction and Development which was transmitted to the Board of Governors on September 12, 1955, covered the activities of the Bank from July 1, 1954 to June 30, 1955. During this period the Bank had made 20 loans in 14 countries and territories, at a total of $410 million, the largest figure for a fiscal year in the Bank's history. The report noted that since the Bank had begun operations, it had made 124 loans amounting to $2,324 million in 37 countries. Two of the year's loans had been linked with a simultaneous public offering of the borrower's bonds to private international investment. The Bank reported that, as in earlier years, the greater part of the loans had been for improvement in basic services; $160 million had been lent for the expansion and improvement of transportation facilities and $110.3 million for power projects. Net income of $24.7 million was added to the supplemental reserve against losses on loans and guarantees, increasing that reserve to $122 million; the Special Reserve had been increased by $13 million, giving it a total of S62 million. The year's gross income, excluding loan commissions, had been $59 million, compared with $50 million for the preceding year. Gross expenses had amounted to $34 million, as compared with $30 million for the preceding year. The Bank attributed the rise in expenses as mainly due to increased payments of interest and other charges on the larger volume of Bank borrowings outstanding.