Main Road Research Articles

ULUS’TA ROMA AKSLARINI YENIDEN TANIMLAMAK

Ankara is one of the oldest settlement in Anatolia for different civilizations. Ulus city center and its surroundings were a significant settlement during the Roman, Seljuk and Ottoman periods as well as today. However, despite the cultural and historical background of the city, historical structures before 20th century are not legible in the urban pattern. Today, Roman structures in Ulus are disconnected from each other due to dense buildings and vehicle roads within the developing urban pattern. The traces of Roman which is a significant historical and cultural value of the city cannot be perceived holistically in today's urban pattern. The starting point of study is necessity of reconsidering the historical environment in today's city in order to contribute to the urban identity and maintain the historical-cultural heritage. In this context, traces of Roman era in Ulus are handled. By using maps, photographs, qualitative observations and literature sources, it is aimed to identify the problems in current situation and to integrate and redefine the historical environment with today's urban fabric. Hence, the two main roads of ancient Roman city; cardo maximus and decumanus maximus that were typical elements of Roman urban planning need to be reemerged and redefined in the modern urban fabric. While redefining them, an uninterrupted circulation of pedestrians between the Roman bath, Agustus Temple, Julien Column and amphi theater is aimed. It is suggested to make a cultural and touristic pedestrian route by connecting the Roman structures and this pedestrian route is suggested as a route that can continue to Ankara Castle after the theater and is followed within the different historical layers of the city. The suggested route is starting from Roman places and it connects other historical places from Turks. Historical urban landscapes and ancient roads are passages and thresholds that connects history and present. Thus, walking on these roads different experiences can be gained both while walking and when making a stop. There is also time, space and culture transitions and experiences, with pauses in the monuments and open areas at certain points on the route.

KENTSEL DONATI ELEMANLARININ KENT KİMLİĞİ BAĞLAMINDA DEĞERLENDİRİLMESİ: RİZE ÖRNEĞİ

The study aimed to assess the impact and contribution of urban enhancement elements (paving, seating, lighting, signage and information, boundaries, etc.) in Kuyumcular Street, Rize Square Park, Rize Square and Main Street in Rize town centre. For this purpose, urban enhancement elements in the study area were identified and photographed. In order to determine the contribution and impact of these reinforcing elements on the urban identity, similar studies on the subject were examined, evaluations and suggestions were made. The study found that the reinforcing elements in the city centre create a rural atmosphere rather than a modern urban atmosphere, contrary to the effect expected from the city and reflecting the identity of the city. It was observed that the urban reinforcements in the city do not comply with the standards, are not compatible with the environment and each other in terms of material and colour, do not provide integrity and do not have an original design. It was emphasised that the design principles that can support the purpose of the activities and provide functionality to the areas should be taken into consideration.

Advertising in the urban landscape as a theme for educational activities based on the example of field practice in Pabianice

The article describes possible practical educational activities aimed at respecting the landscape, in particular the cultural landscape, in which various types of advertisements appear in an uncontrolled form. The presented considerations are based on a field practice conducted in 2018 with students of spatial management, during which advertisements on the main street of Pabianice were inventoried. The collected material, conclusions, and recommendations serve as a starting point for a broader discussion on the advertising chaos in the city.

An Overview of Land Routes in Byzantine Anatolia (ca. 4th-7th c. CE)

This paper presents an overview of land routes in Byzantine Anatolia during the period between the fourth and seventh centuries CE and aims to explain the development of the routes in Byzantine Anatolia in a changing context. Understanding the emergence of routes, which expanded in Byzantine Anatolia, comes from the earlier-built Roman roads. The development and the use of routes during the period in question were largely shaped by the construction and use of Roman roads, both administratively and politically. Archaeological evidence indicates that the Romans restored the main roads until the early seventh century, and maintained them during the Byzantine period. The use of routes was significantly impacted by the foundation of Constantinople as the new capital and the development of more ‘centralized rule’ in the Roman Empire in the fourth century. Rather than explaining and discussing all the routes of Anatolia in detail, this study aims to outline the ways in which major routes developed in Byzantine Anatolia.

Exiles on Main Street: The Centrality of Exile in Transatlantic Relations

This article explores the meaning of exile in political theory and its importance within our understanding of political organization and more specifically transatlantic relations. Attention for the political ramifications of the movement of people across borders is divided among the study of diasporas, forced migration, and cultural transfer, as well as exile. The article covers the definition of the term and its use in the Western political tradition, focusing on its meaning and its relevance for conceptions of political progress under modernity. By examining the use of “exile” in relation to Latin American politics, the article puts forward a contrasting critical sketch of exile in transatlantic relations through the 20th century.

Spatial and Temporal Characteristics Analysis and Demand Forecasting based on ARIMA Model - An Example of Yellow Taxi in New York

With the development of technology and urbanization, cars have greatly facilitated people's travel, but they also bring problems such as road congestion, pollution and accidents, which restrict the healthy development of cities. How to predict traffic flow efficiently and accurately has become a hot topic. Taxi data is highly recommended in urban transportation research due to the characteristics of broad spatial coverage, long driving time and relatively complete data. In this paper, the data of yellow taxis in New York during March 2023 are used to present the demand changes by means of line chart thermal map, and divide the database of March into two parts, one is training set and the other one is test set, then simulation and analysis using ARIMA model. It reveals the changing relationship between taxi demand and time. By predicting the traffic flow, this study can alleviate the congestion of urban main roads and improve the quality of citizens’ life. At the same time, forecasting commuting demand can balance supply and demand, provide more efficient services for operating companies, taxi drivers and passengers, and provide decision-making basis for government planning.

Collective data-based drawings

The laboratory ALICE (Atelier de la Conception de l’Espace) at the École Polytechnique Fédérale de Lausanne (EPFL) advances a comprehensive approach to data-based drawing oriented towards architectural and urban co-design processes. This drawing methodology has been key in the contributive design process they have applied over the last seven years, covering a range of scales and contexts, both within the public and private spheres. Contribution has become a relational strategy that unites a diverse range of participants, each hailing from various backgrounds and carrying unique needs, which come together around the drawing. For this reason, the cultivation of a robust drawing culture, from their teaching to their research and design activities, has become a cornerstone of ALICE’s philosophy, where drawing is embraced not merely as a representational tool but as a constructive means for design work. Their methodology has now evolved to include data-based drawing techniques, skillfully merging precise surveying with qualitative data analysis, thereby bridging the gap between quantitative and qualitative facets of design. This article explains this data-based approach to drawing through a series of projects developed in the Greater Geneva region. Throughout them, they explain how ALICE’s situated data-based drawings facilitate intricate coordination among students, leading to real-scale interventions; explore the potential of transforming main roads into landscape infrastructures that promote sustainable mobility and urban development; or offer an innovative lens to comprehend the affective connections between citizens and their urban surroundings, transcending traditional cartographic representations. Finally, these efforts are summarised through the analysis of a single drawing showcased at the 2021 Venice Biennale, illustrating the potential of this methodology to harmonize the collective efforts of various stakeholders.

Itinerarium wojewody kijowskiego Tomasza Zamoyskiego z Kijowa do Zamościa (4–21 listopada 1619 r.) – przyczynek do analizy mobilności magnackiej w epoce nowożytnej

In the Zamoyski Archives, kept in the Central Archives of Historical Records in Warsaw, there is a description of a journey from Kiev to Zamość made by Tomasz Zamoyski, the voivode of Kiev (born in 1594 – died in 1638). This document, written by the magnate, is a day-to-day itinerary from 4 to 21 November 1619. A short descriptive itinerary records of the towns or obstacles the travelers pass over (mainly rivers). Valuable – from a scientific perspective – is also the specification of the daily distance covered and measured in miles. In some cases, the report also contains mentions of the owners of the estates visited by the voivode and his retinue. Recalled handwritten data makes it possible to conduct a more in-depth investigation’ into the domestic mobility of Polish-Lithuanian political elites of the modern era. This article focuses on three main issues. Firstly, reconstructing the course of the analyzed travel route and comparing it with the main roads of the time in Kiev and Volhynia. Secondly, calculating how much, according to the itinerary, was one mile. Thirdly, determining the daily pace of travel of Tomasz Zamoyski's retinue. The last two issues will be compared with the previous research results of other researchers of the modern era.

Status and Prospectus of Organic Agriculture in Awalching, Surkhet Nepal

The study on the status and prospects of organic agriculture in Awalching, Surkhet-was carried out in Awalching, Chingad rural Municipality of Surkhet district Nepal to find out the current status and prospects of organic agriculture in the study area. The study covered 130 households and the active working population was age group between 25-50 years. The study showed that 71% respondent were still illiterate, 13% of study area was connected to the main road while 87 % area was untouched with road facilities. About 90 % farmers had no knowledge of organic farming. They were still following organic production practices of their own and only very few 10% knows about organic farming. The study also showed that about 64% farmers were moving towards organic agriculture and 36% were still doing invented in conventional practices with less external input of chemical fertilizers except in Zinger farming. This offers a concept of sustainable practices based on environmental responsibility revealed that the households produce average of 510g of kitchen wastes which were being used to prepare compost manure. Out of 130 farmers, only 3% of them used chemical fertilizers and 2% farmers and 90% of the farmers used chemical pesticides and did use external chemical inputs at all respectively. Majority of the products were organic and they selling their products through different channels. 42% of them were selling their products to wholesalers. Also 40%, 9% and 7% of the farmers were selling their products to contractor, retailer and did not produce surplus respectively. It was further revealed that majority of the income generated by the farmers about 30% was used for health issues and medicine while 28%, 12 % and 18% spent on daily live hood, the child education and miscellaneous expenditure respectively and only about 13% of total income was saved for future use. However positive changes in term of investment on children education, health and striating food security by the farmer was observed. The role of organic agriculture and environmental sustainability has positive relationship with each other. Besides on the yield comparisons, organic practices shows higher organic matter in soil, lower energy consumption, lower use of external inputs, better food quality, and the also potential to address global issues like climate change.

A Web-Based Geodesign Tool for Evaluating the Integration of Transport Infrastructure, Public Spaces, and Human Activities

The need for addressing the adverse impacts of transport infrastructure on public spaces and human activities (TSH) emphasizes the importance of designing integrated TSH system, thereby necessitating tailored planning support systems (PSS). This study begins by assessing the demand for PSS using surveys and interviews to uncover the need for robust analysis and evaluation support, particularly through the use of geographical information systems (GIS). On this basis, a prototype GIS platform is proposed for analyzing and evaluating the integration of the TSH system at the block scale. This user-friendly geodesign tool encompasses a customizable evaluation index (includes seven KPAs and KPIs), allowing for combined quantitative and qualitative assessments. Notably, it introduces a buffer effect index to quantify transport–space interaction. The proposed tool serves as a dedicated platform for evaluating TSH systems, offering 2D/3D visualization capabilities and two analysis units and facilitating cross-platform collaboration. Applied to a case study in Nanjing, China, it effectively assessed the interdependence among different TSH system components and block integration around expressways, railways, and main roads. This tool holds promise in offering invaluable insights into urban planning and (re)development, thereby enhancing the integration of transport infrastructure and public spaces.

Contemporary revitalization of public spaces in Łódź. The role of squares, streets and courtyards in creating the genius loci based on the historical heritage

Despite its medieval origins (1423), the city of Łódź is young. It flourished as an important industrial center in the nineteenth century, becoming the second largest city in Poland in the twentieth. Its “American” plan with one main street and districts developing around factories is unusual in Poland and leaves little room for city squares and public space. Since the beginning of the twentieth century, Łódź has been trying to create more shared areas because they underwent far-reaching degradation after the transformatio of 1989 and the economic crisis of the 1990s. Nowadays, however, these areas are being revitalized. There are many competitions and projects concerning both the rehabilitation of existing city squares and the creation of new ones. However, the term “city square” has largely lost its original, traditional meaning, with “square” now covering a variety of open spaces, ranging from pedestrian streets to courtyards. The article discusses selected examples of municipal and private investments in squares, streets and parks. Despite the positive reception of these urban changes, the “renewal” of the city is criticized by specialists and considered controversial.The article attempts to analyze these solutions in terms of urban planning as well as urban landscape and ecology, also venturing to gauge whether such solutions can be considered modern and adequate to the requirements of twenty-first-century urban planning.

Assessment of Knowledge and Practices of Biosecurity Status in Commercial Chicken Farms Found in Dire Dawa Town, Eastern Ethiopia

Background: Biosecurity in the poultry refers to a set of practices and measures taken to limit, control, or prevent the introduction and dissemination of infectious diseases in the poultry premises and facilities. Material and Methods: A survey was employed from January 2020 to October 2020 to assess the knowledge and practices of the biosecurity status of 36 commercial chicken farms established in Dire Dawa, Eastern Ethiopia, by interviewing farm owners using a structured questionnaire. The gathered data was summarized using frequency tables and analyzed with Pearson’s chi-square test and Fischer’s exact value using Stata 14 statistical software. Results and Discussion: From the assessed chicken farms, 25 (69.44%) had previous experience in rearing chickens. Among those owners, 9 (25%) refused to disclose their level of education, and 16 (44.44%) didn’t receive training on chicken farm management. Among the 36 Dire Dawa chicken farms, 24 (66.67%) were located within 0-50 m from the main road and 29 (80.56%) farms were established within 500 m from the nearest farm and 21 (58.33%) placed within 0-20 m from residential areas. (Table 3). 30 (83.33%) participants disclosed their employees didn’t receive training on biosecurity. From the chicken farms assessed, 26 (72.22%) had fences, 32(88.89%) had footbaths at the gate, 27 (75.00%) prohibited the entrance of visitors, 3 (8.33%) didn’t exchange equipment with other farms, each of the 36 (100%) farms didn’t used surface water for drinking or cleaning, 20 (55.56%) stay informed regarding disease outbreak in the area (Table 4). However, only 5 (13.89%) undertook a permanent rodent control strategy. Furthermore, 22 (61.11%) farms were easily accessed by wild birds, each of the 34 (94.44%) farms purchased day-old chicks, feed and shared trucks as well. Among the assessed farms, only 2 (5.56%) had signages to restrict people's access, 7 (19.44%) had isolation room for diseased chickens, 11 (30.56%) farm properly ......

Zamek czernelicki na fotografiach z końca XIX-XX wieku

THE CHERNELYTSIA CASTLE IN PHOTOGRAPHS FROM THE LATE 19TH–20TH CENTURYFor a long time, it was believed that the Chernelytsia Castle in Pokuttia did not attract much attention from artists due to its relatively small size and remoteness from the main roads. This should have resulted in a small amount of illustrative material, primarily photographs, depicting the castle. However, the actual situation is different. Over the last ten years, archival and library searches conducted by a team of Polish and Ukrainian researchers have made it possible to discover, identify, date, and publish numerous photographs of the Chernelytsia Castle. The discovered photographs are stored in the National Library in Warsaw, the Archive of the Department of Polish Architecture at Warsaw University of Technology, the Institute of Art of the Polish Academy of Sciences, the Karta Center in Warsaw, the Central State Historical Archive of Ukraine in Lviv, the Vasyl Stefanyk National Scientific Library of Ukraine in Lviv, the Scientific and Technical Archive of the Institute ‘Ukrzakhidproektrestavratsiya’ in Lviv, and the private collections of Oleksandr Kahlian, Levko Kvyatkovskyy, and Vitaliy Nagirnyy. All currently known photographs of the Chernelytsia Castle were taken between the 1880s to 1990s using the traditional method and classic photographic equipment. The earliest ones date back to the 1880s and were made by Kolomyian photographer Juliusz Dutkiewicz in 1880 for the Ethnographic Exhibition of Pokuttya in Kolomyia. Over the next few years, photographs of the castle by an unknown author (1884) and Albin Fridrich (between 1892 and 1904) appeared. A large number of photographs of the Chernelytsia Castle were taken in the interwar period. In 1921, 7 photographs of the castle were taken by an unknown photographer on the request of the Conservative Club in Lviv. Another 23 photographs of the fortress were taken in 1935 by Bogdan Guerquin. In addition, during this period, a number of other single photographs of the castle were taken by unidentified authors, which are currently preserved in private collections. The photographs of the Chernelytsia Castle from the second half of the 20th century by Ostap Kudybin (second half of the 1960s) and Ihor Starosolskyy (1969-1971) are of great importance. The significance of these photographs cannot be overestimated. They are a unique source that allows us not only to show the state of the castle in different periods, from the late 19th century to the late 20th century, but also to illustrate the dynamics of changes and losses of fortifications, and even to try to reconstruct the original appearance of the historical monument. Some of the photographs described in the article have been published before, while others are published for the first time.

Study of time indicators of public transport operation depending on the season of the year

Mobility problems in large cities of Ukraine and Eastern Europe are complicated by the fact that the increase of private transport volume significantly exceeds street and road network`s capacity. This is most noticeable during peak periods in terms of daylight hours and throughout the year. From the point of sustainable mobility view, this negative phenomenon significantly affects urban public transport, which does not have separate dedicated traffic lines. This article analyzes the issue regarding the deterioration of the transport situation in large cities. The reason for this is the increase in traffic on main streets during the day peaks, as well as the presence of seasonal traffic factors. If the issue of the occurrence and traffic jams duration and the increase in the correspondence time of private transport is sufficiently studied, then the problems of changing the schedules of public transport and taking into account the increase in the trip duration depending on the time of year need to be clarified. The routes of public transport, which do not have a separate infrastructure and move in the general flow together with private cars, were chosen for the study. According to the results of remote monitoring of public transport, a change in the trip duration and time lost due to the boarding and disembarking of passengers on similar trolleybus routes in different seasons was established. Based on the obtained data, a matrix of trip duration unevenness coefficients for public transport routes was formed, and a measure of the seasonality effect on these indicators was established. The obtained results make it possible to quantitatively determine the influence of the season and time of the day on the change in the trip duration, which can be applied in further studies using simulation tools and for practical use in drawing up seasonal traffic schedules. The results of the research complement the currently relevant scientific works, which concern the problems of seasonal mobility, as well as the influence of the social infrastructure objects functioning (schools, kindergartens, and other educational institutions) of cities on the peak load of the street and road network, which extends the duration of traffic not only for private but also public transport.

Optimization path of carbon offsetting in negative urban spaces under dual carbon goals

Using population geographic data to analyze the dynamics of the central urban to explore the negative space and implement green carbon offset retrofits is beneficial for the Dual Carbon goals. We construct a grading system of urban vitality values with ArcGIS to assess the vitality of city blocks and screen out negative spaces. Taking the central urban of Anda as an example, we found that the vitality values along the main road in Anda were high. In contrast, the vitality values of residential sites in the southern and western parts were generally low. By analyzing the distribution of negative space in Anda, we finally recommend that Anda adopt the strategy of “fertile land creation” for the western part, to practice the planning of urban green space projects with joint investment of factories in the southern part, to optimize the low-carbon urban travel space, to implement the green transformation of small negative urban spaces, and to enhance the ecological construction of existing parks and green spaces. We extracted the negative urban spaces and explored the paths and implementability of the carbon offsetting renewal strategies intending to provide some reference for realizing Dual Carbon goals and transforming negative urban spaces in China.

Zoning of the city of Shelekhov, Irkutsk agglomeration, based on the assessment of acoustic pollution

The study carried out the zoning of the city of Shelekhov, based on the assessment of acoustic pollution of the territory. Field observations were made and the number of vehicles moving along intracity roads and the federal highway R-258 “Baikal” was calculated. With the help of sound level meters, instrumental measurements were made in the daytime and at night, and maps of the sound pressure level of the road network were built. The calculation of statistical characteristics was carried out and the daily course of the distribution of the noise level on the main and secondary roads was constructed. The analysis of the obtained results and their comparison with the established sanitary standards for their excess was carried out. Evidence has been identified to support the implementation of strategies aimed at reducing acoustic pollution and, as a result, creating favorable conditions for the population to live.

A matter of space and perspective – Cyclists’, car drivers’, and pedestrians’ assumptions about subjective safety in shared traffic situations

Subjective safety has been considered a key factor for a successful promotion of cycling. As of yet, subjective safety and the factors affecting it have been studied almost exclusively from the cyclists’ perspective. However, subjective safety is largely determined by the interaction of cyclists with other road users. We thus argue that it is crucial to assess the subjective safety different road user groups associate with shared road situations, because street designs that increase the subjective safety of one group may have negative impacts on the subjective safety of another group. For this purpose, we conducted a large-scale, web-based survey presenting computer-generated 2D images showing various traffic situations. The entire pool of images included 1,900 variations and combinations of road designs. About 21,500 individual participants provided about 460,000 estimates with regard to the safety they associated with travelling at the shown location from the perspective of cyclists, car drivers, or pedestrians. Our analysis with generalized mixed models focused on three base scenarios and the comparison of the different perspectives: Side streets were perceived as unsafe by both cyclists and car drivers. A prominent designation as a cycling boulevard had highly positive effects, especially for cyclists. On main streets, cyclists and car drivers rated mixed traffic without cycling infrastructure as very unsafe, and situations with cyclists travelling on protected bike lanes as very safe. Whereas car drivers rated all types of cycling lanes as safe, this did not generally apply to cyclists. In particular, narrow cycling lanes adjacent to parked cars felt unsafe for cyclists. We hypothesize that this discrepancy has a self-reinforcing mechanism: Research on risk-taking suggests that the low risk perception of car drivers leads to more risky behavior (e.g. overtaking cyclists with higher speed and less lateral clearance), which in turn decreases the subjective safety of cyclists. We found an inverted pattern for sidewalks, where cyclists felt mostly safe, and the more vulnerable pedestrians did not (especially if there was no clear indication of lanes for both groups). Taken together, our research sheds light on an as-of-yet rather under-researched issue: the perception of a traffic situation may vary significantly depending on the perspective and transportation mode of a road user. More specifically, our findings suggest that the subjective safety of vulnerable road users in a traffic situation can be negatively affected by the perception of this situation by the less vulnerable road users. We present recommendations about road designs that feel safe for all road user groups.

An exploratory gallery for Luka tunnel on the D3 motorway

The Luka tunnel is designed for the 0302 Jílové – Hostěradice section of the D3 motorway. This has a length of 1843m and will consist of two tunnel tubes of T 9.5/100 category. It is proposed that a 1354m long exploratory gallery be put in place in the left-hand tunnel tube. It will be used for detailed geotechnical exploration in a rock environment that has been negatively affected by past mining activities. The exploratory gallery will be constructed using a procedure that will limit the possible stability risks during its excavation. The knowledge gained from the excavation of the gallery and from the comprehensive survey operations undertaken will serve as the essential basis for the reliable design and safe construction of the tunnel tubes. The current state of the D3 motorway differs greatly along its individual sections. The more southerly located sections D 305/II (Nová Hospoda) to D 309 (Úsilné) are in operation. Section D 310 Úsilné – Hodějovice with the České Budějovice bypass is under construction, and the construction in the direction of Austria has not yet proceeded [1]. The situation is very disappointing particularly in the Central Bohemian region, even though exploration operations are underway to a limited extent in sections D 301 to D 305/I, as construction has not yet started due to problems with obstructions or objections by activists of various types. The problem is that it is demonstrable that the existing road I/3, which is also part of the main international road route E55, is already completely inadequate both in terms of capacity and in terms of its alignment running through several developed residential complexes. After the completion of the D3 motorway, this road will be usable as an alternative diversion route without major modifications in the event of a required closure of the motorway.

Data mining and spatio-temporal characteristics of urban road traffic emissions: A case study in Shijiazhuang, China

Accurate estimation of traffic emissions and analysis of spatio-temporal distribution on urban roads play a crucial role in the development of low-carbon transportation system. Traditionally, a region’s emission characteristics have been studied using numerous emission models with GPS-based spatio-temporal data. Due to the heavy data processing needs of GPS-based data, emission characteristics for a large region have been studied by dividing the region into a limited number of smaller areas or units. Additionally, GPS data are based on a few vehicles in the traffic which does not fully reflect road conditions. This paper proposed an approach that can be used to study and calculate the spatio-temporal emission pattern of a region at a roadway section level by using Baidu’s online traffic data and COPERT model. The proposed method can be used to estimate road-level emission patterns while avoiding the impact of redundant data in large datasets, making the dataset more reliable, applicable, and scalable. The proposed approach has been demonstrated through a study of spatio-temporal emission patterns in the Qiaoxi district within city of Shijiazhuang, China. Online data crawling technology was used to obtain data on urban road traffic speed and driving distance. The linear reference technology was used to construct a two-layer road network model to conduct the coupling and matching of traffic data with the road network data. The COPERT model was implemented to calculate the average traffic emissions on each road in the road network, and a traffic emission intensity index was proposed to quantify the CO, VOC, NOx and CO2 emissions on urban roads in the study area. The analysis results show that the traffic emission intensity of the expressway, trunk road, secondary road, and branch road is high during the morning peak (7 AM-9 AM) and evening peak (5 PM—7 PM). The sections with higher traffic emission intensity are mainly concentrated on the main roads and secondary roads such as Jiefang South Street, Shitong Road and Xinhua Road. Nearly one-third of 2nd Ring and 3rd Ring roads also have relatively high emission intensity. The research results provide new ideas for estimating traffic emissions in urban road networks and analyzing the spatio-temporal distribution of traffic emissions. The research results can also provide a decision-making basis for traffic management departments to formulate energy-saving and emission-reduction measures and promote the development of urban green and low-carbon transportation.

Sanitary and Environmental Diagnosis as a Tool for Municipal Managers: Vista Alegre do Juá Occupation, Santarém, Amazônia, Brazil

Purpose: This work aimed to carry out a survey of the socio-environmental condition of Ocupação Vista Alegre do Juá, in Santarém-Pará, regarding water, sewage treatment and solid waste, which collected information to prepare the community's Resilient Development Plan. Method/design/approach: Data collection was carried out with the application of 300 forms, containing 42 semi-structured questions, which were applied on the 29th and 30th of August 2022. The questions asked aimed to characterize the environmental reality of the Ocupação Vista Alegre do Juá, in Santarém- Pará, in relation to the aspects of basic sanitation. Results and conclusion: Of the total respondents, 58% say they do not have treated water in their homes and 51% of sewage systems in homes are inadequate (for example, black pits and open sewage). Regarding solid waste, 67% say that the presence of garbage on their streets is common, which may be related to the fact that the garbage truck only keeps its route on the main street. Furthermore, 50% of residents report suffering from natural disasters (flash floods, floodings, landslides), attributing the action of these disasters to the absence of local infrastructure. Research implications: The information presented will serve to support a resilient development plan for the location, with the aim of assisting in the gradual insertion of actions and projects, reducing the existing social disparity, promoting sustainable urban development. Actions must prioritize collective sanitation solutions in which the community itself can contribute to reducing environmental impacts and the health of the population. Originality/value: This study offers scientific information as a conviction strategy about the results of the need for intersectorality between urban development, environment, habitation, sanitation and health.