Road Infrastructure Conditions Research Articles

Effect calcium hydroxide (traditionally called slaked lime) to stabilization of laterite soil

Inadequate road infrastructure conditions make the airway a mainstay for the transportation of people and goods, including basic needs in several Papua areas. This study aims to determine the value of elastic modulus and poison ratio that has been stabilized with hydrated lime using curing water and air for 7 days. The method used in this research is experimental method in laboratory. The test object dimension used is cylinder 53 × 106 mm. The soil samples used in this soil stabilization study were taken from Tanah Merah Bovendigul District. Clay and lime soil mixtures are prepared by using moisture content of 35%. The results test shows that the average value of elastic modulus (vertical and horizontal) on curing of water and air is 122.82 MPa each; 92.23 MPa and 51.11 MPa; 424,43 MPa. While the average value of poison ratio is respectively of 0.2 and 0.1.

Analysis Of Satisfaction and Priority Levels of Jaya Makmur Road Development in Supporting Kurik District as A Rice Surplus Area

Merauke Regency as a national food place is anticipated to create 5.2 million tons of rice each year, identical to 5.41 percent of public rice creation in Indonesian and 88.92 percent of all Papua region. Kurik District is in the second position in Merauke Regency as the largest rice surplus area with a productivity of 47,376.15 tons or equivalent with 27.41 percent. The inadequate condition of road infrastructure resulted uneasy mobility in agriculture between regions. Finding the level of satisfaction between road performance and community expectations of road construction can be done using the Importance Performance Analysis (IPA) method. Meanwhile, the method used in determining road development priorities is the Analytical Hierarchy Process (AHP). The results of the level of road satisfaction found a gap between road performance and community expectations, namely the need for performance development (quadrant I). While the hierarchical process obtained the priority for the development of the Jaya Makmur Village road is Main Road in Jaya Makmur Village with an eigenvector value of 2.73. This is because Main Road in Jaya Makmur is the main road of Jaya Makmur Village with a condition of 53.19 percent of which is a road with ground level.

Rating of road infrastructure and public transport in Radom according to respondents' sex and age

The article presents the results of surveys on public transport and road infrastructure of Radom. There were 855 questionnaires obtained. The 19 questions of the survey were used. The survey, in addition to questions about age and gender, contained questions with specific answer options with single or multiple choice and questions in which the respondent rated the various elements of the transport system. From 8 questions, a 5-point Liekert scale was created as a basis for evaluating public transportation and road infrastructure. The reliability of the scale was assessed using the standardized Cronbach's coefficient. The analysis was done in selected groups of respondents with respect to age of respondents, gender of respondents and with respect to both characteristics simultaneously. Using the chi-square test of independence, the dependence of the scores on the age and gender of the respondents was examined. To compare the significance of differences in ratings between the separate groups of respondents, the test of significance of averages was used. The results of the survey indicate that although the overall rating is positive, due to the high percentage of negative ratings, it is necessary to take measures to improve, among other things: safety at bus stops and public transportation vehicles, availability and distribution of parking spaces. The results of the survey were compared with the results of previous surveys. Compared to the 2014 survey, a significant improvement was found in the condition of road infrastructure and the condition and distribution of bike lanes.

Embrio Destinasi Wisata Religi Baru: Identifikasi Komponen 3A Berbasis Wisata Ziarah Desa Balun, Lamongan

This study aims to examine the readiness and feasibility of supporting components in the midst of the designation of the Balun Village as the Pancasila Village and the Religious Tourism District of Lamongan Regency. Cultural attractions offered are the Mbah Alun Graveyard Site and the value of pluralism of religious community life in Balun Village. The study used a qualitative method with a descriptive analytic and participatory rural appraisal (PRA) approach. Data collection techniques in the form of narratives sourced from several informants, secondary statistical data, and field documentation. The results of the study indicate that the readiness represented in component 3A, namely: Attractions, in the form of cultural attractions either physical or tangible (pilgrimage sites) and non-physical or intangible (values of pluralism of society / diversity and religious festivals) have been owned and run for decades; Accessibility in the form of distance to Balun Village from strategic points relatively close (2-5 km) and road infrastructure conditions, as well as; Amenities and additional supporting elements in the form of services and other supporting services available such as accommodation for tourists, restaurants and culinary centers, souvenir centers, transportation points and access close to the main road. Another development that needs to be done is improvement in terms of accessibility considering the opportunity of arrival at the Balun Village Pilgrimage Site jumped dramatically on certain religious holidays.

Development of Road Freight Transportation Distribution Model Based on Vehicle Transportation Inter Zone Requirement

The distribution of road transport goods has the characteristics determined from the commodity and supply chain system of the commodity to be transported. Leading export commodities have an important role in regional economic growth and the drivers of national economic stability. Coffee commodity is one of the main export commodities that have significant economic value in international trade. To support the economic value of better coffee commodities, a more efficient distribution system is needed from the distribution system of coffee commodity production and trade in the coffee commodity production zone to the destination zone. The revenues of coffee commodities are estimated to be based on demographic variables, the condition of road infrastructure and transport vehicles. Production zones of coffee commodity crops have characteristics that develop according to the condition of road infrastructure in the zone. Interactions between production zones use gravity modeling with the loading of transport networks based on the goods traffic in accordance with the dominant characteristics used in transporting the commodities. The development of a freight transportation distribution model with the Breadth-First Search algorithm has the objective to consolidate the interaction of goods transport supply and demand within a zone to determine the efficiency of the traffic load on the road network system. So that the time of coffee commodities distribution will be faster in the destination zone in accordance with the volume of commodity production and the number of available transport vehicles.

Optimization of downstream fuel logistics based on road infrastructure conditions and exposure to accident events

The paper focuses on the fuel transport optimization network for the Total Erg Oil Company to the distribution points sited in a zone near Rome, in Italy.The numerical method is based on a capacitated vehicle itinerary issue for time intervals, considering various heuristic procedures. The fixed and time-dependent travel times are considered.Compared to the standard operational costs, a multivariable objective function is developed that considers: (1) the risk associated with an incidental event involving a fuel tank; (2) that not all the roads are suitable for heavy vehicles transporting fuel products. These two additional terms permit to better quantify the costs for the operator, since it is assumed that roads with higher number of accidents or with not suitable infrastructure conditions have also higher probability of making the fuel tank experiences at least a delay during the day.Results show that a proper vehicle routes design on our multivariable objective function allows economizing about 40 km daily respect to a benchmark.The fuel company can also consider the itinerary design, modifying the weights used with the aim to comprise the additional variables with respect to the standard operational costs, thus assuring a higher safety route planning.

Poor Women’s Access to Antenatal Care and Childbirth Services in Indonesia: Case Study in Five Districts

<p>The health of pregnant women often becomes an indicator of human development. On the other hand, the fact of the high maternal mortality rate, raises questions related to the government’s attention to the health of pregnant women, especially women in poor areas. This article focuses on poor women’s access to health services for antenatal care and childbirth in five regencies in Indonesia. The aspects studied include the availability of health services for antenatal care and childbirth, poor women’s access to these services, and supporting factors/actors and barriers to poor women’s access to health services. This article showed that the availability of health facilities is not always in line with the increased awareness of pregnant women to access these services. Road infrastructure condition, distance, and cost to access health service still remain a challenge. Meanwhile, the policy of incentives and disincentives to traditional birth attendants has an influence on the increasing number of pregnant women who check their pregnancies and childbirth at health facilities. Thus, health issues of pregnant women and safe childbirth require a different effort. Aspects of the local context and supporting infrastructure also require serious attention.</p><p> </p>

TRAFFIC SAFETY IN THE CITY OF KALISZ IN THE OPINION OF ITS RESIDENTS IN 2012–2016

From the beginning of the 90s the number of vehicles traveling on Polish roads has been systematically growing. Statistics clearly indicate this – in 1990, the number of vehicles was over 9 million, while in 2017, it exceeded 29 million registered vehicles. It should also be emphasized that it is important that in the majority, these vehicles are not new – the average age of vehicles according to the Central Register of Vehicles is 13 years. The above phenomenon has a negative impact on road safety. The condition of road safety is also not improved by the condition of road infrastructure, the dynamically increasing traffic load on many road sections and the small capacity reserves caused by the constantly increasing number of vehicles. In order to confirm the thesis on the importance of the problem of road safety, the fact is that every year on Polish roads there are over 32000 accidents and over 420,000 collisions, in which at least 2,800 people are killed. This article is a synthesis of research conducted over the traffic which presents the results of research, which aimed to assess factors influencing the perception of traffic safety by its participants. The collected surveys allowed to indicate factors which, in the opinion of respondents, contribute the most to the occurrence of traffic incidents and the lack of safety on roads.

PROTOCOL: The effects of road infrastructure, and transport and logistics services interventions on women's participation in informal and formal labour markets in low- and middle-income countries: a systematic review.

PROTOCOL: The effects of road infrastructure, and transport and logistics services interventions on women's participation in informal and formal labour markets in low- and middle-income countries: a systematic review.

Earmarking Tax Optimization to Support The Effective and Sustainable Infrastructure

The majority of road infrastructure condition is far from excellent. The implementation of 10% minimum compulsory allocation of vehicle tax to be returned for road and transportation sector is potential to increase road maintenance fund.The research purpose is to raise regional revenue sources of Semarang City which is worth to be earmarked and to be alocated for road maintenance. This research is using secondary data of 2008-2015 period and linear regression analysis with Ordinary Least Square (OLS) method. The result of research concludes that : 1) the sources of earmarking consist of : vehicle tax (PKB), fee of vehicle title transfer (BBNKB), and fuel tax (PPBKB). 2) the allocation proportion of each earmarking source for Semarang City road maintenancefor next five years are : 25% (PKB), 15% (BBKNB), and 15% (PBBKB). 3) the allocation proportion of each earmarking source for Semarang City roadconstruction for next five years are: 50% (PKB), 45% (BBNKB), and 45% (PBBKB).

Low-Budget Techniques for Road Network Mapping and Road Condition Assessment That Are Accessible to Transport Agencies in Developing Countries

In rural areas of developing countries, the poor quality of road location and condition data—which in most cases are outdated or nonexistent—is a barrier to transport decision making and investment. Without good information about the transport infrastructure, the local administrations, national agencies, and international donors have difficulty prioritizing investments that will produce higher economic and social returns. Most local and national transport agencies in developing countries lack the specific technology, expensive equipment, and professionally trained staff to survey and collect data on rural roads. Lessons are shared from a pilot project that used an inexpensive technique to survey and assess the condition of road infrastructure in rural areas of Mozambique. Local transport engineers were provided with a smartphone app called RoadLab Pro to increase their awareness of new approaches, tools, and technologies. This pilot project aimed to build technical capacity in applying and replicating practices for use in the future while lowering the barriers to transport decision making and investment that asset management and data collection represent for low-capacity and underresourced transport agencies in developing countries.

UAV PHOTOGRAMMETRY FOR MAPPING AND MONITORING OF NORTHERN PERMAFROST LANDSCAPES

Abstract. Northern environments are changing in response to recent climate warming, resource development, and natural disturbances. The Arctic climate has warmed by 2–3°C since the 1950’s, causing a range of cryospheric changes including declines in sea ice extent, snow cover duration, and glacier mass, and warming permafrost. The terrestrial Arctic has also undergone significant temperature-driven changes in the form of increased thermokarst, larger tundra fires, and enhanced shrub growth. Monitoring these changes to inform land managers and decision makers is challenging due to the vast spatial extents involved and difficult access. Environmental monitoring in Canada’s North is often based on local-scale measurements derived from aerial reconnaissance and photography, and ecological, hydrologic, and geologic sampling and surveying. Satellite remote sensing can provide a complementary tool for more spatially comprehensive monitoring but at coarser spatial resolutions. Satellite remote sensing has been used to map Arctic landscape changes related to vegetation productivity, lake expansion and drainage, glacier retreat, thermokarst, and wildfire activity. However, a current limitation with existing satellite-based techniques is the measurement gap between field measurements and high resolution satellite imagery. Bridging this gap is important for scaling up field measurements to landscape levels, and validating and calibrating satellite-based analyses. This gap can be filled to a certain extent using helicopter or fixed-wing aerial surveys, but at a cost that is often prohibitive. Unmanned aerial vehicle (UAV) technology has only recently progressed to the point where it can provide an inexpensive and efficient means of capturing imagery at this middle scale of measurement with detail that is adequate to interpret Arctic vegetation (i.e. 1–5 cm) and coverage that can be directly related to satellite imagery (1–10 km2). Unlike satellite measurements, UAVs permit frequent surveys (e.g. for monitoring vegetation phenology, fires, and hydrology), are not constrained by repeat cycle or cloud cover, can be rapidly deployed following a significant event, and are better suited than manned aircraft for mapping small areas. UAVs are becoming more common for agriculture, law enforcement, and marketing, but their use in the Arctic is still rare and represents untapped technology for northern mapping, monitoring, and environmental research. We are conducting surveys over a range of sensitive or changing northern landscapes using a variety of UAV multicopter platforms and small sensors. Survey targets include retrogressive thaw slumps, tundra shrub vegetation, recently burned vegetation, road infrastructure, and snow. Working with scientific partners involved in northern monitoring programs (NWT CIMP, CHARS, NASA ABOVE, NRCan-GSC) we are investigating the advantages, challenges, and best practices for acquiring high resolution imagery from multicopters to create detailed orthomosaics and co-registered 3D terrain models. Colour and multispectral orthomosaics are being integrated with field measurements and satellite imagery to conduct spatial scaling of environmental parameters. Highly detailed digital terrain models derived using structure from motion (SfM) photogrammetry are being applied to measure thaw slump morphology and change, snow depth, tundra vegetation structure, and surface condition of road infrastructure. These surveys and monitoring applications demonstrate that UAV-based photogrammetry is poised to make a rapid contribution to a wide range of northern monitoring and research applications.

Condition of Road Infrastructure Related with Regional Development

Russia, as many other large countries, is a historically multinational state. In the conditions of administrative and territorial dissociation the social infrastructure of the remote regions, where transport systems are poorly developed, degrades. It is common especially for the northern regions with their severe climate. For example, various subjects of the Russian Federation are inhabited by over 180 national populations, one third of whom can be considered small ethnic groups. Total, they account for 500 thousand, or 0.3% of the whole Russian population. The fact that the 20th century industrialization almost didn't affect these remote ethnic regions was caused by poor road infrastructure. On the one hand, this contributed to the preservation of these ethnic group identity, but on the other hand, this led to the problems in realizing state social programs for such small ethnic groups. For the latest 50 years a number of small ethnic group population has significantly reduced. This is not caused only by the natural assimilation, but also by the ineffective implementation of the projects aimed at the development of road networks. The present article considers this problem referring to the situation with Finno-Ugric ethnic group Vespians in modern Russia. The article provides the proposal about complex development of social and transport infrastructure aimed at the preservation of this small ethnic group in the globalization conditions.

What drives the success of reforestation projects in tropical developing countries? The case of the Philippines

In response to substantial deforestation over many decades, large scale reforestation programs are being implemented across many tropical developing countries. Examples include the United Nations Billion Trees Campaign, the National Greening Program in the Philippines, and the 5millionha reforestation program in Vietnam. However, while substantial investments are being made in reforestation, little information exists on the drivers influencing reforestation success and how these interact to determine environmental and socio-economic outcomes. In this study we surveyed 43 reforestation projects on Leyte Island, The Philippines to identify the drivers that most influence reforestation success as measured by key indicators drawn from the literature, including interactions between drivers and between drivers and indicators. We investigated 98 potential success drivers, including technical and biophysical factors; socio-economic factors; institutional, policy and management factors; and reforestation project characteristics. We also measured 12 success indicators, including forest establishment, forest growth, environmental and socio-economic success indicators. Stepwise multiple regressions were used to identify significant relationships among drivers and indicators and this analysis was used to develop a system of driver and indicator relationships. Based on this we found that revegetation method, funding source, education and awareness campaigns, the dependence of local people on forests, reforestation incentives, project objectives, forest protection mechanisms and the condition of road infrastructure were highly connected drivers that influenced multiple success indicators either directly or indirectly. We conclude that policies targeting revegetation methods, socioeconomic incentives, forest protection mechanisms, sustainable livelihoods, diversification of funding and partnerships, technical support, and infrastructure development are likely to have a broad systemic and beneficial effect on the success of reforestation programs in tropical developing countries.

UPAYA PENURUNAN TINGKAT FATALITAS TITIK RAWAN KECELAKAAN DI KABUPATEN GUNUNG KIDUL DAERAH ISTIMEWA YOGYAKARTA

Fatality level can be reduced with the deficiency safety program as an effort in handling the accident that occurred on the road. This study aims to investigate the influence of the road infrastructure condition and to assess the best solution to minimize the probability of the accident. The parameter used to determine the location of the study was based on AEK’s value, fatality’s level, and accident frequency. This study was carried out in the black spot at Yogyakarta – Wonosari road, that were: (1) Bunder (KM 10+944 m); (2) Pekerjaan Umumtat (KM 7+864 m); and (3) Patuk (KM 0+874 m). This analysis was perfomed using the IKJ with measuring design deviation (geometric and road’s facilities harmonization) toward technical standard. Infrastructure improvements should be conducted to conform components based on the risk analysis. Handling priority of deficiency road infrastructure in the black spot should be based on: (1) traffic handling; (2) harmonization of fringe and mark; and (3) arrangement of road‘s facilities. Keywords: black spot, deficiency, fatality, IKJ, risk analysis