Road Route Research Articles

Indefinite-multiple model of risk management during freight transportation

Problem. Increasing efficiency of the transport process is a guarantee for the Ukrainian carriers to enter the international transport network. Researches of freight traffic forecast are of great importance. Today, there are practically no methods for generalized estimation of a considerable number of factors that influence the efficiency of cargoes delivery. Goal. The urgent task is to analyze the risks that arise in the managerial decision making process in case of the absence or lack of information about the transportation conditions. Methodology. Methods of risk assessment are divided into quantitative and qualitative: quantitative analysis allows to determine the size of individual risks and the transportation risk in general, qualitative – to determine the potential risk areas and to evaluate risk factors qualitatively. While planning international road routes for risk analysis, it is proposed to apply fuzzy logic methods using linguistic variables, since most managerial decisions are taken on condition that the effects of possible actions are formed on the basis of subjective information from drivers. It is established that in the mentality of a human-expert (in our case, the carrier), not numbers, but images and words are used. The risk assessment uses a linguistic variable which term set contains words composition with the help of which evaluations are described in a natural way and may have such elements that would allow experts to assess the risk having available information. Results. For the risk analysis, there was developed an algorithm of the fuzzy theory apparatus application. The procedure of the assessment aggregation of risks criteria and estimations of criteria weight that are represented besides the procedure of their valuation is carried out. The model of complex decision risk estimation is offered. Originality. It allows determining the areas of the parameters changing that would provide an acceptable risk level at the stage of route planning. Practical value. This enables developers of the transportation plan to choose the most attractive option from the set of available ones.

Risk analysis of forest roads using landslide susceptibility maps and generation of the optimum forest road route: a case study in Macka, Turkey

This study aims to generate optimum forest route. Contrary to the traditional manual methods, a dynamic route model has been developed. Along with a dynamic route model, an algorithm has been developed. In this study, a landslide susceptibility map that was generated by considering eight factors defined for the study area was used to investigate the risk status of the current forest roads. Then, the optimum forest routes are improved by considering potential landslide areas and several restrictive factors. Finally, the optimum forest road routes were compared to the current forest road routes. The results showed that the developed optimal path algorithm enabled the generation of the optimum forest road route. According to the risk results obtained for current forest roads; 559 km of all roads are risky (%37) and 33 km are very risky (%2). In addition, 39% of the existing roads were found to be under landslide risk.

Methodology of reconstruction of the Old-Polish road network as exemplified by the historic Lublin Voivodship

Abstract The aim of the author is to present the methodology of reconstruction of the Old-Polish transport network as exemplified by the historic Lublin Voivodship. The author discusses the research method and procedure of reconstructing the road routes and locations of transport facilities on the basis of text sources and old maps of varied content and geometric accuracy. The adopted methodology uses GIS tools to analyse and verify data from both cartographic and descriptive sources. The analysis is based on the retrogressive approach, as most of the cartographically reliable sources come from the early 19th century. The presented research procedure consists of three stages: preparation and processing of source material, registration of source information, and finally, its harmonization. The research procedure consists of two main steps: 1) identification (initial identification of the object and verification of its existence); 2) geometrisation (determination of geometrical parameters of the object, followed by their verification, and confirmation of the object’s course or location in the spatial database).

Comparison of Horizontal Accuracy, Shape Similarity and Cost of Three Different Road Mapping Techniques

Accurate spatial information on forest roads is important for forest management and harvest operations. This study evaluated the positional accuracy, shape similarity, and cost of three mapping techniques: GNSS (Global Navigation Satellite System) mapping, CAD file conversion (as-built drawing), and image warping. We chose five road routes within the national forest road system in the Republic of Korea and made digital road maps using each technique. We then compared map accuracy to reference maps made from field surveys. The mapping and field-survey results were compared using point-correspondence, buffering analysis, shape index, and turning function methods. The comparisons indicate that GNSS mapping is the best technique because it generated the highest accuracy (Root Mean Square Error: GNSS mapping 1.28, image warping 7.13, CAD file conversion 13.35), the narrowest buffering width for 95% of the routes overlapped (buffering width: GNSS mapping 1.5 m, image warping 18 m, CAD file conversion 24 m), highest shape similarity (shape index: GNSS mapping 19.6–28.9, image warping 7.2–10.8, CAD file conversion 6.5–7.4), and smallest area size difference in turning function analysis (GNSS mapping 2814–4949, image warping 7972–26,256, CAD file conversion 8661–27,845). However, GNSS requires more time (236 min/km) and costs more ($139.64/km) to produce a digital road map as compared to CAD file conversion (99 min/km and $40.90/km) and image warping (180 min/km and $81.84/km). Managers must decide on the trade-off between accuracy and cost while considering the demand and purpose of maps. GNSS mapping can be used for small-scale mapping or short-haul routes that require a small error range. Image warping was the lowest cost and produced low-accuracy maps, but may be suitable for large-scale mapping at the regional or national level. CAD file conversion was expected to be the most accurate method, because it converted as-built drawings to a map. However, we found that it was the least accurate method, indicating low accuracy of the as-built drawings. Efforts should be made to improve the accuracy of the as-built drawings in Korea.

Quantifying driver cell phone use at signalized intersections using software-defined radio

Objective: This article outlines a data collection process that quantifies driver cell phone use using a software-defined radio (SDR) at a signalized intersection. Cell phone use while driving has been shown to be factor that increases the risk of a crash incident. Both operational and enforcement strategies can be applied at locations where high driver cell phone use is identified.Methods: A baseline driver cell phone use observation was made at the intersection, where 9,699 vehicles were observed at the intersection of Carlton Road and State Route 31 (Pennington Road) in Ewing, New Jersey. An SDR cell phone detection device created as part of this study was then deployed at the same intersection to determine whether the SDR device could detect an active cell phone signal. The identification of vehicle cell phone activity using the SDR was conducted a sample of 4,000 vehicles. A visual observation, along with a motion detection camera, was made alongside the SDR to visually confirm cell phones use.Results: Of the 4,000 vehicles sampled using the SDR cell phone detection device, 6.1% of the a.m. peak travel time and 7.6% of the p.m. peak travel time had an active cellular device. A concurrent visual field verification of driver cell phone use showed that approximately 57% (a.m. peak) and 67% (p.m. peak) of the SDR-detected cell phones were visually confirmed to be associated with distracted cell phone use.Conclusions: Once characterized, the frequency of driver cell phone use can be used to justify changes to signal timing protocols. These adjustments could include extending the signal’s “all-red time” or holding “yellow time” longer in order to properly clear the intersection. These data can also be used to identify locations that may require more enforcement measures to dissuade driver cell phone use. Furthermore, the impact of anti–cell phone campaigns or new laws can be quantified by measuring before and after cell phone use in the near term rather than waiting for crash studies at intersections to be completed and analyzed.

Evaluation and Influencing Factors of Sustainable Development Capability of Agriculture in Countries along the Belt and Road Route

Agriculture is increasingly facing major challenges such as climate change, scarcity of natural resources, and changing societal demands. To tackle these challenges, there is a pressing need to evolve towards more sustainable agricultural practices. As a result, sustainability stands among the most relevant topics in agricultural research worldwide, and countries along the Belt and Road (B&R) route are no exception. This paper selected 25 indicators from the five subsystems of population, society, economy, environment, and resources in order to build an evaluation index system of agricultural sustainable development capability, and then it used an improved entropy weight method, technique for ordering preference by similarity to an ideal solution (TOPSIS), and coordination degree method to measure the comprehensive capability and coordination of agricultural sustainable development of all countries along the B&R route from 2006 to 2015. First, according to the time dimension, the comprehensive score of sustainable development capability of agriculture along the B&R route: This had an average annual score of 0.3195 which initially decreased, then increased in a fluctuating manner, before finally falling again. Second, according to the spatial dimension, the average comprehensive score of agricultural sustainable development capability showed an evolutionary trend of ‘high–low–high–low–high’ from west to east, which showed an obvious basic spatial pattern of the ‘W’ type. Third, from the perspective of the subsystems of agriculture, although the coordination degree among subsystems in the main grain-producing areas increased continually from 2006 to 2015, the overall level of development needed to be further improved. In order to further clarify the main factors affecting the capability of agricultural sustainable development, this paper selected six explanatory variables: The level of economic development, financial expenditure for agriculture, agricultural foreign direct investment, agricultural labor force, the intensity of agricultural R&D investment, and the level of agricultural informatization. Then, geographically and temporally weighted regression was applied to evaluate the direction and degree of influences of selected factors on sustainability development capability of agriculture. The results showed that the regression coefficients of each variable in 53 countries were positive or negative, which indicated that the influencing factors of agricultural sustainable development capacity had the characteristics of geospatial nonstationarity.

Research on China’s Transport Connectivity Along Corridors of the Belt and Road Initiative

By brief introduction of the Belt and Road initiative, which was proposed by Chinese government, this paper reviews the literature and puts forward the importance of transport connectivity for countries along the Belt and Road routes. Then, the present situation of China’s transport connectivity with the countries along the Belt and Road routes has been summarized. The author thinks that although the initiative has achieved notable outcomes, especially referring to the “Six Corridors Building”, transport connectivity between China and the Belt and Road countries still faces some challenges in lagging infrastructure construction, limited transport service, weak transport hubs and various risks. Finally, this paper gives some suggestions to solve problems both domestically and internationally.

Optimal Route in International Transportation of Thailand – Guangxi (China)

Objective - This study examines the selection of international transportation routes from Thailand to Guangxi Zhuang Autonomous Region (Guangxi), People's Republic of China. Guangxi has been designated a significant role as the gateway to ASEAN and has several land borders and seaports connecting to countries in ASEAN. Methodology/Technique - In this work, we studied 6 connecting routes, 3 of which are road routes, namely routes R8, R9, and R12 and 3 other multimodal (road-sea) routes operating from/to Laemchabang port and Nanning of Guangxi, route through Haiphong port of Vietnam, route through Qinzhou port of China, and route through Guangzhou port of China. We analysed the data using the Cost/Time Distance Model, in combination with surveys and in-depth interviews, to investigate the limitations and benefits of each route. Findings - Base on costs in 2017, we found that sea routes have much lower costs than the land routes in general; the lowest cost is route through Qinzhou port. On the other hand, the time used in transportation is much shorter for the land routes; the shortest route is the R12 route. Furthermore, in terms of limitations and benefits, we found that the Qinzhou route has many limitations such as long custom processes for fruit and agricultural products and no backhaul cargo. Meanwhile, the limitations for route R8 include crossing Mekong river on truck ferries and the presence of very steep mountain roads in the Lao People's Democratic Republic. Route R12 winds down the mountain both in Vietnam and Laos, whereas route R9 is advantageous; most of that route has a flat terrain and is operated under the Cross-Border Transport Agreement (CBTA). The route through Haiphong port is also advantageous with a direct highway from Haiphong to Hanoi of Vietnam. In conclusion, it is suggested that road transportation is more efficient than sea transportation. Novelty - Further consideration among road routes and, with emphasis on costs and time, the best route is then route R12. However, if one is concerned with risk of damage to products, then route R9 is the best. The optimal route from Thailand to Guangxi depends on the conditions and decision criteria of the stakeholders. Type of Paper - Empirical. Keywords: International Transportation; Multimodal Transportation; Cost/time Distance Model; Guangxi (China); Road Transportation; Sea Transportation. JEL Classification: F02, F10, F19.

PASSER HISPANIOLENSIS IS A NEW NESTING SPECIES ON NORTH-WESTERN COAST OF THE CRIMEAN PENINSULA

Aim. The aim of the research is to study the potential nesting sites of the Spanish sparrow (Passer hispaniolensis) on the northwest coast of Crimea. Methods. Material was compiled during 2016-2018. The generally accepted methods of road and foot route census study were applied. Nesting stations were explored: nests of storks, birds of prey and corvids, forest belts and reed beds. Results. On the basis of research, the presence of Passer hispaniolensis in the north-western Crimea, in particular, within the borders of the Lebyazhy Islands («Swan Islands») specially protected natural area, has been established. It is revealed that for nesting, this species of sparrow prefers the areas close to fields and is not often found in human settlements. During the nesting period, an increase in the number from 15 to 45 pairs was noted. The greatest number of breeding pairs of spanish sparrow is found in the nests of the white stork. Late arriving birds form colonies on trees in close proximity to stork nests. Conclusion. Nesting of Passer hispaniolensis is most likely due to changes in the hydrological regime and land use structure, since rice crop rotation (until 2014) has been replaced by other grain crops (barley, wheat) and tilled crops (sunflower, maize). Thus, at present, the breeding ornithofauna of the protected area is represented by 92 species of birds.

In Silico Analysis of the Betuline from the Fiddler Crab, Uca annulipes and its antimicrobial as well as anti lung cancer activities

Introduction: In silico analysis of the bioactive compound betuline from the fiddler crab, Uca annulipes and its antimicrobial activities were studied. The fiddler crabs, Uca annulipes were collected from Muttukadu Estuary located on the Kanchipuram District, Tamil Nadu, India, 35 K.M away from Chennai, on the East Coast Road route to Kovalam. Materials and Methods: Fiddler crabs were collected by hand picking method. From the muscle mass of the Crab the bioactive compound was isolated by GC-MS analysis. Molecular docking was performed to identify the protein ligand responsible for the affinity with lung cancer causing tumour cells. Results and Discussion: Hence betuline is the potential lead molecule for the inhibition of lung cancer protein and the most important residues for potential drug target as carbon hydrogen bond, conventional hydrogen bond and Vander Waals interaction. In vitro studies of antimicrobial activities clearly indicated that the different concentrations of betuline bioactive compound have the potential to control the bacteria such as Escherichia coli and Pseudomonas aeruginosa. In vitro studies of anticancer activities also evidently showed the different concentrations of bioactive compound betuline have the potential to control the proliferation of lung cancer cells. Conclusion: Reports are very scanty on this species studied and the reports are very old and hence this present investigation would give latest information on the isolation of bioactive compound for the production of pharmaceutical drugs against the lung cancer. These results will be decisive factor for determining a lead bioactive compound for further drug discovery process for the lung cancer.

The Soviet modernisation of the public road landscape

Under the Soviet regime and as part of the development of the economy, the Latvian road infrastructure and its associated landscape went through major changes. Through modernisation old roads were straightened, historically established road routes and their surroundings changed, new roads planned and constructed, some elements of the road landscape disappeared and new ones emerged. Snow and wind protection hedges were planted along open stretches. With the increase of public transport many unique bus stop pavilions rest areas for drivers and tourists were constructed. A lot of attention was paid to roadside views and aesthetics through the use of tree plantings. The aim of this study was to explore the heritage of road planning and landscape development in Latvia during the Soviet era from 1945 to 1991. The study used literature review and analyses of maps and archival materials from the Latvian road museum supported by fieldwork. Elements which are disappearing as the road network is upgraded through European structural funding were identified through map analyses of different time periods and a number of field studies of sample stretches of roads, were undertaken. The road infrastructure and the landscape of that time is part of the cultural heritage of the 20th century and is connected to the development of the rural economy and collectivisation and to military preparedness. The study uncovered a well-developed road planning and landscape design theory which was applied in Latvia and used as an example in other Soviet Republics.

In Silico Analysis of the Phenylephrine from the Sand Crab (Emerita asiatica) for its Antimicrobial Activities

Aim: The present investigation gives a detailed report on the analysis of the bioactive compound isolated from the sand crab Emerita asiatica is having better relation with vasoconstriction. Methods: The sand crab Emerita asiatica were collected from Thiruvidandhai beach located on the Kanchipuram District, Tamil Nadu, India, 41 K.M away from Chennai, on the East Coast Road route to Mahabalipuram. Sand crabs were collected by hand picking method. From the muscle mass of the Crab the organic compound was isolated by GC-MS analysis. Molecular docking was also performed to identify the protein ligand responsible for the constriction of blood vessels. Results: The isolated bioactive compound was identified as phenylephrine, an a1 adrenergic receptor which has the potential to lead the molecule for the vasoconstriction. In vitro studies of antibacterial activities clearly indicated that the different concentrations of phenylephrine have the antibacterial activity against the bacteria such as Klebsiella pneumoniae and Staphylococcus aureus. Summary: The present investigation would give latest information on the isolation of bioactive compound for the production of pharmaceutical drugs from marine organisms. These results will be decisive factor for determining a lead bioactive compound for further drug discovery process for the vasoconstriction.

Application of the Multi-Criteria Analysis in the Process of Road Route Evaluation

Application of the Multi-Criteria Analysis in the Process of Road Route Evaluation

Epigrafski miljokazi i njihov značaj za proučavanje rimskih komunikacija na jugu provincije Dalmacije / Epigraph Milestones and Their Significance for the Research on the Roman Roads in the South of the Province of Dalmatia

The paper presents data on epigraph milestones and their significance for the research on the Roman roads in the south of the province of Dalmatia (east Herzegovina and west Montenegro). Milestones (miliarium) are the most reliable proof of the existence of the Roman roads, especially if they are in situ. They are historically highly valuable due to the fact that they are an exceptional testimony on the existence of the Roman roads in the eastern areas of Herzegovina and western areas of Montenegro. The road network in the south of the province of Dalmatia presented integral part of military, political and economic plans of the Romans. These roads connected the coastline with the available continental passes through the massive Dinarides. A significant numbers of epigraph and non-epigraph milestones that were found testify on the existence of the Roman road which intersected east Herzegovina and west Montenegro going from west towards east and from south to north (Narona-Dyrrachium, Narona-Sarajevo, Epidaurum-Anderba). The found milestones and epigraph inscriptions contributed to determining assumed road routes in the south of Dalmatia and the approximate date of their construction. That is why it is thought that Narona-Dyrrachium, Narona-Sarajevo, Epidaurum-Anderba roads were started by the Dalmatian appointed consul suffectus Publius Cornelius Dolabella (from 14 to 20) and that they were finished during the rule of Claudius (41–54). Additional repairs of these roads were done in the 3 and 4 centuries and the milestones found in the area of Konjic (seven of them), Nevesinje (two), Trebinje (three) and Nikšić (two) testify about that. They help us determine the approximate date of the road construction.

Energy factors for flexible fuel engines and vehicles operating with gasoline-ethanol blends

This work investigates the energy factors for fuel conversion from the analysis of brake specific fuel consumption (BSFC) maps of a sample of 15 engines, representative of 75% of current models available in the Brazilian market. The method also employs the engine driving patterns of power output versus crankshaft speed obtained from bench dynamometer tests. The energy factors obtained from the engine analysis was validated against experiments carried out with two production vehicles in laboratory tests following the 1975 US Federal Test Procedure (FTP-75) procedure and road tests following 16 different urban and highway routes. The fuels used in the tests were hydrous ethanol (E100, 6 v/v % water) and a blend of 22 v/v % anhydrous ethanol and 78 v/v % gasoline (E22). The energy factors found from the 3D engine BSFC map analysis were higher than those obtained from the Willans line, currently adopted as a standard, by 52% for E22 and 57% for E100. The results from the 3D engine BFSC maps and the first vehicle following the FTP-75 cycle and 15 road routes were similar, also close to the results from the second vehicle, qualifying them to be representative of modern flexible fuel spark ignition engines and vehicles.

BIAYA OPERASIONAL KENDARAAN PADA DINAS PERUMAHAN RAKYAT KAWASAN PERMUKIMAN DAN DINAS PEKERJAAN UMUM PENATAAN RUANG PROVINSI ACEH

The employee transportation service is an application of traffic management using vanpooling. Vanpooling is an activity of using a vehicle together or sharing a car on the way so that more than one person is in the van in one travel route. Vanpooling is able to reduce the use of private vehicles to the center of the activity with a fleet of special transport employees. The potential for employee specific transport is enormous and 83% agree with the implementation of the traffic management. The employee specific operating freight operational systems are determinations with residential area corridors and passing major road routes at the address of each employee. In the operation of a transport both personal, general and special, not apart from the vehicles operating costs (VOC). Therefore, an analysis of the need for the development of special transportation of employees in the Dinas Perumahan Rakyat Kawasan Permukiman dan Dinas Pekerjaan Umum Penataan Ruang Province of Aceh. The method used in this study is descriptive - quantitative, by distributing questionnaires to obtain quantitative data in determining VOC. The results of the VOC of private and special vehicles are summarized in a descriptive conclusion. The result of the research shows that employee characteristics of the data are processed to determine vehicle operating cost of private vehicles as well as the special transport vehicles of employees. The overall VOC of private vehicles is Rp. 2.486.377.640, while the value VOC of employee specific transport vehicles is Rp. 685.043.840.

Application Of Tourist Route Map Based On Modification Bidirectional A * Algorithm

Tourism is an activity that has become a trend of human needs. The development of technology in the current era is very helpful in providing such information to tourists, one of which is information about the route in the planning of tourism activities. Tourists will certainly choose the optimal route in their journey to make their tours more effective. In order to determine the fastest route, this paper will present a mobile-based application that will help tourists to quickly reach the destination. The Efficient Modified Bidirectional A * algorithm is chosen because it will provide an efficient route with shorter distance, which is a modification of the A * algorithm. The results of the case study of 5 trips from the starting point toward the goal resulted in a high level of efficiency (3 cases) and quite good (3 cases) with values, 77.5%, 53%, 53.8%, 73%, 72.6 %. The above percentage is calculated by finding a proportional distance (d) of choice with the distance of all possible paths, then subtracting 1 by multiplying d by 100%. In the future work need to add the parameters of the busy road route or not to be selected more optimal.

Exploring the Applicability of Location-Based Services to Delineate the State Public Transport Routes Integratedness within the City of Johannesburg

In the past decade, Johannesburg has actively participated in the investment and development of the Gautrain and Rea Vaya public transportation modes. However, the state of route networks connectedness amongst the two public transport modes has not been well documented. Thus, this study aimed to delineate the extent of routes network integration among the two modes. The study adopted a phenomenological case study survey design which applied a mixed-method approach to gather spatial, qualitative and quantitative data. Crowd sourced datasets from Facebook and Twitter were collected, and analyzed using the kriging interpolation method and descriptive statistics. Key informant interviews were also used to unpack the status quo of the two modes. Results indicate that there are limited areas where the route networks between the two modes are currently integrated. Variations in income levels may be a factor currently preventing inter-transfer between the two modes. The Rea Vaya has proven successful in improving accessibility to economic opportunities, with 70% of the social media posts reflecting positive views regarding route and travel timetables. The study recommends conscious efforts in planning and developing integrated rail and road route networks to promote efficiency of public transport systems.

Highways and Growth : A Causal Analysis for India

The paper investigated the relationship between the growth of highways and economic growth. We tested for mutual causality between the growth of road networks (which were functionally divided as state highways and national highways) and growth in investment and GDP. We employed time series data set containing observations of growth in road route kilometres by type for India over the period from 1972 - 2016 to fit a vector autoregressive model with exogenous variable describing the growth in road networks, GDP, and gross capital formation. We also checked if the establishment of National Highway Authority of India (NHAI) had any significant impact on the economy. The results indicated the existence of bidirectional causality between growth in GDP and growth in national highways and a unidirectional causality was seen from growth in national highways to growth in gross capital formation. Additionally, it was observed that the growth in state highways led to subsequent growth in national highways as well. The NHDP programme had a significant impact on the expansion of national highways, but no causal influence could be empirically identified on GDP and gross capital formation.

The Belt and Road Initiative – the New Silk Road: a research agenda

ABSTRACTDespite the prosperity and long continuity in history, the ancient Silk Road was weakened in recent centuries. Only with the end of the Cold War, there come the chances for its revival. The launch of the Belt and Road Initiative in 2013 by the Chinese coincided with the development strategy change of China, but the Initiative has just still been an initiative open to be substantiated by future policies and changes in China and overseas. The early focus has been on infrastructure investments. On the basis of existing railways, China has developed with European and Central Asian cities an ever-intensifying network of scheduled freight trains to carry out and promote long-distance trade along the old Silk Road routes. Lately, the overland routes have developed intermodal services to revive the traditional linkages between overland Silk Road and maritime Silk Road. Also, a new transport connectivity facilitated by China-funded railway investments has evolved, for example, in Eastern Europe and East Africa and China investment agreements on the development of economic corridors in Pakistan and Myanmar. There have been and could be criticisms and skepticisms about the Belt and Road Initiative. The infrastructure facilities built under the Initiative would definitely enhance local and regional connectivity of the host countries, and when combined with attempts at local industrialization, facilitated by the new opportunities of trade and exchanges, and funded by China or otherwise, it would offer the best chance for lifting the local populations out of the trap of isolation, poverty, and marginalization.