Journal articles on the topic 'Western Road'
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PUHACH, Serhii, Oksana YAROMENKO, and Nina MYRONETS. "SPATIAL FEATURES OF THE ROAD NETWORK IN WESTERN UKRAINE." Ekonomichna ta Sotsialna Geografiya, no. 87 (2022): 26–31. http://dx.doi.org/10.17721/2413-7154/2022.87.26-31.
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The road network is an important part of the transport system that ensures the operation of all industries, agriculture and social sphere. Road maintenance costs can be from 5 to 10% of the state budget per year. On the other hand, it should be noted that vehicle owners make significant contributions to the state budget of Ukraine through direct and indirect taxes. The road network has a lot of problems in terms of efficient functioning. One of the main problems is insufficient financing of road repair works. The aim of the study is to determine the spatial features of the road network of Western Ukraine, and the main task - to analyze, based on open data OpenStreetMap, the accessibility of the road network in the context of regions, districts and cities of regional subordination of Western Ukraine using the indicators the transport network density and the Engel’s coefficient. Due to the difficulty of accessing official statistics at the local level, both official statistics and open data from the OpenStreetMap mapping service were used. As a result of the research it was revealed: relatively even distribution over the territory, lack of sharp fluctuations in the availability level (the maximum and minimum value of the Engel’s coefficient differs only by 5.7 times); the most important roads (primary and secondary) connect regional centers and the largest cities with each other and with the state border; the largest road hub in Western Ukraine is the city of Lviv; among the districts, the highest accessibility of roads is observed in the western part of Volyn oblast, western and central parts of Chernivtsi oblast and southern part of Rivne oblast; increased concentration of roads in Precarpathian (an area of old industrial development); reduced concentration in the Ukrainian Carpathians and in the northeast of the region (north of Rivne region). In general, at the local level (districts, cities of regional subordination) the same patterns can be observed as at the regional level (regions).
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Campbell, Neil. "Road Narratives and Western Identity." Western American Literature 36, no. 3 (2001): 279–90. http://dx.doi.org/10.1353/wal.2001.0016.
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Barg, Allison, Jenny MacPherson, and Anthony Caravaggi. "Spatial and temporal trends in western polecat road mortality in Wales." PeerJ 10 (December 1, 2022): e14291. http://dx.doi.org/10.7717/peerj.14291.
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Roads have considerable ecological effects that threaten the survival of some species, including many terrestrial carnivores. The western polecat is a small-medium sized mustelid native to Asia and Europe, including Britain where its historical stronghold is in Wales. Polecats are frequently killed on roads and road casualties represent the most common source of data on the species in the UK. However, little is known about the factors that increase the risk of collision. We used Generalized Additive Models to explore seasonal patterns in collisions as well as using Principal Component Analysis and regression modelling to identify landscape characteristics associated with polecat road casualties in Wales. Polecat road casualties had a bimodal distribution, occurring most frequently in March and October. Casualties were more frequently associated with road density, traffic volume, presence of rabbits, habitat patchiness and the abundance of proximal improved grassland habitat. Casualties were negatively associated with elevation and the abundance of semi-natural grassland habitat. The results of this study provide a framework for understanding and mitigating the impacts of roads on polecats in their historic stronghold, hence has considerable value to polecat conservation as well as broader applicability to ecologically similar species.
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Orłowski, Grzegorz. "Spatial distribution and seasonal pattern in road mortality of the common toad Bufo bufo in an agricultural landscape of south-western Poland." Amphibia-Reptilia 28, no. 1 (2007): 25–31. http://dx.doi.org/10.1163/156853807779799045.
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AbstractAmphibians are the group of animals suffering particularly from the presence of roads and vehicle traffic. The seasonal migration to breeding places undertaken by amphibians in the temperate climate zone is the main reason for their appearance on roads. Between June 2001 and August 2003, 957 common toads Bufo bufo were recorded killed on 48.8 km road network with various traffic volumes (350-10500 cars per 24 h), situated in the agricultural landscape of south-western Poland. The highest mortality was recorded in April (57% of all road-kills). The places with highest recorded mortality varied markedly throughout the year. In spring, many more animals died within the built-up areas, while in summer and autumn their number increased in the open countryside. During the whole study period, 73% of all road-kills were recorded on roads (55% of all controlled) with the lowest traffic volume (350-470 cars per 24 h). The average number of road-kills on roads with the high traffic volume (5700-10500 cars per 24 h) was over 15 times lower than on the roads with low traffic (0-0.17 road-kills per 100 m on roads with high traffic vs 2.59 road-kills per 100 m on roads with low traffic). The number of road-kills on 15 road sections was most closely related to the abundance of local populations of Bufo bufo and to the size of water bodies situated in the road vicinity. The yearly level of local mortality in breeding populations of Bufo bufo due to the vehicle traffic ranged from 2 to 18%.
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Youssef, Medhat Abdelrahman, and Abdelbary Altayb Elbasher. "Optimal Maintenance Works for the Aborshada Road in the Western Region of Libya." Slovak Journal of Civil Engineering 22, no. 3 (September 1, 2014): 37–44. http://dx.doi.org/10.2478/sjce-2014-0016.
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Abstract In this research, the condition of a road pavement was investigated for the Aborshada Road in the Gharian region of Libya to determine the optimal maintenance works. Previously, a simple engineering judgment was the only procedure followed by the Gharian municipal engineers for evaluating pavements and prioritizing maintenance. The surface condition of the Aborshada Road pavement was investigated using “the Pavement Condition Index (PCI)” visual technique. The pavement was inspected to survey the different distresses in each sample unit. Ninteen pavement distresses were classified according to the PCI standards (PCI for roads and parking lots became an ASTM standard in 2007 (D6433-07)). It was necessary to know the most common distresses of the Aborshada Road to provide assistance for the decision maker in his evaluation of the pavement and the optimum repair method to be selected. This study reveals the actual performance of the pavements and suggests the research required for dealing with the pavement maintenance problem in Libya, especially in the western region. The best maintenance alternative for Aborshada Road was Case No. 3 (Potholes, Long. & Trans. Cracking and Alligator Crack Maintenance). Also, the most common pavement distresses on the Aborshada Road were Distress Nos. 1, 3, 6, 7, 10 and 13 according to the ASTM - D6433-07 classification
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Classen, Sherrilene, Sarah Krasniuk, Liliana Alvarez, Miriam Monahan, Sarah A. Morrow, and Tim Danter. "Development and Validity of Western University’s On-Road Assessment." OTJR: Occupation, Participation and Health 37, no. 1 (October 15, 2016): 14–29. http://dx.doi.org/10.1177/1539449216672859.
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Although used across North America, many on-road studies do not explicitly document the content and metrics of on-road courses and accompanying assessments. This article discusses the development of the University of Western Ontario’s on-road course, and elucidates the validity of its accompanying on-road assessment. We identified main components for developing an on-road course and used measurement theory to establish face, content, and initial construct validity. Five adult volunteer drivers and 30 drivers with multiple sclerosis participated in the study. The road course had face and content validity, representing 100% of roadway components determined through a content validity matrix and index. The known-groups method showed that debilitated drivers (vs. not debilitated), made more driving errors ( W = 463.50, p = .03), and failed the on-road course, indicating preliminary construct validity of the on-road assessment. This research guides and empirically supports a process for developing a road course and its assessment.
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Williams, Teresa. "Community Engagement for Road Safety in Western Australia." Journal of Road Safety 33, no. 4 (November 9, 2022): 55–60. http://dx.doi.org/10.33492/jrs-d-21-00064.
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As a result of a review of the Western Australian Road Safety Commission’s (Commission) public participation and engagement activities carried out during 2019, broad interest in the Commission’s community engagement, attitude and behaviour research was generated. The scope of this paper is to report and discuss the data collected on community engagement with an aim of zero road trauma and fostering road user cohesion. Qualitative research methods, focus groups and kitchen table discussions were used to identify what core narratives would be effective to generate confidence and motivation in a vision of eliminating road trauma by influencing how road safety is discussed amongst community members. The study identified that Western Australia needs to adjust the narrative used to engage the community with the objective of eliminating road trauma.
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Rui, Yang. "Long Road Ahead: Modernizing Chinese Universities." International Higher Education, no. 77 (September 1, 2014): 17–19. http://dx.doi.org/10.6017/ihe.2014.77.5680.
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Modern universities are a Western concept. For non-Western societies, indigenizing the Western university model has been an arduous task. This article first analyses China’s long traditions of higher learning. It then illustrates how such markedly different cultural roots have led to continuous conflicts between traditional Chinese and new Western ideas of the university - and of “modernity” itself. It argues that contemporary Chinese universities need to find their Chinese way to balance indigenous and Western ideas of the university.
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Chambers, Brian, and Roberta Bencini. "Road mortality reduces survival and population growth rates of tammar wallabies on Garden Island, Western Australia." Wildlife Research 37, no. 7 (2010): 588. http://dx.doi.org/10.1071/wr10080.
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Context Although road mortality has the potential to affect the fate of populations, it is often confounded with other forms of environmental change. Therefore determining its impact separately from other factors is difficult because it requires an understanding of how road mortalities affect age- and sex-specific survival rates. Aims We determined the impact of high numbers of road-kills and habitat modification on the growth and survival of the population of tammar wallabies (Macropus eugenii) on Garden Island, off the coast of Western Australia. The increased supply of food from large areas of fertilised and irrigated lawns on a naval base was expected to increase the population growth rate (λ) and the road-kills were expected to offset the population response. Methods We conducted a mark-and-recapture study over three years to estimate rates of survival, reproduction and population growth rates in areas of the island that were either heavily affected by the presence of a naval base that included a network of roads and buildings, close enough to the naval base that animals could be affected by the disturbance there, and completely unaffected and lacking major roads or buildings. All road-kills were collected to estimate the impact of road mortality on the survival and growth rates of the population. Key results The growth rate, λ, for the population on the naval base was 1.02 ± 0.083 (s.e.) per year, which was much higher than in an area of adjacent bushland at 0.92 ± 0.065 per year and in undisturbed bushland at 0.93 ± 0.100 per year. When the impact of road mortality was removed, λ increased to 1.15 ± 0.101 per year on the naval base and 0.96 ± 0.076 per year in the bushland adjacent to the naval base. On the naval base road mortality reduced survival rates of one-year-old and adult animals by 0.14 ± 0.087 and 0.12 ± 0.012 per year (mean ± s.e.). Conclusions Road mortality counteracted the increase in the size of the tammar population caused by the habitat modification on the naval base. The impact of road mortality on the adjacent bushland population may result in its long-term decline, as the population may not be able to recover from the reduction in survival rates. Implications Road mortality has the potential to threaten susceptible populations but its impact should be quantified so that mitigation measures can be implemented where they will achieve the greatest benefits.
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Hastings, Holly, James Barr, and Philip W. Bateman. "Spatial and temporal patterns of reptile roadkill in the north-west Australian tropics." Pacific Conservation Biology 25, no. 4 (2019): 370. http://dx.doi.org/10.1071/pc18082.
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Roads present unavoidable challenges to wildlife, both in populated and in more remote regions. Both traffic infrastructure and road vehicles can have a detrimental impact on natural ecosystems and wildlife populations. This study aimed to gain a broad overview of the impacts of a stretch of road on native herpetofauna in north-western Australia. Reptile roadkill was surveyed along a 31-km stretch of the main road in Broome, Western Australia for eight months, during both the wet and dry seasons. There was a significantly higher rate of road mortality in the wet season despite a decrease in traffic intensity. Incidence of roadkill varied between reptile clades, with varanids being the mostly frequently recorded as roadkill. Carcass persistence experiments, however, highlighted a potential significant underestimation in roadkill due to an extremely high rate of carcass removal, emphasising the need to consider this variable when using roadkill as a survey method. We recommend that carcass persistence should be further investigated in order to accurately assess extent of reptile roadkill in the region, and how roads and traffic may impact at-risk species and populations.
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WORNALKIEWICZ, Władysław, Alla KAPLUNOVSKA, and Olena PADCHENKO. "TRANSPORT INFRASTRUCTURE AS A FACTOR OF THE EU COUNTRIES' ECONOMIC DEVELOPMENT." Ukrainian Journal of Applied Economics 6, no. 2 (June 30, 2021): 137–46. http://dx.doi.org/10.36887/2415-8453-2021-2-18.
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Introduction. The driving force behind the economic development of the regions and the countries-members of the European Union is modern transport infrastructure. For this reason, to draw up the level with the countries of Western Europe, there is funding for the countries of the former socialist bloc in the construction and modernization of road routes. The purpose of the article is studying the condition of road infrastructure in the EU and, in particular, Poland as a factor in the economic development of countries and regions. Results. The article analyzes the current development of road infrastructure in Europe and, in particular, Poland and the implementing investments for this purpose. The Regulations of the General Director for National Roads and Motorways as well as legal acts concerning this issue were analyzed. The prospects for the development of Polish road engineering till 2030 were indicated. The types of roundabouts on motorways built in the EU countries are presented. Scientific articles on the situation of EU countries in the field of road infrastructure have proven to be important sources of information. However, the most important source when it comes to road infrastructure in Poland turned out to be materials of General Directorate for National Roads and Highways, in which all national road programs are described. Conclusions. The authors justify that each year Poland is getting closer to the Western countries of EU on the level of road infrastructure development. The main reason for the increase in the level of road infrastructure in Poland is the projects of the General Directorate for National Roads and Highways, as well as the National Road Construction Program for the years 2014-2023 (with a perspective till 2030) and the National Road Traffic Management System for TEN-T networks, which will have a significant impact on economic growth and the comfort of movement of the society. Keywords: road infrastructure, economic development, Trans-European Transport Network, sustainable transport development strategy.
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SKOGLAND, Jan Olav, Kjell Erik MYRE, and Steinar KNOPH. "Western Main Road to Bergen, Transport System." IABSE Congress Report 16, no. 16 (January 1, 2000): 704–12. http://dx.doi.org/10.2749/222137900796313564.
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Van Zyl, G. D., M. G. Henderson, and H. G. Fourie. "Optimizing Low-Volume Road Network Performance Through Improved Management, Design, and Construction." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 299–305. http://dx.doi.org/10.3141/1819b-38.
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The Provincial Administration of the Western Cape in South Africa is responsible for 18,900 km of proclaimed roads, of which 10,500 km are unsurfaced. A formal gravel road management system has been in operation since 1989 that assists in prioritizing projects for regraveling and upgrading gravel roads to surfaced standards. Because of fund limitations for upgrading gravel roads to surfaced roads, there is a need to optimize performance of the gravel road network and maximize use of knowledge and latest research results for southern Africa. Staff shortages and loss of in-house expertise made external assistance necessary to improve service to road users. Processes formalized, implemented, and planned for this purpose included ( a) upgrading the gravel road management system to quantify benefits, prioritize activities, and select maintenance and improvement measures; ( b) appointing consulting engineers in each district to help manage borrow pits, materials design, training, construction supervision and quality control, maintenance planning and control, and performance monitoring; ( c) communication about project priorities, construction programs, work methods, construction team performance, and activity costs; and ( d) development of an operational web-enabled system to manage all activities related to unsurfaced roads. Within 1 year, a remarkable difference in gravel road performance was observed without a significant reduction in productivity. Total transportation costs were lowered with only a marginal increase in agency costs. Continuous communication among system operators, design engineers, project managers, and construction teams is considered one of the most important aspects in optimizing performance of the Western Cape low-volume road network. This study highlights the most important changes in management, systems, design, and construction and the practical innovations responsible for the successes achieved as a potentially valuable aid to those involved with providing and maintaining low-volume roads.
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Koźlarek, Piotr. "Monolayer asphalt pavement. Western requirements in Polish realities." Budownictwo i Architektura 13, no. 4 (December 9, 2014): 153–60. http://dx.doi.org/10.35784/bud-arch.1753.
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Polish road network is made up of 95% local roads. Their technical condition is much worse in comparison to motorways and national roads network. The lack of financial resources is one of the main reasons for this situation. That is why there is a continuous search for technologies, that allow for fast and cheap pavement repair or modernization. The monolayer asphalt pavement is such a solution offering in addition to cost effectiveness and shorter construction time, also an increased durability. Our western neighbors developed the technical regulations for this technology under the name "Asphalttragdeckschicht" which is marked as AC 16 TD. In direct translation "Asphalttragdeckschicht" means supporting wearing course / base layer. The monolayer asphalt pavement consists of a single layer with thickness between 5 to 10 cm made of HMA that links the functions of two layers – asphalt base course and asphalt wearing course. Thanks to this, the monolayer is resistant to environmental conditions and provides an adequate bearing capacity for a given traffic load. Insufficient funding and the impossibility to put the street out of operation were the bases for the investor’s decision to build a 220m section of road pavement using the monolayer pavement technology in Pruszków near Warsaw. This project gave the possibility to learn and gain an experience with a new western technology applied to Polish reality.
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Arienti, M. Cecilia, Steven G. Cumming, Meg A. Krawchuk, and Stan Boutin. "Road network density correlated with increased lightning fire incidence in the Canadian western boreal forest." International Journal of Wildland Fire 18, no. 8 (2009): 970. http://dx.doi.org/10.1071/wf08011.
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This paper quantifies the influence of anthropogenic linear disturbances on fire ignition frequency in the boreal forests of western Canada. Specifically, we tested if linear features increase the frequency of lightning fires, and whether this relationship is affected by spatial resolution. We considered fires that ignited between 1995 and 2002 within a ~67 000 km2 region of boreal mixed-wood forest in north-eastern Alberta where linear features are highly abundant and spatially heterogeneous. We constructed Poisson, Negative Binomial and Zero-Inflated Poisson models at two spatial resolutions (~10 000 and ~2400 ha), including covariates for linear feature densities, forest composition, weather–lightning indices and geography. We found a positive association between lightning fire frequency and road density; this association was consistent at both spatial resolutions. We suggest this occurs owing to increased availability of flammable fine fuels near roads. The effect was attributable neither to increased detectability of fires proximal to roads by human observers, nor to increased lightning strikes due to metallic infrastructure alongside roads or the topographic characteristics of road location. Our results suggest that, in the face of projected road developments in the region, the potential exists for important changes to the regional fire regime. Further research should elucidate the precise mechanisms in order to develop methods for mitigation.
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Perrett, Graham, and Patrick Dodson. "ROAD RULES FOR OUR COUNTRY - AUSTRALIA’S CONSTITUTION AND AUSTRALIA’S FIRST PEOPLES." Denning Law Journal 30, no. 2 (August 8, 2019): 179–87. http://dx.doi.org/10.5750/dlj.v30i2.1702.
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There was a time when most Australian drivers would encounter a particular kind of defaced road sign in their travels. Speeding along the National Highway near the Broome turn-off in Western Australia or dodging kangaroos on the back roads of western Queensland around St George, drivers could see a sign urging them to “FORM ONE LANE” transmogrified by some local wit to read “FORM ONE pLANEt”. Graffiti on signs in a vain attempt to make them say something else can be mildly amusing but completely ineffective. However, while it is dangerous (and illegal) to interfere with road signs, sometimes tinkering with an original symbol can achieve something worthwhile, and substantial.
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Corbett, Matt, and Juan Gaviria. "Integration of Comprehensive Environmental and Social Measures into Low-Volume Road Design for the Hills of Nepal." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 118–26. http://dx.doi.org/10.3141/1819a-18.
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Road construction through Nepal’s hilly and mountainous terrain has historically had a significant impact on the local environment and land-owners, primarily because of the steep and often unstable terrain traversed, monsoonal climate, necessity for low-cost roads, and no landowner compensation for compulsorily acquired land. The design phase of the Road Maintenance and Development Project sought to incorporate comprehensive environmental and social measures into the design of low-cost roads in the western hills of Nepal to achieve more stable and lower-impact roads. The project involved the design of 196 km of new roads and 253 km of upgrading to existing roads by integrating engineering, environmental, social, and economic factors throughout the design process. The project began with the screening of candidate project roads on the basis of economic, environmental, and social factors by using a weighted scoring system to select those roads that would be most advantageous in relation to passenger and goods transport and associated economic development, while minimizing adverse environmental and social impacts. Proposed new road alignments were refined primarily through a walkover survey by a multidisciplinary team, ensuring that environmental and social issues were incorporated into this key stage of road design, when significant impacts can be avoided. Detailed road design incorporated comprehensive environmental management and social planning through integrated planning. Project outcomes include road designs that would increase road stability and have fewer construction impacts and the first comprehensive land and property compensation program for road construction in Nepal.
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Jameson, Elizabeth. "Looking Back to the Road Ahead." Pacific Historical Review 79, no. 4 (November 1, 2010): 574–84. http://dx.doi.org/10.1525/phr.2010.79.4.574.
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The essays in this forum address the accomplishments and shortcomings of a quarter-century of western women's and gender history, suggesting future directions for the field. The authors differ in their assessments of efforts to achieve multicultural histories and to address relationships of power within western women's history, as well as about the impact of western women's history on western historical scholarship. This essay suggests that the differences in analysis, emphasis, and conclusions in the three essays that follow are only partly due to three authors' addressing different scholarly and popular discourses. Entrenched academic power relationships, conservative public politics, and the difficulty of imagining new narratives have all inhibited historians' efforts to interrogate power and disrupt relationships of domination. It is time to address these difficult and urgent tasks.
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Classen, Sherrilene, Sarah Krasniuk, Melissa Knott, Liliana Alvarez, Miriam Monahan, Sarah Morrow, and Tim Danter. "Interrater reliability of Western University’s on-road assessment." Canadian Journal of Occupational Therapy 83, no. 5 (December 2016): 317–25. http://dx.doi.org/10.1177/0008417416663228.
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Background. Little empirical support exists for interrater reliability between evaluators from different backgrounds when assessing on-road outcomes of drivers. Purpose. We quantified interrater reliability of on-road outcomes between a certified driving school instructor (DI) and an occupational therapist and certified driver rehabilitation specialist (CDRS). Method. Both raters used the Global Rating Score (GRS) with two levels (pass, fail), the GRS with four levels (pass, pass with recommendations, fail remediable, fail), and the priority error rating score (PERS; most frequently occurring on-road errors in priority order) to assess 35 drivers (age, M = 48.31 years, SD = 9.76 years; 40% male; 86% with multiple sclerosis). Findings. The DI and occupational therapist CDRS had excellent agreement on the GRS with two levels (κ = .892, p < .0001), GRS with four levels (κ = .952, p < .0001), and the PERS (κ = .847–.902, p < .0001), indicating interrater reliability. Implications. This research contributes to empirical support for the on-road assessment.
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Coban, Hasan Huseyin, and Wojciech Lewicki. "Daily electricity demand assessment on the example of the Turkish road transport system – a case study of the development of electromobility on highways." Prace Komisji Geografii Komunikacji PTG 25, no. 2 (June 30, 2022): 52–62. http://dx.doi.org/10.4467/2543859xpkg.22.011.16269.
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The aim of this study is to investigate how the daily electricity demand from road transport related to the implementation of an electric road system on the eight roads with the highest traffic flow connecting the seven largest cities in Turkey varies according to time and location. Intercity highway route O-7, O-5, O-21, D715, D687, E96, and E87 in Western Turkey was used as a case study. The daily electricity demand on the eight roads working on the full electrification of the existing traffic flow can be increased by 3.7% in the case of the reference point. However, if all roads in Turkey are converted to an electric road system and all land vehicles use this system, the corresponding peak power increase will be 100%. The daily electricity demand along the roads is derived from the available measuring points for the daily road traffic volumes. The study also compares the CO₂ reduction potentials and energy demands of the electrified road system with the use of fossil fuels to achieve the same transportation volume. The results show that an electric road system application on eight Turkish roads with considerable traffic flow can reduce 18.8 million tons of CO₂ emissions from the road transport sector. The research can find practical application in assessing the validity of developing a strategy for the development of electromobility on highways in Turkey.
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Ghaffariyan, M. R. "Comparing productivity-cost of roadside processing system and road side chipping system in Western Australia." Journal of Forest Science 59, No. 5 (May 30, 2013): 204–10. http://dx.doi.org/10.17221/81/2012-jfs.
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This research compared roadside chipping and road side processing systems. Two sites planted with Eucalyptus globulus were selected to study these harvesting systems. A time and motion study was applied to collect the data for both harvesting systems. The working cycles for each machine were recorded as well as the variables af­fecting the working productivity. Using the multiple regression method the appropriate models were developed. The results showed that the productivity of feller-buncher and processor was significantly affected by tree size. Productivity of skidders was dependent on extraction distance and load weight. Productivity for road side processing was higher than for road side chipping, which resulted in a lower unit cost. The unit cost (from stand to the mill) for road side processing and road side chipping averaged 22.68 AUD·t–1 and 21.07 AUD·t–1, respectively.
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Kratz, Dennis M. "The Silk Road: Traveled, Imagined, Transformed." China and the World 03, no. 03 (September 2020): 2050012. http://dx.doi.org/10.1142/s2591729320500121.
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Western artists, philosophers and politicians have inevitably viewed China and its actions through a distorting lens – often seeking to confirm assumptions rather than to gain new understanding. This paper examines Western and specifically American responses to three manifestations of the Silk Road: the historical Silk Road that enabled the transport of goods, people and ideas from China through Central Asia as far as Europe; the “Silk Road of the Western Imagination;” and the modern transformation of the Silk Road into China’s Belt and Road Initiative. It explores reasons for the American idealized fascination for the first two and hostility toward the BRI. The tendency to interpret history and China from a “heroic” perspective serves as an obstacle to fostering a modern era of cultural exchange and cooperation that both Americans and Chinese believe the Silk Road symbolizes.
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Kranzieritz, Károly. "The Road to Nicopolis, Part 1." Hadtudományi Szemle 13, no. 2 (2020): 129–41. http://dx.doi.org/10.32563/hsz.2020.2.10.
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In the past decades, or even during the last hundred years, many books and articles have been published on the Crusade in 1396 and on the Battle of Nicopolis. The interest is not surprising, because this was one of the iconic late medieval crusader events. Serious preparations were taken. This includes the parade as well. The theme is huge, so the study is going to deal only with Hungary and the western section of the route of the Hungarian troops. The deployment route of the marching battalions/armies is far from being as clarified as one might think. My study attempts to answer the following questions: When did the Western crusaders reach Buda, and when and on what route did they proceed south? When did the Hungarian king and his barons – and with them the Hungarian troops – join the crusaders? How many columns were involved in the advancement? The study shows that Sigismund, after receiving in Buda the Western leaders, made an important diplomatic detour to the Hungarian-Polish border. The arrival of Western leaders to Buda should be placed on the first half of June. After that the study will take into account the possible routes of the Western and Hungarian Crusaders. Another part of the crusader army was the minor army columns which advanced through Transylvania to Wallachia and were led by the faithful baron of the Hungarian king, Voivode Stibor.
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Rosman, Diana L. "The Western Australian Road Injury Database (1987–1996):." Accident Analysis & Prevention 33, no. 1 (January 2001): 81–88. http://dx.doi.org/10.1016/s0001-4575(00)00018-x.
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Cocks, G. C., and G. Hamory. "Road construction using lateritic gravel in Western Australia." International Journal of Rock Mechanics and Mining Sciences & Geomechanics Abstracts 27, no. 2 (April 1990): A106. http://dx.doi.org/10.1016/0148-9062(90)95200-k.
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Cercarelli, L. R. "Road crashes involving aboriginal people in western Australia." Accident Analysis & Prevention 26, no. 3 (June 1994): 361–69. http://dx.doi.org/10.1016/0001-4575(94)90009-4.
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Sharma, Buddhi Prasad. "Belt and Road." China and the World 02, no. 03 (September 2019): 1950016. http://dx.doi.org/10.1142/s2591729319500160.
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Since the formal launch of the China-led Belt and Road Initiative (BRI), it has received both positive and negative feedbacks and responses. Comparatively, the studies show that it gained more positive responses and accumulative attraction. Notorious Western hegemony, in general, and conditionbased Western cooperation model, in particular, were ignored and felt useless by the developing world. Comparatively, they perceive BRI to be more appropriate for strengthening connectivity, attracting investment and enhancing other necessary cooperations. As a leading power, China needs to show more generosity, flexibility and respect to the interests of the developing world. BRI in itself is a global program. China cannot display comprehensive posture without the genuine support of the developing world. In some countries, BRI projects faced severe criticism due to the lack of proper management, lack of implementation and issues of financial transactional irregularities. This is not a right sign for a new global program like BRI. To resolve it, as an emerging power, China needs to be more serious and responsible to address the issues and uphold the true meanings of mutual trust and win–win situation. Developing countries like Nepal expect more comprehensive and constructive cooperation through BRI to help in their national development and increase the global connectivity and cooperation.
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Zeneli, Valbona. "Economic Development in the Western Balkans: On the Road to Competitive Market Economies?" Connections: The Quarterly Journal 13, no. 4 (2014): 53–66. http://dx.doi.org/10.11610/connections.13.4.03.
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Ruzgienė, Birutė, Česlovas Aksamitauskas, Ignas Daugėla, Šarūnas Prokopimas, Virgaudas Puodžiukas, and Donatas Rekus. "UAV photogrammetry for road surface modelling." Baltic Journal of Road and Bridge Engineering 10, no. 2 (June 25, 2015): 151–58. http://dx.doi.org/10.3846/bjrbe.2015.19.
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Recently, the interest of Unmanned Aerial Vehicle application in photogrammetric environment for roads observation and monitoring has increased in many countries, in Lithuania as well. The experimental object for demonstration of capability and efficiency of aerial vehicle-based remote sensing technology for road data collection was a western bypass of Vilnius. The platform of the model UX5 Trimble with mounted camera Sony NEX-5R was applied for gaining images. The implemented means are mobile and not expensive. Photogrammetric technique with software package Business Center Photogrammetry Module was applied for the modelling of images. The correctness of digital surface model generally depends on camera resolution, flight height and accuracy of ground control points. The coordinates of control points were determined using Global Positioning System Trimble R4. Paper demonstrates results of a new technology application possibilities for linear object (road) mapping and accuracy evaluation of spatial models. The road points positioning accuracy investigation was carried out in consideration with geodetic control measurements. The average root mean square error for the points coordinates is 2.94 cm, and standard deviations – 2.78 cm. Analyzing coincidence or mismatches of Vilnius western bypass project data with photogrammetric product, not significant discrepancies of road section features were determined. The cost consideration of Unmanned Aerial Vehicle in conjunction with photogrammetry employment at experimental object is presented.
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Chaurasiya, Shailendra Kumar, Pankaj Kumar Jain, Sandip Kumar, Prashant Kumar Bajpai, and Nawazish Ali. "Awareness and behavior patterns regarding road safety measures among undergraduate medical students of western Uttar Pradesh: a cross-sectional study." International Journal Of Community Medicine And Public Health 7, no. 3 (February 27, 2020): 933. http://dx.doi.org/10.18203/2394-6040.ijcmph20200944.
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Background: More than 1.2 million deaths occur each year on the world's roads. In India, the number of motor vehicles on the road is increasing with the population and economic growth. It has been estimated that if effective and immediate action is not taken, deaths due to road traffic accidents will become the fifth leading cause of deaths by 2020. Objectives was to assess the level of awareness and behavior regarding road safety rules among undergraduate medical students.Methods: The present cross-sectional study was conducted in a Medical College of western Uttar Pradesh. In the present study 200 final and pre-final year, undergraduate medical students were selected with the help of simple random selection, who drive/use vehicles either of their own or others. The study period was from June 2019 to August 2019.Results: About 29 percent of participants responded that they do not follow lane rules while driving. Study showed that 72.1% and 42.0% were aware that what documents to be carried with them while driving among those who attend and did not attend any program on road safety measures respectively. About 58.1 % and 38.2% were aware that penalty for driving without a helmet can be imposed among those who attend and did not attend any program on road safety measures.Conclusions: Awareness of road safety measures among participants was satisfactory, but the gap was also seen between awareness and behavior patterns regarding road safety measures.
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Li-Hua, Richard, and Lucy Lu. "MBA at the cross road." Journal of Management History 20, no. 3 (June 3, 2014): 246–65. http://dx.doi.org/10.1108/jmh-10-2013-0046.
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Purpose – The purpose of this paper is to bridge the knowledge gap in designing MBA strategy between China and the West by examining the content, context and process of MBA delivery. This paper challenges the assumptions and pedagogical approach underpinning the current design and delivery of MBA programmes that were originally moulded with Western management history and development in the era of globalization. There is consensus that MBA was used to train business managers; however, nowadays, people are inclined to state that MBA is used to develop global business leaders or full-fledged global competitors. How can we develop global business leaders without a global vision when designing MBA strategy? Design/methodology/approach – Based on extensive literature review and critical analyses through the strategic management approach, this paper examines the status quo of current MBA programmes in the West and in China. This paper presents a conceptual framework that draws on the current MBA literature and on-going debates around management education and development in the West and in China. Findings – The designing strategy of MBA has been originally strongly influenced by Western ideology and ethos. Therefore, the difficulties of management knowledge transfer are often explained through culture acclimatization and emphasize has been on cultural divergence rather than convergence. With synthesis between Western and Eastern management identified, we argue that the appropriateness and effectiveness of the traditional philosophy of MBA designing strategy based on Western management history has been challenged in the 21st century. The perception has fuelled criticism of business schools in the post-recession. They have come under fire for allegedly failing in their obligations to educate socially responsible business leaders (Barker, 2010). This leads to rethinking of the philosophy and vision underpinning the MBA designing strategy. A new philosophical approach – integration of Western management with Eastern philosophy has been under scrutiny, which is necessary in business education to enable future business leaders to become full-fledged competitors in the global market. Originality/value – The output of this discussion helps to establish a conceptual framework which will provide strategic insight in enabling business/management school and MBA providers to address the current deficiency in MBA teaching and learning strategy and develop more appropriate arrangement when considering the design and development of a successful MBA programme in the 21st century.
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Al amri, Hassan. "Spatial Analysis of Road Network in Central Region of Abha City using Geographical Information System (GIS)." Journal of Umm Al-Qura University for Social Sciences 14, no. 1 (March 10, 2022): 106–26. http://dx.doi.org/10.54940/ss35595120.
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The study aims to analyse the road network in the central region of Abha City using geographical information systems (GIS) to identify the characteristics of the road network in terms of the degree of connectivity, circuitry, accessibility and density. Additionally, it analyses the relationship between the network lengths and population distribution. The study finds out variance in the length and number of roads at the level of residential neighbourhoods in the central region of Abha City. It further concludes that the intersection distribution of roads takes a south-eastern north-western direction and increased connectivity in the various districts of the central region of Abha. The connectivity of the majority of road networks increases by 60% while the circuitry in half of the central region of Abha is more than 50% with low efficiency of road connections leading to downtown. Therefore, the study recommends that more road connections are to be built to create direct links between communities to raise the adequacy, efficiency, interconnectivity and integration of the network.
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Sessions, John, Kevin Boston, Rick Thoreson, and Keith Mills. "Optimal Policies for Managing Aggregate Resources on Temporary Forest Roads." Western Journal of Applied Forestry 21, no. 4 (October 1, 2006): 207–16. http://dx.doi.org/10.1093/wjaf/21.4.207.
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Abstract High-quality, durable rock aggregate suitable for road surfacing, with low sediment–producing characteristics, is a scarce resource in many forested areas of the United States and elsewhere. Rock aggregate is a heavy product that generally must be transported less than 50 miles to be economically useful. In the Coast Ranges of western Oregon and Washington, aggregate for road surfacing can amount to more than 60% of the cost of road construction. Durable aggregate is becoming scarcer, with few known quarry sources. So, over the last two decades, some aggregate surfacing on temporary roads has been recycled by both the USDA Forest Service and the Oregon Department of Forestry. We discuss the process of recycling road aggregate, drawing from the experience on the Astoria District of the Oregon Department of Forestry, and then propose a mathematical formulation to determine optimal policies for managing aggregate resources on temporary forest roads. West. J. Appl. For. 21(4):207–216.
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Fulton, Graham R., Mercedes Smith, Choi Mee Na, and Sanae Takahashi. "Road ecology from a road-side assemblage of forest birds in south-western Australia." Ornithological Science 7, no. 1 (June 2008): 47–57. http://dx.doi.org/10.2326/1347-0558(2008)7[47:refara]2.0.co;2.
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Wang, Xian Guang, Xiao Nian Sun, and Ming Wen Wang. "Reliability Evaluation Model of Highway Network Connectivity in Western Mountainous Area." Applied Mechanics and Materials 361-363 (August 2013): 2134–39. http://dx.doi.org/10.4028/www.scientific.net/amm.361-363.2134.
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The research on the reliability of highway network connectivity has important significance in the western region. According to the characteristics of western mountainous highway, this paper sets up the reliability evaluation idea of highway network connectivity from the section to the route, from the route to the road network, and establishes the reliability evaluation model of the connectivity of section, route and road network based on the analysis of highway unit reliability. The research results provide the theoretical basis for western mountainous road network planning and construction as well as disaster-resistance and disaster-prevention countermeasures of highway system.
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Malik, Shariful, Mohammad Shahidul Hasan Swapan, and Shahed Khan. "Sustainable Mobility through Safer Roads: Translating Road Safety Strategy into Local Context in Western Australia." Sustainability 12, no. 21 (October 27, 2020): 8929. http://dx.doi.org/10.3390/su12218929.
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Road safety is an ongoing challenge to sustainable mobility and transportation. The target set by the Sustainable Development Goals (SDGs) suggests reframing the issue with a broader outlook and pragmatic system. Unlike previous road safety strategies and models that favour engineering solutions and legal instruments, there is an increasing need to consider local context and complexities. While such principles have been increasingly featured in higher-level policy frameworks in national or state-level strategies (e.g., Safe System or Vision Zero approach), an effort to translate them into implementable actions for local development areas is absent. To address this gap, this study aims to develop a conceptual framework to examine the nature and extent to which statewide principles are translated into local government policies. We outline a 4C Framework (consisting of clarity, capability, changing context, and community engagement) to evaluate local policy integration in Perth, Western Australia. A five-point indicative scale is applied to evaluate the selected policy instruments against this framework. The results show that only a little over a quarter (27%) demonstrated a highly satisfactory performance in capturing higher-level policy objectives. The low-scoring councils failed to demonstrate the ability to consider future changes and inclusive road design. Councils along the periphery having new residential development showed comparatively greater success in translating overarching strategies. Regional cooperation has been very effective in enabling local agencies to adopt a more sustainable pathway to road safety measures. The criteria proposed within the framework will play a pivotal role in effective policy integration and to achieve more context-sensitive outcomes that are beyond the scope of modern road safety strategies.
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Lenart, Mirosław, Sławomir Marchel, and Janusz Smołucha. "Introduction." Rocznik Filozoficzny Ignatianum 26, no. 1 (November 25, 2021): 9–12. http://dx.doi.org/10.35765/rfi.2020.2601.2.
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The graphic design of this issue of The Ignatianum Philosophical Year- book front cover includes the entrance gate to the Wawel Royal Castle in Krakow. The gate itself is transformed into a triumphal arch opening towards the road recognizable to every person who feels a bond with the cultural heritage of the Western world. This road is the via Appia, once built by the will of Appius Claudius Caecus, and considered one of the oldest Roman tracts. Called “the queen of all roads” by the Romans them- selves, it is inseparable from the Eternal City for everyone raised on the values of Western civilization. Mikołaj Sęp-Szarzyński wrote about it in his famous epitaph: “today in Rome defeated, Rome invincible,” express- ing this way the overwhelming awareness of connecting the past with what we experience as the present. It was on this road that the legendary scene recalled by Henryk Sienkiewicz took place, in which the question: quo vadis, Domine? is asked by the apostle Peter, fleeing from the Eternal City, to Christ he meets on the Appian Way. The power of this question is understood by anyone who is able to see in the roots of Classical and Christian culture all that is the most important for the Western culture not only in terms of its past, but also in terms of its future.
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Di Valerio, Eugenio. "The Western Necropolis of Cyrene: the Wadi Belghadir road." Libyan Studies 50 (July 2, 2019): 137–46. http://dx.doi.org/10.1017/lis.2019.17.
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AbstractThe Western Necropolis represents one of the most monumental and spectacular sections of the Cyrene cemeteries, with rock-cut monuments, still quite well preserved, along a funerary road. The earliest examples of monumental tombs in this context date to the second half of the sixth and the beginning of the fifth centuries BC, with tombs displaying rock-cut porticos in Doric, Aeolic or Ionic styles, and with the slightly later tombs having architectonic facades characterized by false ‘contracted’ porticos and overhanging lintels ending with twoacroteria, mainly dating to the fifth century. The fourth century and the Hellenistic age, in this section of the necropolis, is attested by rock-cut chamber tombs, often with painted Doric friezes, and loculi. In Roman times, apart from a few examples of new tombs, most of the Roman funerary monuments reuse earlier tombs or are tombs that have been in constant use from previous periods. These phenomena of transformation and reuse of earlier monuments are quite well know for Cyrene, but are more evident from the middle and late imperial period; in later periods we even see the total re-functionalization of the monument. The monumental appearance of the Western Necropolis and its location in a quite remote area, are unfortunately the main reasons for the destruction of the tombs, which have been quite heavily looted: marble statues, busts and portraits have particularly suffered.
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Kruk, Robyn, Derek Thompson, Jiyuan Liu, Xiangzheng Deng, and Peishen Wang. "The road map for green development of Western China." Chinese Journal of Population Resources and Environment 11, no. 3 (September 2013): 244–52. http://dx.doi.org/10.1080/10042857.2013.835546.
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Eremina, Diana. "The impact of transport infrastructure on ecological status of arable land in Western Siberia." MATEC Web of Conferences 170 (2018): 05004. http://dx.doi.org/10.1051/matecconf/201817005004.
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The use of deicing compounds and car exhaust have a negative impact on the main indicators of arable fertility.The purpose of the research was to study the physical properties of arable land and crop yields at different distances from the roads. Four soils were studied: sod-podzolic, gray forest, leached chernozem and meadow saline. Soil sampling was carried out along the Tyumen - Omsk and Tyumen - Khanty-Mansiysk highways. It was found that at a distance of 10 meters from the highway structural and aggregate composition of high-humus soils differs from the control, located 200 meters. At a distance of 50 meters or more from the road, physical indicators of arable land come back to normal. The sections adjacent to the roads up to 10 meters wide are overfilled to 1.57 g/cm3, which in the conditions of Western Siberia can cause surface waterlogging. The annual loss of grain from the negative impact of transport infrastructure on the site length of 1 kilometer and a width of 20 meters on leached chernozem is 5.0 tons. At market grain prices in the amount of $140, the annual loss of farmers corresponds to $1400 for each kilometer of the road passing through the chernozem fields.
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Čelkis, Tomas. "Vieškelių tinklo struktūra Lietuvos Didžiojoje Kunigaikštystėje XVI–XVII a." Lietuvos istorijos metraštis 2019/1 (September 1, 2019): 33–77. http://dx.doi.org/10.33918/2019/1/2.
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The article reconstructs the public road network of the Grand Duchy of Lithuania (hereafter referred to as the GDL) in the 16th–17th centuries, and discusses its structure. In the historical sources, special terms describe public roads (highways), which are also called “big”, “great” or “eternal” roads. These were long-distance routes that connected urban, economic, and political centres. Roads and local pathways led towards them. The structure of the public road network in the Grand Duchy of Lithuania was based on the distribution of settlements and towns in the country. The densest public road network as in the western and southwestern parts of the GDL; meanwhile in the east of the country it was rather sparse. It depended on geographical features, as the eastern part of the country was marshier and woodier. Besides, the population of the eastern part of the GLD was affected by wars with Moscow. Active development of internal colonization could be observed in the western and southwestern part of the GDL. Intensive life was also affected by the concentration of the sovereign’s estates. All this encouraged the mobility of the population. The cities in the west and southwest of the GDL were enlaced in the network of public roads and were actively involved in the system of land transport and communication. Part of them attracted population not only locally but also from the entire region. During this research, a special scheme map featuring all public roads in the GDL in the 16th–17th centuries, as described in historical sources, was drawn. A separate list of sources, which is the scientific apparatus of the scheme map, is vailable.
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Zultan M, Achmad, and Budi Setiawan. "Studi Pengaruh Pengaturan Sistem Pergerakan Kendaraan Terhadap Kinerja Ruas Jalan Yos Sudarso Di Kota Tarakan." Borneo Engineering : Jurnal Teknik Sipil 2, no. 2 (December 24, 2018): 117. http://dx.doi.org/10.35334/be.v2i2.619.
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Jl. Yos Sudarso is one of the centers of movement in Tarakan or a business zone. Jl. Yos Sudarso has experienced an increase in road load and a decrease in the level of road services which will eventually cause traffic problems, namely the effectiveness of reduced traffic performance. To find out the analysis of traffic performance due to the arrangement of the vehicle movement system on Yos Sudarso Tarakan road, traffic surveys are carried out, such as traffic volume, traffic speed, road capacity, and degree of saturation. After the road performance analysis, the characteristics and conditions of the road were obtained, the average total volume was 1399.92 pcu / hour, the average degree of saturation on the Yos Sudarso road in the direction of Kusuma Bangsa was 0.53, while the direction of Mulawarman was 0,55. Thus the average performance along Yos Sudarso road includes the C service level. By looking at these conditions it is necessary to increase the clear traffic flow regulation system such as traffic signal so that it can reduce the congestion that occurs on these roads. The construction of the coastal road frontage line and the construction of the access road network will provide benefits in the form of a road network in the western part of Tarakan city, reducing traffic density points.
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Chourasia, Sachin, K. V. Radhakrishna, Ravi Rautji, and Shivakumar D. K. "Road traffic accidents attending casualty in a tertiary care hospital : a 03 year study from South Western India." International Journal of Research in Medical Sciences 7, no. 10 (September 25, 2019): 3744. http://dx.doi.org/10.18203/2320-6012.ijrms20194303.
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Background: Road Traffic Accident (RTA) is any vehicular accident occurring on the roadway i.e. originating on, terminating on, or involving a vehicle partially on the roadway. Road traffic accidents are a human tragedy which has an immeasurable impact on the families affected. The WHO estimates that over 1.2 million people pass away every year on the world’s roads, and between 20 and 50 million fall victims to non-fatal injuries. The incidence of RTA remains poorly measured in India.Methods: The present study is conducted at casualty department of a tertiary care hospital in South Western India among victims of road traffic accident. This cross sectional study was conducted to elucidate the role of various factors involved in road traffic accidents and to study demographic profile and injury pattern among RTA victims. All the reported RTA cases from 1st January 2016 to 31st December 2018 were included in the study.Results: A total of 875 cases of RTA were studied. There were 83.77%(n=733) male and 16.23%(n=142) female accident victims. Most of the patients were aged between 21 and 30 years. Monsoons witnessed 46.63%(n=408) cases. Most cases occurred between 6 and 12pm (54.4%, n=476). Commonest injury was a simple injury (72.91%, n=638), dangerous injuries (27.09% percent, n=237) and dead was (7.43%, n=65). The highest number of accidents took place in the month of June (19.09%, n=167) and on Sundays (22.17%). Among the motorized vehicles, two-wheeler drivers were more (76.91%, n=673) involved in accidents. In this study 17.60% (n=154) were under influence of alcohol while driving.Conclusions: This study shows there are multiple factors associated with road traffic accidents. Most of the factors responsible for RTA and its fatal consequences are preventable. India, as a signatory to the Brasilia declaration, intends to reduce road accidents and traffic fatalities by 50% by 2022. A comprehensive multipronged approach can mitigate most of them.
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Saraswati, Saraswati, Yubraj Bhusal, Andrew J. Trant, and Maria Strack. "Roads Impact Tree and Shrub Productivity in Adjacent Boreal Peatlands." Forests 11, no. 5 (May 24, 2020): 594. http://dx.doi.org/10.3390/f11050594.
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Peatlands in the western boreal plains of Canada are important ecosystems as they store over two percent of global terrestrial carbon. However, in recent decades, many of these peatlands have been fragmented by access roads constructed for resource extraction and transportation, challenging their carbon storage potential. To investigate how roads have been impacting tree and shrub growth and productivity in these peatlands, this study was conducted in a forested bog and woody fen in Carmon Creek, Alberta, Canada. In 2017, vegetation surveys were conducted along 20 m transects that extended on both sides of the road with 4 m2 circular plots at 2, 6 and 20 m distance from the road and were followed by disc or core collection from woody stems. Within 20 m of the road at the bog site, we observed a shift towards significantly larger radial growth of trees in the downstream areas (t = 3.23, p = 0.006) where water table position was deeper, while at the fen site, radial growth of tall shrubs had little response to the road. Combining the effects of direct tree clearing and hydrology induced shifts in growth, aboveground net primary productivity (NPPag) post-road construction was reduced significantly in areas where vegetation was cleared during the road construction (i.e., upstream areas of the bog: t = 5.21, p < 0.0001 and downstream areas of the fen: t = 2.64, p = 0.07). Substantially lower NPPag around the road construction areas compared to reference areas shows tremendous loss of carbon sink potential of trees and shrubs after road construction through peatlands. Altogether, roads constructed through peatlands perpendicular to the water flow may shift long-term carbon sinks into sources of carbon, at least for the initial few years following road construction.
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Sony, R. K., and P. R. Arun. "A case study of butterfly road kills from Anaikatty Hills, Western Ghats, Tamil Nadu, India." Journal of Threatened Taxa 7, no. 14 (November 26, 2015): 8154. http://dx.doi.org/10.11609/jott.1743.7.14.8154-8158.
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<p><strong> </strong>Anaikatty Hills of the Western Ghats in Tamil Nadu witness the annual spectacle of mass movement of lakhs of butterflies. The present paper examines the impact of vehicular traffic on this ‘butterfly migration’ through a survey of butterfly mortality along a road stretch in Anaikatty Hills. A high rate of mortality due to road traffic was observed during the mass movement of butterflies. One-hundred-and-thirty-five butterfly road kills belonging to three families, nine genera and 12 species were recorded during the study. The proportion of nymphalid butterflies among the road kills (70%) was very high compared to their respective share in the background population (39%), indicating a higher road mortality risk for nymphalids. The conservation significance of the road traffic impact on butterfly assemblage and management options are discussed.</p><div> </div>
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Amalan, Thivya. "Analysis of Bus Passenger Demand and Supply: Case Study on Western Province, Sri Lanka." International Journal of Scientific Research and Management 9, no. 11 (November 6, 2021): 2544–54. http://dx.doi.org/10.18535/ijsrm/v9i11.em03.
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Buses carried about 47% of passengers crossing the Colombo Municipal Council (CMC) boundary in 2013. The Sri Lanka Transport Board (SLTB) and private bus companies operates roughly 680 intra-provincial bus routes and 400 inter-provincial bus routes in the Western Province according to the bus route information from the National Transport Commission (NTC, 2012) . The number of buses on the seven (7) major radial corridors carries more bus passengers than other roads in the Western Province. Kandy, Galle and Malabe Road corridors are the highest followed by High Level, Negombo, Horana and Low Level Road corridors. This research paper is an attempt to analyse the bus passenger demand and supply on seven major corridors connecting Western Province boundaries. The impact of the passenger demands and volumes from the seven major corridors and the traffic speed are the main outcome of this analysis. The present bus traffic information and the impact of the traffic congestion due to the high traffic flow on major corridors are discussed in the analysis. The research will also focus on alternative solutions and the importance of integrating other public transport modes to cater the demand from the major seven corridors for the better utilisation of public transport inside the Western Province boundaries.
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Li, Shu Wen. "The Early Development of the Western Regions." Journal of Alternative, Complementary & Integrative Medicine 8, no. 4 (July 28, 2022): 1–5. http://dx.doi.org/10.24966/acim-7562/100260.
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During this period, superstition and sorcery were also accompanied in the process of curing diseases. This is also the medical activity of the farming and nomadic peoples in Central Asia’s hinterland before the opening of the silk road.
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Rochmyaningsih, Dyna. "Massive road project threatens New Guinea’s biodiversity." Science 374, no. 6565 (October 15, 2021): 246–47. http://dx.doi.org/10.1126/science.acx9345.
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Vestreng, V., L. Ntziachristos, A. Semb, S. Reis, I. S. A. Isaksen, and L. Tarrasón. "Evolution of NO<sub>x</sub> emissions in Europe with focus on road transport control measures." Atmospheric Chemistry and Physics Discussions 8, no. 3 (June 4, 2008): 10697–747. http://dx.doi.org/10.5194/acpd-8-10697-2008.
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Abstract. European emission trends of nitrogen oxides since 1880 and up to present are presented here and are linked to the evolution of road transport emissions. Road transport has been the dominating source of NOx emissions since 1970, and contributes with 40% to the total emissions in 2005. Five trend regimes have been identified between 1880 and 2005. The first regime (1880–1950) is determined by a slow increase in fuel consumption all over Europe. The second regime (1950–1980) is characterized by a continued steep upward trend in liquid fuel use and by the introduction of the first regulations on road traffic emissions. Reduction in fuel consumption determines the emission trends in the third regime (1980–1990) that is also characterized by important differences between Eastern and Western Europe. Emissions from road traffic continue to grow in Western Europe in this period, and it is argued here that the reason for this continued NOx emission increase is related to early inefficient regulations for NOx in the transport sector. The fourth regime (1990–2000) involves a turning point for road traffic emissions, with a general decrease of emissions in Europe during that decade. It is in this period that we can identify the first emission reductions due to technological abatement in Western Europe. In the fifth regime (2000–2005), the economic recovery in Eastern Europe imposes increased emission from road traffic in this area. Western European emissions are on the other hand decoupled from the fuel consumption, and continue to decrease. The implementation of strict measures to control NOx emissions is demonstrated here to be a main reason for the continued Western European emission reductions. The results indicate that even though the effectiveness of European standards is hampered by a slow vehicle turnover, loopholes in the type-approval testing, and an increase in diesel consumption, the effect of such technical abatement measures is traceable in the evolution of European road traffic emissions over the last 15 years.
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Vestreng, V., L. Ntziachristos, A. Semb, S. Reis, I. S. A. Isaksen, and L. Tarrasón. "Evolution of NO<sub>x</sub> emissions in Europe with focus on road transport control measures." Atmospheric Chemistry and Physics 9, no. 4 (February 23, 2009): 1503–20. http://dx.doi.org/10.5194/acp-9-1503-2009.
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Abstract. European emission trends of nitrogen oxides since 1880 and up to present are presented here and are linked to the evolution of road transport emissions. Road transport has been the dominating source of NOx emissions since 1970, and contributes with 40% to the total emissions in 2005. Five trend regimes have been identified between 1880 and 2005. The first regime (1880–1950) is determined by a slow increase in fuel consumption all over Europe. The second regime (1950–1980) is characterized by a continued steep upward trend in liquid fuel use and by the introduction of the first regulations on road traffic emissions. Reduction in fuel consumption determines the emission trends in the third regime (1980–1990) that is also characterized by important differences between Eastern and Western Europe. Emissions from road traffic continue to grow in Western Europe in this period, and it is argued here that the reason for this continued NOx emission increase is related to early inefficient regulations for NOx in the transport sector. The fourth regime (1990–2000) involves a turning point for road traffic emissions, with a general decrease of emissions in Europe during that decade. It is in this period that we can identify the first emission reductions due to technological abatement in Western Europe. In the fifth regime (2000–2005), the economic recovery in Eastern Europe imposes increased emission from road traffic in this area. Western European emissions are on the other hand decoupled from the fuel consumption, and continue to decrease. The implementation of strict measures to control NOx emissions is demonstrated here to be a main reason for the continued Western European emission reductions. The results indicate that even though the effectiveness of European standards is hampered by a slow vehicle turnover, loopholes in the type-approval testing, and an increase in diesel consumption, the effect of such technical abatement measures is traceable in the evolution of European road traffic emissions over the last 15 years.