Analysis of the Geography of Passenger Flows Along Motor Roads

Passenger traffic between places is assumed to be a function of distance and of the population of corresponding places. Formulas are derived to compute passenger flows between places both on scheduled bus routes and occasional means of conveyance. The calculated results are checked against actual passenger traffic along the motor roads of Gorno-Altay Autonomous Oblast, a major civil division in the Altay Mountains of southern Siberia. The calculated values were generally confirmed by actual passenger counts. Discrepancies were associated mainly with differences in location of places. Places along roads with a high traffic intensity were found to have scheduled passenger flows below the calculated magnitudes, presumably because of the greater opportunities of obtaining rides on occasional passing vehicles. Places on secondary roads were found to have scheduled passenger flows somewhat in excess of the calculated values.     

Retail Development and Impact Assessment in Czech Republic: Which Tools to Use?

The transformational period and especially the second half of the 1990s meant a dynamic expansion of Czech retailing and its spatial structure. The uncoordinated construction of the recently emerging large-scale retail outlet has raised a question whether their construction should be regulated. Due to the non-existent regulation of retail development on a national level, weak role of the local physical plans and feeble position of Building Offices compared with retailers and developers, no reference framework exists for retail development. In the light of these facts, it is obvious that a sensitive regulation tool is necessary for retail development. The paper discusses the results of a survey among Building Offices in the Czech Republic focused on the opinions on the need of the introduction of Retail Impact Assessment (RIA) study. More than half of the respondents oppose the RIA study and do not consider it necessary, mainly because they believe that the existing legislative and planning documentation is sufficient for the regulation of large-scale retail outlets. The results clearly show that the increase in the planning prestige and use of the existing regulation mechanisms within the physical plan are the priority for the Czech planning practice.     

Traffic volume and highway permeability for a mammalian community in the Canadian Rocky Mountains

We examined whether highway traffic volume changed the rates of movement (habitat permeability) for ten mammalian species in the central Canadian Rocky Mountains. Winter track count data were collected on four highways of varying traffic volume: the Trans-Canada Highway (TCH) (14,000 annual average daily traffic [AADT]) and 1A Highway (3,000 AADT) in Banff National Park and the Highway 40 (5,000 AADT) and Smith Dorrien Trail in Kananaskis Country (2,000 AADT). Permeability represented the ratio of road crossing tracks/km to tracks/km on transects adjacent to roads. We compared permeability at the community level and for carnivore and ungulate guilds, using a Kruskal–Wallis H -test. Traffic volume significantly reduced habitat permeability for the community ( P  < 0.05). Pair-wise Kruskal–Wallis tests showed that habitat permeability was significantly reduced for carnivores at high traffic volume ( P  = 0.008) and for ungulates at very high traffic volume ( P  < 0.043). Cross-referencing with winter traffic counts, we found movement was impaired for carnivores when traffic ranged from 300 to 500 vehicles per day (VPD) and for ungulates between 500 and 5,000 VPD. Our results indicated that the TCH requires mitigation to restore habitat permeability for all species and yielded strong evidence that the Highway 40 is a priority for mitigation.     

Telephone traffic dispersion and nodal regionalisation in the Australian states

Telephone traffic is shown to be a reliable indicator of functional ties, with morning peak calls concentratedalong hierarchical pathways andevening peak calls more sensitive to population and distance. Traffic dispersion incident to each centre is systematically related to the size of the centre and to the size and spacing of interacting centres. Metropolitan orientation has a powerful effect on traffic dispersion in all situations and, in the more centralised states, negates the relationship between centre size and dispersion and converts the customary distance-decay cones into an elevated surface of strong metropolitan orientation, broken by inverted cones around a few regional centres. Middle-order nodal regions are delineated and intra-regional flows analysed using primary linkage and standardised scores. Three distinctive systems of regional-ordering are described, namely metropolitan-dominated, provincial-city dominated and multi-ordered.     

The morphogenesis of state highway networks in the United States

Despite the dominance of automobiles in the 20th century transport patterns of the U.S., the modern highway network actually emerged as a result of popular social and economic goals in the late 19th and early 20th centuries. These goals were based on improving rural mobility and living conditions, and were completely unrelated to automobile traffic. The desire to improve rural roads stimulated the creation of highway networks at new spatial scales, with consistent patterns among most states. These networks were later greatly expanded in size and adapted to carry motorized traffic between major cities, with the result that their patterns have been substantially altered from their original form.     

A Continuous Model of Traffic Flow

Traffic flow over continuous space is analyzed in an abstract one-dimensional city. A negative exponential attraction function, a quadratic exponential distribution of trip origins and a negative exponential distance-decay function are combined, and expressions are derived for traffic flow between arbitrary intervals in the city. With appropriate choice of the trip-origin function, the model may be applied to single and multipurpose trips. The resultant “contact fields” for individuals are briefly described, and the main results comprise algebraic approximations for aggregate flows between intervals. Numerical examples are given.     

交通拥堵治理的空间与基础设施政策综述

交通拥堵是制约国内外城市可持续发展的瓶颈问题之一,给城市经济、社会与环境带来诸多负面影响.本文聚焦城市交通拥堵的结构性因素,系统归纳和综述了引导可持续出行行为的空间政策(如城市空间结构和土地利用政策)与基础设施供应侧政策(如道路和公共交通基础设施投资政策),及其在交通拥堵治理上的理论探讨、学术争论焦点、实证分析及当前亟...     

清至民国西宁至拉萨道路(青海段)分布格局的变迁——基于古旧地图及数字化的分析

西宁至拉萨道路是青海地区交通网中的主线,近代西宁至拉萨道路(青海段)分布格局的变迁代表了青海地区历史时期道路分布格局变迁的一般规律。基于中国国家图书馆所藏1935年《青海省三十万分一图》的数字化成果,结合其他时期的资料可复原出清初至1954年近三百年青海地区西宁至拉萨道路分布格局的变迁过程。驿站制度裁撤导致的清代官道系统崩溃,新式交通工具带来的新交通体系和民国时期青海地区的开发活动是近代青海地区道路分布格局变迁的三大驱动力。清至民国西宁至拉萨道路(青海段)分布格局的变迁,表现出历史时期复杂地形条件下道路分布格局易受多变的人文要素影响的特点。基于丰富实测地图资料的近代道路复原是准确复原古代道路的基础。     

BUILDING IRRIGATION WORKS IN TIBET

Medog is the only county in China with no highway access. The government invested heavily in the construction of such highways, but the efforts failed because of frequent landslides and mud-rock flows. To date, the goods and materials needed by the county still need to be transported by being carried on shoulders over snowy mountains, passing through the places with frequent landslide and primitive woods, and threading a narrow way along cliffs.     

Wetland assessment and impact mitigation decision support framework for linear development projects: The Louis Riel Trail,Highway 11 North project,Saskatchewan, Canada

Next to agriculture, road development is one of the most significant sources of stress to wetlands in Prairie Canada. However, there currently exists limited guidance for incorporating direct, indirect, and induced effects to wetlands in impact assessment and mitigation planning for small and often routine developments, including access roads or highway improvement initiatives. Based on the Louis Riel Trail, Highway 11 North twinning project in Saskatchewan, Canada, this article demonstrates a methodological approach and decision support framework for assessing and managing direct, indirect, and induced effects to wetlands from linear developments. No regulatory‐based environmental assessment was required for the highway project; effects were deemed to be insignificant under current wetland mitigation practices. However, our results show that 1115 ha of potentially affected wetlands are located within a 500 m impact zone on either side of the proposed highway. More than 50 percent of these wetlands are seasonal, less than 1 ha in size, and typically not included in mitigation planning. An expert‐based multi‐criteria evaluation of impact and mitigation options for wetlands in the study area indicated “no net loss” as a planning priority, and a preference for a spatially ambitious mitigation plan focused on direct, indirect, and potentially induced impacts. In practice, however, mitigation is often restrictive, focused on mitigating only direct impacts within the project's right‐of‐way, in this case less than 50 ha of wetlands, resulting in the potential for significant net loss of wetland habitat and function. If the risk to wetlands is to be given due consideration in project planning and development for roads and road improvement initiatives, then structured assessment methods and decision support frameworks should be sensitive to the time and resource constraints of small projects and screening‐type assessments. This requires also that wetland mitigation policies are developed and implementation plans formulated as part of project planning and assessment initiatives for linear developments.     

Planning Pedestrian Flows around a Subway Station: A French Case Study of the Time-Distance Decay Functions

Pedestrian flows to and from a rapid transit line station follow distance-decay functions; an exponential model with a second-degree exponent fits well the data. Observed flows in function of the distance are indicated. The average walking distance is larger than usually assumed: eleven minutes, i.e., one kilometer. The use of the subway by each professional category follows a definite pattern.     

思路创新:试论交通管理与城市规划的协调

作者认为,要有效缓解当前我国城市已经出现的交通拥挤堵塞等问题,除了加强道路工程建设,还必须对政府各相关职能部门既有解决问题的思路、方式进行一些改革和创新。并认为这才是当前解决城市交通问题的关键所在。而交通管理和城市规划两部门作为政府分管城市交通的主要机构,首先要做上述工作。对此,本文进行了探讨。     

The Development of Motor Roads in the USSR

Surfaced roads, including gravel roads, total 510,000 km, or 37.5 percent of the Soviet Union's motor-road net of 1.4 million kilometers, the rest consisting of dirt roads. Only about 260,000 km, or less than one-fifth, consists of blacktop or cement or asphalt concrete highways. The lack of roads tends to cause considerable losses to the Soviet economy, particularly in agriculture. An accelerated road-building program is therefore under way, with the current five-year plan (1971–75) calling for the construction or reconstruction of 110,000 km of improved surfaced roads (blacktop and cement or asphalt-concrete) compared with 75,000 km added in the preceding five-year period (1966–70). The densest road nets in the USSR are found in the Baltic republics, in Transcaucasia, Moldavia, the Ukraine and Belorussia. The lowest road-density indices apply to the Russian republic and to Kazakhstan.     

Application of magnetic susceptibility on polished stone tools from Western Hungary and the Eastern part of the Czech Republic (Central Europe)

A non-destructive method – magnetic susceptibility (MS, κ) measurement – was used to characterize about 360 Neolithic, Copper and Bronze age polished stone tools of the Miháldy collection (Laczkó Dezső Museum, Veszprém, Hungary), composed of artefacts from three Neolithic (Moravian Painted Ware) workshops around a source of greenschist at Želešice near Brno (Moravia, Czech Republic) and semifinished artefacts from workshops at Neolithic mines in the Jizerské hory Mts. (Bohemia, Czech Republic); in addition, rock reference samples collected from the possible provenance areas and rock outcrops in the Czech Republic, Slovakia and Hungary were analysed as comparative material with the same method. We elaborated a model experience to control the thickness correction factor (TCF) following Williams-Thorpe et al. (2000).Among various stone raw materials of polished artefacts we found basaltic rocks and greenschists-metabasites as the most common.     

Mapping the Geography of R&D: What Can We Learn for Regional Innovation Policy in the Czech Republic and Beyond?

Administrative regions do not necessarily correspond to areas that are homogenous in terms of innovation intensity. Although this has been recognized in the literature, quantitative evidence that explicitly considers this problem is rare. Using spatial exploratory analysis on detailed regional data derived from a census of R&D performers in the Czech Republic, we identify local spatial clusters of R&D activities and assess the extent of their (mis)match with administrative borders. Overall, the results support the arguments for regionalization of innovation policy. However, the existing policy units do not appear well suited for this purpose. On one hand, there is a need for policy coordination between multiple administrative regions. On the other hand, however, there are diverse patterns within them. Similar problems are likely to haunt the regionalization process in many other countries, which is alarming, as the regional accent of innovation policies becomes ever more vehement over time.     

Logboats from Bohemia and Moravia,Czech Republic

More than 40 logboats are known from the Czech Republic, and at least 20 are preserved in repositories or regional museums (seven in Moravia, 13 in Bohemia). Two further vessels remain in situ. Many logboats are known from neighbouring countries, but until recently vessels from the Czech Republic have not attracted the same research interest. Only five Czech vessels (two from Bohemia and three from Moravia) have been dated by absolute methods. Several more have been assigned tentative dates on the basis of context or close similarity to other dated vessels. This article presents a summary of current evidence. © 2009 The Author     

Prospective Future Trends in Urban–Rural Relationships Within the Territorial Agenda of the EU: A Critical Analysis of Implementation with a Special Focus on the Example of the Czech Republic

In recent years, urban–rural relationships have attracted an increasing interest for more than just the issues they represent, i.e. the growing polarization of economic growth and the ever widening disparities between cities and the countryside. Another factor includes their conceptual context that concerns—above all—the implementation of the Territorial Agenda (TA) of the EU. This paper mainly focuses on identifying the solutions of urban–rural relationships under the umbrella of the TA EU within the practical context existing in the Czech Republic. The conclusions from this paper were used as the expert basis for primary research on this issue within the framework of the Czech Presidency of the Council of the EU in 2009. The recommendations for policy-making at both the EU and the CR levels can be applied over the long-term horizon and should also be seen in the next programming period.     

Roads to Inequality: Infrastructure and Historically Grown Regional Differences in the Markham Valley,Papua New Guinea

Roads are one of the most salient symbols of development and modernity for rural citizens of Papua New Guinea (PNG). Multinational corporations, members of parliament, and villagers frequently point to roads as a key to development. However, while roads routinely improve the incomes of those connected, many of their effects are far less scrutable. Here, we examine the economic and social consequences of two roads, the Wau‐Bulolo Highway and Highlands Highway, for two villages in PNG's Morobe Province, and consider the processes that make their outcomes so different. Tracing the history of the two highways and considering a contrasting pair of case‐studies, we explore how roads simultaneously bolster income and drive interregional economic divergence. We demonstrate how the spatial and historical contexts the Highways run through, coupled with the relationships of patronage and dependence they rely on, produce contingent social outcomes and shape local ambivalence towards the outcomes of roads.     

Communicating temporalities: The Orientalist unconscious,the European migrant crisis,and the time of the Other

The paper analyses communication about the European migrant crisis in East-Central Europe, particularly in the Czech Republic, as it was happening on the Facebook platform. In discussions amongst Czechs, the collective Orientalist unconscious shapes what imaginative geographies are communicated, and how. The paper argues for a coupling of the critique of Orientalist imaginative geographies and Deleuzean critique of the pointillistic chronological time. Both, imaginative geographies and the chronological time, acknowledge difference only as the difference from the Same. In the analysed communication, imaginative geographies draw on several notions of temporality that depend on the chronological time. These are the single timeline of progress, tunnels of time, movement towards apocalypse, and repetition of the past. They transform African and Middle-Eastern imaginative geographies and understandings of people migrating from these spaces. They also compose an imaginative geography of Western Europe which collapses under the surge of migrants. It provokes an irreconcilableness between the anti-immigration and pro-migration attitudes of discussants as it leads to emplacing the other attitudinal side in the past time. Therefore, the paper calls for an ethics of the event and the need to acknowledge the heterogeneity of diverse temporalities and accidentality of a present event.     

MtDNA haplotype identification of aurochs remains originating from the Czech Republic (Central Europe)

Abstract

This study presents the results of the analysis of mtDNA bone samples morphologically determined to be aurochs (Bos primigenius) from four various archaeological finds in the Czech Republic (Central Europe). The results from two of them — the Pleistocene sample from Praha-?eporyje and the Neolithic sample from Vedrovice — probably represent contamination by modern DNA. Sequences identified in the Eneolithic Kutná Hora-Denemark site (～5 thousand BP) confirm the presence of haplogroup P in the geographically partly isolated Czech basin. This finding (the first of its kind within the Czech Republic) is consistent with other published findings showing the domination of this aurochs haplogroup line in Europe. The combination of large individual size and ‘domestic’ mtDNA suggest, if inconclusively, that the Early Medieval fourth sample from Vy?ehrad could potentially represent an aurochs/domestic cattle hybrid.