Road network optimization using heuristic and linear programming

Ghaffariyan, Mohammad Reza; Stampfer, Karl; Sessions, John; Durston, Thomas A.; Kuehmaier, M.; Kanzian, Ch.

doi:10.17221/12/2009-jfs

Cited by 8 publications

(2 citation statements)

References 6 publications

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“…(Alam et al, 2012) According to (Ahmed et al 2017) and Winn, 2014), GIS was effectively used to identify the geometric behaviour and the relationships of the considering network. Ghaffariyan (2010) proposed heuristic methods as well as liner programing methods for network optimization.…”

Section: Network Optimization Methods In Other Studiesmentioning

confidence: 99%

Systems Approach to Develop High Mobility Road Network Plan for Sri Lanka

Weththasinghe

Bandara

2021

Engineer

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Transportation between major commercial and socio economic hubs will play a vital role in the economy. Since existing road networks have developed based on historical and natural reasons and expressways also have come up with individual proposals with very little consideration on overall connectivity, a need for a systematic approach for future network development has become a necessity. This study focuses on developing a high mobility road network taking into account the possibility of upgrading existing roads as well. Since Administrative Districts and their capitals have already established and developed, 25 District Capitals were selected as the primary centers to be connected and considered as main nodes in the high mobility road network. In addition, all expressway interchanges, other major A-Class road intersections and cities with major traffic attractions were considered as nodes when defining the initial road network. During the analysis stage, development of minimum distance paths and minimum spanning tree were considered to identify bottlenecks, critical nodes and critical links. To identify the optimum network, two criteria, minimizing overall link length, maximizing network speed and achieving desired average speed levels, were considered. A methodology was developed to identify the links to be added or improved such that overall mobility level of the country is improved.

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Section: Network Optimization Methods In Other Studiesmentioning

confidence: 99%

Systems Approach to Develop High Mobility Road Network Plan for Sri Lanka

Weththasinghe

Bandara

2021

Engineer

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“…У Србији просјечна густина шумских путева износи 10,5 м ха -1(Kadović et al 2008). Просјечна отвореност шума у Аустрији износи и 45 м ха -1(Ghaffarian et al 2009;Ghaffarian et al 2010;Findeis 2016). Према томе, отвореност државних шума у Републици Српској је и до 5 пута мања него у појединим земљама окружења на које се наше шумарство традиционално наслања.…”

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Planning of forest traffic infrastructure

Petković

2023

ORUPRS

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Planning of forest traffic infrastructure is the main task in the future because of overuse of timber in the areas that near forest roads. This process is the nesseccary to prepare, support and lead by using contemporary information technology (IT). Quality of planning of forest traffic infrastructure requires analysis of larger number of criteria in order to support decission making and sustainability of the selected solutions. Forestry is the very interesting field study for using of Geographical information sysistem (GIS) because of diversity of terrain and stand conditions. GIS contains the tools for spatial and statistical analysis and its strength is in connecting different information into one whole and simple data processing. Data processing means analysis of current state of forest accessibility, planning and designing of new primary and secondary forest traffic infrastructure and analysis of achieved forest accessibility. Beside of utilization of timber, comperhansive planning of forest traffic infrastructure should be taken into account the interes of stakeholders from medicine, sport, turism, ecology and protection of cultural and historical heritage. Their needs and requairements are necessary to evaluate and used the results of questioning of stackeholders for final decision making. Optimal primary forest accessibility should be from 20 to 30 m/ha from the point of forest management intensity, terrain conditions etc. The optimal secondary forest accessibility could be considered excellent relative secondary forest accessibility what means 90% of compartment area is accessible for double winching distance arround secondary traffic infrastructure. These aimed forest accessiblities could be achived by designing of new primary and secondary forest traffic infrastructure in the field by contemporary tools based on ultrasonic and laser technology like Vertex Laser Geo and in office by softwares for forest road designing like RoadEng. At the end it is necessary to take into account economic analysis of planning and designing of forest traffic infrastructures.

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