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Günümüzde modern ölçme sistemleri arasında yer alan İnsansız Hava Araçları (İHA)’ lar, son zamanlarda birçok kulanım alanları olduğu gibi karayolu projelerinde de kullanılmaktadır. Karayolu projelerinde, proje güzergahı yatay (aliyman-kurb) ve düşey (profil-boykesit) hatlarının geometrik elemanlarının hesaplanması ve sonrasında toprak hareketi olarak da ifade edilen kazı dolgu miktarlarının (kübaj) belirlenmesi, proje altlığı olan sayısal hâlihazır haritaların doğruluğu ve hassasiyeti ile doğrudan ilişkilidir. Bu çalışmada İnsansız Hava Aracı ile elde edilen verilerden karayolu projelerine altlık olan güzergah haritalarının (şeritvari) yapımına yönelik bir araştırma yapılmıştır. Çalışma alanı olarak Karayolları 5.Bölge Müdürlüğü yol ağında bulunan Mersin-Fındıkpınarı İl Yolu proje güzergahının yaklaşık 2 km lik bir kesimi kullanılmıştır. Çalışma alanında belirlenen güzergahın yaklaşık 100 m sağ ve 100 m solunda 200 m genişliğinde bir koridorda önceden belirlenen uçuş planı doğrultusunda İHA ile 195 m yükseklikte %70 enine, %85 boyuna bindirmeli görüntüler alınmıştır. Bu görüntülerin fotogrametri teknikleriyle değerlendirilmesi sonucu belirlenen koridorun Sayısal Arazi Modeli ve Güzergah Haritası üretilmiştir. Çalışma alanın önceden yersel yöntemle elde edilen yüksek doğruluklu 1/1000 ölçekli halihazır haritası ile İHA fotogrametri yöntemi ile üretilen halihazır haritası arasında belirlenen ortak bir alanda örnek karayolu projesi uygulaması ile hacim hesabı yapılmış olup çalıma alanı içerisinde farklı iki alanda kesit kontrolü yapılarak her iki yöntemle üretilen SAM (Sayısal Arazi Modeli) karşılaştırılmıştır. Ayrıca referans olarak kullanılan YKN‘na ilave olarak sahada detay noktaları koordinatları RTK GPS tekniği ile ölçülerek üretilen ortofoto haritanın konum doğruluğu ve iki yöntem arasında yaklaşık maliyet karşılaştırması yapılmıştır., Unmanned aerial vehicles, which were used only for military and surveillance purposes in the beginning, have started to find a place for themselves in engineering applications, scientific studies and civilian uses with the decrease in costs and increase in accessibility with the developing technology in recent years. Unmanned aerial vehicles developed for non-military uses are frequently used in areas such as agriculture, mining, construction, natural disaster monitoring, meteorology, archeology, especially cartography. Unmanned aerial vehicles have various active or passive sensors to collect data from these areas, and they can obtain high-accuracy data with these sensors. It can produce low-cost, sensitive, fast and analytical solutions compared to manned aircraft or satellite images. Within the scope of this study, the use of unmanned aerial vehicles in various fields and the sensors they carry will be emphasized. Also, future prospects of unmanned aerial vehicle applications will be presented.

International audience; Bourgeois M., Sahraoui Y.: Modelling in the context of an environmental mobilisation: a graph-based approach for assessing the landscape ecological impacts of a highway project. Ekológia The construction of highways leads to several environmental and landscape impacts, including the fragmentation of natural habitats for many animal species. Highway projects are therefore generally accompanied by mobilisations from the inhabitants of the areas concerned and environmental associations. This work aims to model the potential impacts of a highway project in France on ecological networks and to study the reception of the results by the opponents of this project. We have adopted a three-step approach. First, a land-cover map of the study area was produced at a fine scale of 10 m resolution. Second, we developed a multi-species approach by defining fifteen species groups representative of different habitats of our study area. Third, the design of landscape graphs and the resulting calculation of connectivity metrics allowed mapping the impact of the highway on multi-species ecological connectivity. Reflexive feedback from comments on these results by the public during a mobilisation day against the highway project allows assessment of the relevance of such a modelling approach in this context.

A major role of cost model is to ensure that the resource being handled is maintainable, functional and secure. The last decade has shown that attention to the idea of cost model added value to accomplish this management. In the context of cost model research and practice, the purpose of this paper is to identify, compare and describe the different cost models and investigate their value parameters. A systematic literature review of various publications has been followed in order to categorize the different theoretical models and to analyze the key quality parameters in the cost model. The established eight theoretical models were described in the sense of cost and the variant research projects and structures have taken into account very diverse parameters. In cost models, this analysis organizes 11-various quality parameters into four relevant headings: individuals, system and material, economy and social. Among all value parameters, cost reduction and customer satisfaction, followed by efficiency, are the most prioritized value parameters. This paper results provide a sound basis and realistic interpretation of future research to harmonize the definition of cost model added value as it is based solely on literature review.

State highway agencies (SHAs) are tasked with providing short- to long-term plans for developing and maintaining transportation infrastructure. In line with this task, often multiple functional groups in SHAs are responsible for allocating funds from multiple categories to a range of infrastructure assets on the same network—a situation that demands highly effective platforms for collaboration. However, the use of heterogeneous information systems challenges efforts to perform a spatial-temporal analysis of candidate projects proposed by these functional groups. To address this challenge, this paper proposes an integrated framework to improve the collaborative planning of highway projects by SHAs. The major steps in the framework include budgeting, identifying and integrating candidate projects, performing a spatial conflict analysis, classifying conflicts, and developing a response action. These steps are repeated iteratively until there are no unplanned spatial conflicts in the final program or scenario. The proposed framework was implemented by developing a tool in a spreadsheet environment via Visual Basic programming. The developed tool was first validated via a Charrette test involving ten participants with a total of close to forty years of project management experience in cross-functional organizations. The second phase of validation involved feedback from six agency experts after case demonstration involving 340 highway projects. This study contributes to the body of knowledge by providing an integrated platform for different functional groups in SHAs to collaborate more effectively.

The BIM (Building Information Modeling) approach potential in the civil engineering field opened novel scenarios in the design idea concept, from planning to executive and constructive phases. The related advantages are numerous and not only limited to a real-time interaction among the involved subjects, that can actually operate in an optimized 3D shared environment. Owing to the sharing information philosophy and to the features of various "smart objects" combined in the project, this innovation reduces potential errors and increases the effectiveness of the design solution in terms of both functionality and cost. Despite these advantages, the highway alignment design problem remains very complicated and not easy to solve without appropriate supporting tools. In recent years, several efforts have been spent in defining highway optimization procedures for helping designers in the selection of an optimal solution in compliance with numerous different constraints. Introducing these procedures in a BIM environment may represent a crucial step in the improvement of the highway design procedures, exploiting the full representation and modelling potential of the approach. In this paper, the authors present the advantages of a 3D highway alignment optimization algorithm, based on the Particle Swarm Optimization method, and its possible implementation in a BIM platform. A proper I-BIM environment can exploit the potential of the alignment optimization algorithms, simplifying the analysis of the different solutions, the final representation and the eventual manual modifications.

Karayollarının projelendirmesi uzun ve zahmetli bir sürecin sonunda gerçekleşmektedir. Arazi ölçümlerinden, yarma ve dolgu hacimlerine ulaşılmasına kadar yorucu ve zaman alıcı çalışmaların yapılması gerekmektedir. Bu çalışmada karayolu projelendirmesinin en baştan en sona kadar sanal ortamda yapılmasının imkânları üzerinde durulmaktadır. Öncelikle arazinin ölçülmesi, topoğrafik noktaların alınması ve eşyükselti eğrilerinin oluşturulması gibi işlemlerin gerçekleşmesi Google Earth ve Global Mapper programları ile sağlanmaktadır. Arazinin tespit edilmesi ve karayolunun yapılacağı koridorun kot değerlerinin bulunması Google Earth programı ile yapılmaktadır. Elde edilen .kmz uzantılı dosya Global Mapper programında açılarak Autocad programının alabileceği .dem uzantılı dosya haline getirilmektedir. Daha sonra Auotcad Civil 3D programı ile üçgenleme ve tekrar eşyükselti eğrileri oluşturularak proje çözümüne devam edilmektedir. Güzergâhın oluşturulması, boy profilinin çizilmesi, enkesitlerin meydana getirilmesi ve dolgu ve yarma hacimlerine ulaşılması gibi işlemler yine Autocad Civil 3D programında yapılmaktadır. Benzer olarak Netcad programı ile üçgenlemeden dolgu ve yarma hacimlerine kadar bütün işlemler gerçekleştirilmektedir. Böylece karayolu projesinde, arazi işlemlerinden paftalamaya kadar geçen bütün süreç sanal ortamda bilgisayar programları ile yapılmaktadır., The design of the highways is realized at the end of a long and laborious process. From land surveying to reaching cuting and filling volumes, tiring and time-consuming studies are required. In this study, the possibilities of making the highway Project in virtual environment from the beginning to the end are emphasized. First of all, the land surveying, topographic points and the creation of contour lines, such as the creation of transactions such as Google Earth and Global Mapper programsa re provided. The determination of the land and the elevation of the corridor of the highway will be done by Google Earth. The .kmz file can be opened in the Global Mapper program, which can be imported into the .dem file. Then Autcad Civil 3D prpgram with triangulation and repeat contour lines are created to contione the project solution. The process of creating the cuting volumes are done in the Autocad Civil 3D program. Similarly, all operations from triangulation to filiing and cuting volumes are carried out with Netcad program. Thus, in the highway Project, the whole process from land surveying to plan-profil is done by computer programs in a virtual environment.

International Transaction Journal of Engineering, Management, & Applied Sciences & Technologies, 8, 1, 1-ธ.ค.

Although many studies consider the spatial pattern of manufacturing plants in developing countries, the role of services as a driver of urbanization and structural transformation is still not well understood. Using establishment level data from India, this paper helps narrow this gap by comparing and contrasting the spatial development of services with that in manufacturing. The study during the 2001-2010 period suggests that (i) services are more urbanized than manufacturing and are moving toward the urban and, by contrast, the organized manufacturing sector is moving away from urban cores to the rural periphery; (ii) manufacturing and services activities are highly correlated in spatial terms and exhibit a high degree of concentration in just a few states and industries; (iii) manufacturing in urban districts has a stronger tendency to locate closer to larger cities relative to services activity; (iv) infrastructure has a significant effect on manufacturing output, while human capital matters more for services activity; and lastly, (v) technology penetration, measured by the penetration of the Internet, is more strongly associated with services than manufacturing. Similar results hold when growth in activity is measured over the study period rather than levels. Manufacturing and services do not appear to crowd each other out of local areas.

A practical project is used in an engineering surveying course to expose sophomore and junior civil engineering students to several important issues related to the use of basic principles of land surveying. The project, which is the design of a two-lane rural highway to connect between two arbitrary points, requires students to draw the profile of the proposed highway along with the existing ground level. Areas of all cross-sections are then computed to enable quantity computations between them. Lastly, Mass-Haul Diagram is drawn with all important parts and features shown on it for clarity. At the beginning, students faced challenges getting started on the project. They had to spend time and effort thinking of the best way to proceed and how the work would flow. It was even more challenging when they had to visualize images of cut, fill and mixed cross sections in three dimensions before they can draw them to complete the necessary computations. These difficulties were then somewhat overcome with the help of the instructor and thorough discussions among team members and/or between different teams. The method of assessment used in this study was a well-prepared-end-of-semester questionnaire distributed to students after the completion of the project and the final exam. The survey contained a wide spectrum of questions from students' learning experience when this course development was implemented to students' satisfaction of the class instructions provided to them and the instructor's competency in presenting the material and helping with the project. It also covered the adequacy of the project to show a sample of a real-life civil engineering application and if there is any excitement added by implementing this idea. At the end of the questionnaire, students had the chance to provide their constructive comments and suggestions for future improvements of the land surveying course. Outcomes will be presented graphically and in a tabular format. Graphs provide visual explanation of the results and tables, on the other hand, summarize numerical values for each student along with some descriptive statistics, such as the mean, standard deviation, and coefficient of variation for each student and each question as well. In addition to gaining experience in teamwork, communications, and customer relations, students felt the benefit of assigning such a project. They noticed the beauty of the practical side of civil engineering work and how theories are utilized in real-life engineering applications. It was even recommended by students that such a project be exercised every time this course is offered so future students can have the same learning opportunity they had., {"references":["Abdullah, H., www.just.edu.jo, Jordan University of Science and Technology webpage, P.O.Box 3030, Irbid 22110, Jordan, 2015","Khasawneh, M. A., \"Using DARWin 3.1 in Undergraduate Pavement Design Courses\", 120th ASEE Annual Conference and Exposition, Atlanta, Georgia, June 2013.","www.abet.org, Accreditation Bureau for Engineering and Technology webpage, ABET, 415 North Charles Street, Baltimore, MD 21201, 2015","Blank, S., \"Undergraduate Research Projects as a Teaching and Learning Device\", Western Journal of Agricultural Economics, 1982.","Healey, M., Lannin, L., Stibbe, Arran., and Derounian, J., \"Developing and enhancing undergraduate final-year projects and dissertations\", A National Teaching Fellowship Scheme project publication, The Higher Education Academy, July 2013","Chang. H., \"Turning an undergraduate class into a professional research community\", teaching in Higher Education, Vol. 10, No. 3, July 2005, pp. 387-394","Chalmers. D., \"A review of Australian and international quality systems and indicators of learning and teaching\", Carrick Institute for Learning and Teaching in Higher Education, Australia, 2007","Hénard. F., and Roseveare. D., \"Fostering Quality Teaching in Higher Education: Policies and Practices\", Institutional Management in Higher Education (IMHE), September 2012"]}

The concession pricing is one of the most important issues during the negotiation period of PPP contracts. Pricing should vary in accordance with risks assumed by the private sector and embody equitable risk sharing between the government and the private sector to lower the minimum feasible concession price and ensure effective risk management. In this study, a general concession pricing model is developed through cost-benefit analysis from the perspective of the private sector. The model integrates project risk variables, price parameters, and other financial elements into a concession pricing formula based on cash flow table. Meanwhile, to cope with the occurrence of unforeseeable losses triggered by risk factors, such as interest rate fluctuation, inflation, traffic volume change, etc., a price adjustment mechanism is established to adjust the initial price and ensure the project's financial viability. The concession pricing model and adjustment mechanism allow the government and the private sector to reach a consensus on the tariff scheme of a PPP project. It is believed that the model is beneficial to create a “win-win” situation for both the government and the private sector. First Publish Online: 19 Jun 2012

Romania faces today the critical need to enhance the coordination of public investment programs and projects in order to ‘do more with less,’ maximizing development impact given limited financial resources available. In this context, ‘value for money’ is the key guiding principle of public investments, making this final report is both critically important and timely. Romania’s preparations for the 2014-2020 EU programming period are in full swing, with multiple operational programs recently approved. In parallel, the Government is working on revamping instruments financed entirely from the state budget. The core focus is on the National Local Development Program (PNDL), the main state-budget-funded investment program for local infrastructure development, though findings and recommendations may be extrapolated to other state-budget-funded instruments (e.g., the Environment Fund) and, indeed, as decentralization and regionalization may evolve in the future, subnational governments may also apply the lessons of this work. The main goal of this work is to recommend and facilitate the adoption of prioritization and selection criteria that enhance coordination at the level of infrastructure programs and the projects they finance.

This policy note describes the state of transport and logistics in Georgia, carries out a needs assessment and identifies the main areas for improvements.The purpose of this policy note is to develop a common understanding between the Government of Georgia (GoG) and its partners of the institutional and physical challenges which face the transport and logistics sector, and of a strategy for meeting these challenges in the medium-term. The policy note identifies the key strategic directions and actions which will enable the sector to grow and improve. It intends to help the Bank and the development partners to engage with the GoG in dialogue on the critical bottlenecks and to provide the Government with advice based on the Bank’s international experience. The strategic directions outlined in this policy note require institutional reforms. This is inevitably a long term process but one which will gradually improve Georgia’s Logistics Performance Index ranking and its trade and competiveness.

Les méthodes traditionnellement utilisées pour comparer des variantes lors de la réalisation d'une étude d'impacts posent toutes le problème de l'agrégation des évaluations. Par ailleurs, les acteurs sociaux questionnent la transparence des méthodes et le nombre restreint d'options véritables analysées. Pour pallier ces carences et éviter les controverses, une approche multicritère d'aide à la décision a été conçue et appliquée à un projet ayant déjà fait l'objet de la procédure traditionnelle d'étude d'impacts et de médiation environnementale. L'accent a été mis sur l'élargissement des options à partir d'une analyse des enjeux soulevés par les acteurs et sur une procédure itérative d'agrégation des critères de performance, utilisant la méthode ELECTRE III d'aide multicritère à la décision. Cette méthode tient compte des systèmes de valeurs des acteurs (pondération des critères, seuils de préférence). Le cas étudié est celui du prolongement de l'autoroute 30 entre les autoroutes 10 et 20 dans la région de Montréal (Québec, Canada)., Current methods used to compare project options in impact assessment studies raise the problem of evaluation aggregation. Moreover, stakeholders question the transparency of these methods and the limited number of true options analyzed. To avoid these deficiencies and related controversies, a multicriteria decision aid approach has been designed and applied to an actual project already submitted to the current environmental impact procedure (impact assessment study and environmental mediation). Emphasis has been put on the broadening of the options based on the analysis of issues raised by the stakeholders, and on an iterative aggregation procedure of evaluation criteria, using the multicriteria decision aid method ELECTRE III. Furthermore, this method considers the stakeholders value System (weighted criteria and preference thresholds). The case study is the prolongation of the highway 30, between highways 10 and 20 in the Montréal region (Québec, Canada).

This issue includes the following headings: finding the right broadband public-private partnership (PPP): whats key for emerging economies?; reform has its rewards: telecom takes off in Myanmar; e-gov excellence: models from Colombia, Ghana, India, and Portugal; know what you know: creating a government technology strategy; and closing the gap: Facebook and intel connect the unconnected.

Every year, nearly 1.3 million people worldwide are killed in road crashes, which have become the leading cause of death among people between the ages of fifteen and twenty-nine. More than 90 percent of the world s road fatalities occur in developing countries, and half of the accident victims are pedestrians, cyclists, and motorcyclists. Road accidents disproportionately affect the poor, making road safety an economic development issue. Many crash victims are of working age, and their death or serious injury too frequently leaves their dependents destitute. Governments in poorer countries have assumed they cannot act to reduce death rates until they are wealthier. However, many of today s road safety measures can be implemented relatively inexpensively to reduce death rates, if managed correctly. The United Nations (UN) invited the World Health Organization (WHO) to coordinate a drive to improve road safety globally. It also proclaimed a decade of action for road safety (2011 2020) to stabilize and then reduce the level of traffic fatalities and serious injuries around the world. More than 100 countries as well as multilateral development banks, including the World Bank, support the interventions. The Independent Evaluation Group (IEG) is aware of the rapidly worsening road safety situation in the developing world and efforts by the Bank's transport sector to encourage the use of best practices in road projects. This study, a pioneering learning product created by IEG in cooperation with transport operational staff and the Bank s Global Road Safety Facility (GRSF), aims to provide useful knowledge to Bank operational staff involved with road safety, to support Bank and client countries in fine tuning their road safety strategies and practices, and to support the acceleration of the Bank s operational road safety agenda.

This issue of the Handshake, IFCs quarterly journal on public-private partnerships, contains the following topics of interest: weighing the options: burn or bury?; waste and climate: supporting governments; community engagement: integrating Indias informal sector; an interview with the director of the documentary Trashed; and bonus: podcast with 2013 CNN hero on community cleanups.

This issue includes the following headings: donors: aid versus trade; investment: seeking strong partners; power: hydro heats up; water: sanitation solutions; and first person: African Development Bank President

Azerbaijan is a secular, majority-Shiite, oil and gas-rich country whose per-capita income quadrupled in real terms during the period 2004-10. While rising incomes have reduced poverty, steps towards a more secure, diversified economy are held back by a public sector that rests on vested interests, patronage-based incentive structures, and ingrained patterns of behavior that include significant rent extraction, particularly from the non-oil economy, with minimal checks and balances from Parliament, the private sector, and civil society. Bank engagement in Azerbaijan at the country level focused on areas which had government support. Some modest results have been achieved, even though in many cases modern laws and practices were adopted without adequate plans for implementation. At the project level, the Bank has supported the strengthening of project implementation units (PIUs) and tools for monitoring, and governance and institutional filters have signaled that Governance and Anticorruption (GAC) processes need to be embedded in the Bank projects. At the sector level, the Bank's work was highly relevant in supporting oil revenue transparency, primary education, roads, and the development of safeguards. It was substantially relevant in public financial management, and private sector development and procurement. Bank engagement was moderately relevant in decentralization, civil service reform, and accountability institutions.

The World Bank financed the Gujarat State Highway Project (GSHP) during 2001-07. The project development objective was to enhance the capacity of the Government of Gujarat (GOG) for effective and efficient planning and management of road infrastructure, while concurrently maximizing existing road infrastructure asset productivity through priority investments and increased maintenance funding. The project not only achieved its objective and targets successfully, but also was implemented with a significant cost reduction (about 23 percent). The GSHP resulted in a reduction in the backlog of major maintenance and an improved network to meet rapidly growing transport demand in the state. The project had the unique distinction of no contract disputes, a rarity among the highway development projects in India. The project also set best practices in developing and managing a very comprehensive asset management system, state of the art quality assurance framework and a very comprehensive training and capacity building program. The annual road sector allocation has grown from USD 30 million in 1995-1996 to an impressive USD 610 million in 2010-11, currently the second largest among all the Indian states. This study attempts to identify the key elements of the Gujarat road sector reforms and explores whether and, if so, how such reforms can be replicated across other Indian states and possibly even in other countries in the region.

In China, road had been developed with fiscal budget until 1988. From then on highway projects were allowed to be built via the use of loan by state corporations. Although foreign companies are permitted to invest in highway projects since 1995 and domestic private companies are also encouraged to fund for highway projects since 2001, most of highway projects in China have been developed and managed by state corporations. In practice, problems occurred in many highway projects financed by state corporations. The paper explored and classified these problems by case studies. These problems mainly focuses on defective project planning and improper government intervention, which include: inaccurate traffic volume forecast and premature construction, lack of reasonable toll pricing and adjustment mechanism, lack of planning of reasonable toll duration, excessive government obligation, lack of strict financial supervision of toll revenue, lack of effective administrative supervision, direct authorization of concession right to state company and inexperience of regulation on concessionary projects. The investigation revealed that the basic reason of these highway projects lies on the imperfect current administration system of highway projects in China, i.e., the executive and supervisory of development and operation of highway projects has not been separated clearly. Therefore, the authors propose that the imperfect legal framework shall be also amended and the government shall separate the affiliation between the competent highway authorities and state highway corporation.