Determination of the level of completeness8 of the lJeterininaUOll network for: the level of development of the network. Classification of regions according to the distance from the regional center Level of completeness of the network by region.
SIGNIFICANCE OF ~HE STUDY
The degree of accessibility of the places connected by the network is of great importance in highway and regional planning. The degree of completeness of a network refers to the state of connectivity of the nodes in the network.
CHA?TER II
EVOLUTION OF HIGHWAY TRANSPORTATION IN BANGLADESH
- DETERMINATION , OF THE NETWORK
- REGIONALISATION O? THE NETWORK
- DETERMINATION OF ACCESSIBLITY OF NODES
- DETERMINATION OF THE DEGREE OF COMPLETENESS OF THE NETWORK
That . the overall spatial pattern of the network was determined by measuring the alpha {«,) and 1 (Gamma (r) indices WhlCh eIre defined as follows. The level of net"lOrk development was determined on the basis of the degree of accessibility of the nodes, degree of completeness of.
THE ANALYSIS OF HIGHWAY NETWORK OF BANGLADESH
ANALYSIS OF HIGHWAY NETWORK OF BANGLADESH
-85) is the standardization and classification of all roads according to traffic volume and socio-economic directives. National Highways: Roads connecting the national capital with divisional and old district headquarters, port cities and international hHJhways, (RHO, 19891. However, the M~inamati - Dr~hrnanbaria - Sarail link is considered a national highway as a branch of the highway national N-l (RHD, 1989), which does not comply with the definition.
Naturally, the nodes that are closer to the focal node are easier to reach in terms of travel. The same concept was used to measure the accessibility of the interchanges of Bangladesh's highway network. There are resistances to movement and because these vary spatially, the effects must be taken into account in addition to the actual distance.
This study measured the accessibility of places with passenger bus travel from the point of view of the physical barriers.
THE ACCESSIBILITY OF THE NODES IN THE NATIONAL CONTEXT 22
PCnCEN'PHAGE C011POSITION OF !,EI,G'fll ADDED 'FO TILE ACTOJILL LENGTH OF ',"HE NA'l'IONAL llIGlliiAYS. PERCENT'PHAGE COMPOSITION OF DISTANT ADDED 'FOR THE AC'FUEL CANTAL DISTANCE FROM TO 'rHE N {I.'i'IONi\LLY Figure 4.3 shows that there is a significant amount of additional impedance due to ferry crossings to account for the availability of the ?laces in western Bangladesh.
From the point of view of the achieved vehicle speeds on motorway junctions, the state of national roads is shown in table 4.2. State of the Nation~l Highways against lmpedencc due to reduced vehicle travel speed On links. Proportion of additional length due to slower speed on links to ~actual length in ,:>=rcentage.
Therefore, the speed of the connection turns out to be the most important factor to determine the accessibility of the countries in the national context.
THE ACCESSIBILITY OF NODES IN THE DIVISIONAL CONTEXT
WQS assumed that the old county seat was the central point of regional traffic. The accessibility of a region is measured in terms of the average virtual distance of the regional center from other nodes of the region and from the 8 regional centers of adjacent regions. He said, the regional centers which are more centrally located in relation to other nodes.
The path-graph network configurations and the remote location of nodes contributed to lower availability; as in Region-15 and Region-1. Chitta gong Clty is central to the other hubs in the region, still due to the remote location of other hubs. In this region, accessibility is poor. Region-l. The lower accessibility of Region-9, where Camilla city is the regional center 15, also due to its remote location from other hubs and adjacent regional centers.
DEGREE OF COMPLETENESS OF TUE HIGHWAY NETWORK
The public policy that guides the development of the highway network has given priority to the expansion of the network, although in some cases the works for improvement are continuing. There are 38 nodes and 43 links in the network where there are six districts5 in the network and they are located in and around the central part of Bangladesh, the rest of the network configurations are paths and trees, ie. removing any connection can break the network. All nodes of this part of the network have exceptional access to each other, therefore, are less vulnerable to the elimination of llnks from the point of view of network disruption.
In the regional context, since only Rcgion-8 has circuits in the network, the Gamma index can therefore better tell the relative network connectivity by regions. Therefore, the value of Gamma index can be considered to compare the degree of completeness of the network between different regions. Next Table 4.5 presents the degree of completeness of the network by regions according to Gamma index. The level of network development by regions was determined based on accessibility of the region, degree of completeness of the network of that region, and the network density in that region in relation to effective land area, that is excluding rivers and forests where it was logical. .score of the factors considered were added together to make the network development score according to rcgi,ons.
High network density, very high score of degree of network completeness and relatively good accessibility placed Region-6 in the top category "lith Region-S. Higher network density and presence of a circuit in the network contributed to the placement of Region_8 in the second category , where Dhaka city is the regional center.
DISCUSSIONS ON THE FINDINGS OF ~HE RESEARCH
The lower speed may be due to adverse volume/capacity side effects along highways or may be due to poor pavement conditions. One thing to note here is that road width is mostly 5.49 meters towards Dhaka while it varies from 3.66 meters to 3.96 meters towards Tetulia (RHD, 1989). On the other hand, the road standard is the same (5.49 meters) from Dhaka to Mymensingh and Dhaka to Tangail, but the driving speed is much lower on the Dhaka-Tangail route.
But in the regional context where distances are shorter, the impedance due to transshipments and ferry crossings is important. In the divisional context, the location of the central node is not central in most cases. Even in the regional context, where the central point of the network is centrally located, higher accessibility scores are achieved.
DEGREE OF COMPLETENESS OF THE HIGHW~Y NETWORK
As shown in Figure 5.1, the aforementioned improvements can bring approximately sixty-six percent of nodes into a more integrated network, where with just one more connection, all nodes can have alternative access. The Rangamati-Khagrachhari and Rangamati-Bandarban links will provide two circuits in the regional road network. Sometimes improving the connecting roads can provide a better road network, such as the Faridpur-Boalmari-Gopalgonj link. can provide two circuits in the regional network after the completion of the Dhaka-~awa-Khulna highway.
But network improvement can be highly dependent on the location of existing links and hubs. Therefore, it is necessary to recognize that there are limitations in the development of the highway network, and efforts should be expanded to find a complementary intermodal network system where necessary.
LEVELS OF HIGHWAY NETWORK DEVELOPMENT BY REGIONS
By building new links, the problem of low network density and lack of circuits in the network bc can be solved. The facts revealed that the central location of the focal node and higher walking speed on the links can make a region more accessible as in Recjlon-S, if the nodes are not very far. In Region_3, the network remained highly incomplete due to a lack of links and the network density was found to be very low.
Furthermore, the premise of five ferry crossings made the accessibility of the area also very low and the accessibility from Barguna in Bhola was not considered. From a highway transportation standpoint, the following improvements must be made in 34;'ati-Band"rbLln links to form cirClllter in the network and provide direct connections.
Region-3: Construction of the link to connect Bargun, and improvement of the existing links by widening, bridging and interdiction of lateral disturbances.
SUMMARY, CONCLUSION AND RECOMMENDATIONS
SUMMARY, CONCLUSION AND SUGGESTIONS
Recent studies and statistics show that road traffic is increasingly gaining its share in the total traffic flow. In this situation, this study tries to reveal the view of muCrO on the highway network of Bangladesh and thereby provide some clues on how and where to improve the highway network. It turns out that the speed of the vehicles on the links is the most important factor for accessibility.
Within the national context, the effect of transshipments and ferry crossings was found to be less important, but in the regional context it contributed. The national network of highways of Bangladesh is quite poor from the point of view of connectivity. Still, few improvements can connect sixty-six percent of the nodes with less vulnerable network, where there will be an alternative “access to every node of that part of the network.
The calculation of the level of development of the network by region showed the development of the highway network spatially in a regional context.
CONCLUSION
But in the Bangladeshi context, highways have to serve dual purpose of providing access to the rural roads and connecting different villages. For this reason, travel on the highways is hindered, much because of slower speeds. In the regional context, ferries and transhipments are also important as impediment to travel due to shorter distance is less.
The core of Bangladesh's highway network is less vulnerable with circuits to provide alternative connections. A few network improvements can make much of the network less vulnerable. networks according to development stages, asking whether there are differences in network development.
With the increase in time costs, there will be a demand for a faster and economical way of traveling.
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