International cooperation and technology transfer

Fras, Mojca Kosmatin

Bibliographic data

Monograph

Persistent identifier:: 856490555

Author:: Fras, Mojca Kosmatin

Title:: International cooperation and technology transfer

Sub title:: Ljubljana, Slovenia, February 2 - 5, 2000 : proceedings of the workshop

Scope:: VI, 163 Seiten

Year of publication:: 2000

Place of publication:: London

Publisher of the original:: RICS Books

Identifier (digital):: 856490555

Illustration:: Illustrationen, Diagramme

Language:: English

Usage licence:: Attribution 4.0 International (CC BY 4.0)

Publisher of the digital copy:: Technische Informationsbibliothek Hannover

Place of publication of the digital copy:: Hannover

Year of publication of the original:: 2016

Document type:: Monograph

Collection:: Earth sciences

Chapter

Title:: G.P.S. AND G.I.S. FOR REALIZATION AND GOVERNMENT OF ROAD CADASTRE. Giuseppe Mussumeci

Document type:: Monograph

Structure type:: Chapter

128 The database of this network is numeric and must be found and elaborated in a graphic form so as to be the same as that of the existing cartographic Road cadastre, which remains linked to the national geodetic network, with a precision relative to its scale (generally the scales are large, 1:2000 or 1:1000). The basic cartographic structure of the Road cadastre is thus made up of the network of the road axes and the cadastral maps inserted in the national geodetic network. The maximum error that is tolerated depends on the involved elements and the need that it be the same as a map, by means of a numeric database plot. Each road will be qualified by means of a series of attributes that integrate the simple geometric information and that are defined in the deign phase of the G.I.S. project, also based on the nominal scale. For dual-carriage-ways it is necessary to memorize the center-line of each carriage-way, in order to have correct information on the plano-altimetric trend. It is also necessary that the cartographic production respects some conditions that are particularly useful for the finality of the information system. First of all, the roads that connect and cross built-up areas must always be extended inside the same, so that the axes are not continuous. At the intersection of each road with the outskirts of the built-up area a node will be identified that will allow the road to be assigned an attribute of urban or extra- urban. Inside the urban areas, with the exception of the case in which the G.I.S. is specifically orientated for the maintenance of the road network (survey scale > 1:2000), it is sufficient to show only the fundamental roads (of the eventual motorways that cross urban areas), guaranteeing, however, the continuity of the road network, that is the presence of a connection between all the roads of the urban area. The element lists to be memorized in the cartographic supports of the G.I.S. must be compiled with regard to the information systems scale. On a large scale (1:1000-1:2000) certainly some elements (e.g. guard rail, new jersey, horizontal signs, etc.) can be excessive and not coherent for the level of detail of lesser scales. In any case the designer of the G.I.S. will define the nominal scale for the cartographic representation and its Information content. Particular attention should be given to the intersections, which must always be identified with a network node and described by an attribute that defines the characteristics. For the greater scale, from 1:2000 up, which are ideal for the realization by G.I.S. aimed essentially at the problem of maintenance, it is useful to extend the concept of area also to the roads, normally linear. This is a significative evolution of the information level of numeric cartography, which, associated to the road stretch represented by the attribute “aerial development ”, other than the traditional “linear development”, gives a further important contribution to the knowledge of the infrastructure. Naturally, there must be no solutions of continuity in correspondence to intersections, bridges, tunnels, or other works or infrastructures that border the road, such as buildings, walls, special areas, etc. In the memorization and representation of the road network, finally, we must remember that the viability areas are complementary to the definition of the areas of the urban districts in the same way as they interface with the hydrographic network. The representation of the road network must be in keeping with that of the hydrographic area and urban areas, in such a way that the map offers no continuity solutions. Other than the increase of the specific information level “communication”, the production of maps should guarantee complete and detailed information on the “border conditions” of the road system, by means of the memorization of all the elements that are useful for the definition of the interferences and correlations between the territory and road system. The territorial elements to be memorized are defined in the deign phase of G.I.S. and required by the company who will produce the maps with specially designed regulations. It is a good general rule that the memorization takes place at the same time as the “restitution”, immediately associating to every recognized element its respective code. The elements are generally subdivided, other than for territorial sectors, in relation to the code system, which can be divided into the following three groups: • homogeneous linear elements, represented by a polygon and identified by means of an alphanumeric code that defines the type; • linear elements that border areas having different characteristics, which can be defined by means of the composition of the identification codes of the areas; • point elements, represented by points or symbols anchored to points, defined by a code that defines the type. The border elements, of course, are those that need a code that is more articulate and complex, which, on the other hand, corresponds to a greater information content. It is first necessary that the border linear elements are orientated, in a way that defines the area to the right and left. Furthermore, the areas must be described from the topological point of view (e.g. “asphalt surface ”, “pavement”, ....) and from their spatial collocation (“in a tunnel”, “on a viaduct”, etc.). Each area, therefore, will be defined by means of an alphanumeric code that clearly indicates the typology and collocation; every border linear element will, instead, be defined by means of a composite code, with a pre-established succession, of the two identification codes of the border areas.

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