Cadastral maps are an important component of land administration in most countries. In virtually all developed countries, the needs of computerized land and geographic information systems (LIS/GIS) has given urgent impetus to computerizing cadastral maps and creating digital cadastral data bases (DCDB). This process is creating many institutional, legal, technical and administrative problems. This desire to establish DCDBs is being given increased impetus due to a new range of enabling technologies such as satellite position fixing (GPS), improved spatial data collection techniques such as digital theodolites and "soft copy" photogrammetry, as well as a vast range of new information and communications technological tools, thus contributing to the advancement and keep up with the great countries. This paper presents the problem of cadastral maps. The hitherto existing cadastre, consisting of paper maps and land registers, is now becoming insufficient. Its shortcomings force developments leading to its improvement. One of the ways is the creation of a Land Information System. A digital cadastral map is the main component of this system. The structure and information content of the map is presented, its differences from analogue maps are shown, and the process of map creation is described. A digital cadastral map can be the basis for additional thematic layers, successively converting it into a complex system for management of administrative units.
Traffic engineers frequently are engaged in evaluating the performance of different facilities of the highway system. The facility in this project includes freeway section. In design of a freeway, a forecast demand volume is used with known design standards for geometric features and a desired level of service to compute the number of lanes required for the freeway section in question. The design application is straight forward for each usage, but trial-and- error operation analysis may be required to evaluate alternative design. Design requires a detailed traffic forecast, including volumes, peaking characteristics, traffic composition, and specifics of vertical and horizontal alignment for the section under study. The aim of this paper is the design analysis of a freeway with a heavy recreational vehicles. This analysis involves the consideration of three examples of freeways. Given known geometric roadway conditions and projected traffic conditions , the design analysis yields an estimation of the number of lanes and of the speed and density of the traffic stream. This paper has described the procedure for determining the number of lanes of freeway basic sections as presented in the Highway Capacity Manual (HCM, 2000) and HCS2000 software.
ABSTRACTAn operational analysis is an analytic evaluation of operation on an existing freeway ramps. In this case, all traffic and roadway conditions must be specified. The output of operational analysis is an estimate of the level of service for the ramp in question and of the approximate speed and density at which the traffic stream operations.A ramp is length of roadway providing an exclusive connection between two highway facilities. On freeways, all entering and exiting maneuvers take place on ramps those are designed to facilitate smooth merging of on-ramp vehicles into the freeway traffic stream and smooth diverging of off-ramp vehicles from the freeway traffic stream onto the ramp.The aim of this paper is the operational analysis of ramps on existing 6-lane freeway. This analysis involves the consideration of known freeway of Mohammed Al-Kasim freeway in Baghdad city. Given known geometric roadway conditions and projected traffic conditions, the operational analysis yields an estimate of the level of service and of the speed and density of the traffic stream. This paper has described the procedure for determining the level of service on Mohammed Al-Kasim freeway ramp sections as presented in the Highway Capacity Manual (HCM, 2000). Levels of service are determined for all ramps of the freeway using )HCS2000( software. Level of service of all ramps are similar at AM and PM peak hour periods, because the data was collected under ordinary traffic conditions.