Land Use Mapping For Path Selection of Strategic Road Using
EgyptSat-1 Imagery
ElSayed Hermas * and Islam Abou El-Magd
The National Authority for Remote Sensing and Space Sciences
ABSTRACT
The Egyptian government plans for establishing a set of free ways to relief
the traffic congestion and support the development projects in and around the Nile
Delta. For example, the project of this research, the proposed path between
Ashmoun city and Cairo-Alexandria desert road. Establishing these corridors
requires an up-to-date and use and land cover maps to determine the various
constraints for selecting the most suitable path. On top of these constraints are the
residential areas, the industrial areas as well as the linear features such as the
irrigation networks, the road networks, and the utility networks. The key
constraints is that the proposed path must be away from the residential areas, the
industrial areas and to minimize the intersections with wide irrigation channels
(i.e. wider than 25 meter) and both highways and railways. Unfortunately, there is
no an official up-to-date land use and land cover map with appropriate scale for
this particular area. Therefore, using Egyptsat-1 satellite is a potential source of
information to generate and update such maps at the appropriate scale. The
availability of EgyptSat-1 satellite imagery together with other source of
information helped the research team define and map the various landuse elements
in the northwest region of the Six October Governorate for the purpose of
determining alternative scenarios of the proposed free way between Asmoun City
(El-Monofia Governorate) and Cairo-Alexandria Desert Road. All the details of
these maps, techniques and scenarios are fully discussed in this paper.
*
Corresponding author
Mail:23 Joseph Brows Tito, ElNozha ElGedida
PO Box: 1564 Alf Maskan,
Cairo, Egypt.
Phone: + 202 262 51 262
E-mail: [email protected]
1
INTRODUCTION
Roads are constructed for various purposes. For instance, in the desert
environments, roads function for accessing remote areas, developing new regions
rich in natural resources, or flourishing trade activities.
In the highly populated
regions such as the Nile Delta, relieving traffic congestion within and between big
cities is the main objective for road constructions. Aligning with these objectives, a
road had been proposed in the northeast region of the Six October Governorate.
This road will function to, 1) sustain and maintain the agricultural and the
industrial development projects located in the northeast region of the Six October
Governorate, and 2) link the Six October Governorate with the other governorates
in the middle of the Nile Delta. The road is supposed to extend form Ashmoun
City in the west of El-Monofiyya Governorate to Cairo-Alexandria Desert road
(Figure 1). However, selecting a path for the proposed road requires developing a
well concise approach and comprehensive geo-database in particular in the areas of
intensive land use.
The Geographic Information Systems (GIS) have a wide variety of
applications in the different fields of urban planning (Hanzl 2007, Durieux et al.
2008, Langford et al. 2008, Baz et al. 2009). One of these fields is the least cost path
selection for identifying the most suitable routes for constructing roads
(Mainguenaud 2000, Frank et al. 2000, Matisziw et al. 2006, Bielli et al. 2006,
Bonvicini and Spadoni 2008). GIS is wealth by various functions and operations for
performing site selection analysis especially the path selection for proposed roads in
different environment. However, the potential of GIS for performing such types of
analyses is always restricted by the quality of the geo-spatial data sources. One of the
most reliable sources of developing and organizing the GIS layers that eventually
form the geo-spatial database is the remote sensing imagery. Both are always
integrated for mapping and analyzing the geo-spatial database in order to solve
the real world problems (Mason et al. 1997, Thomson and Hardin 2000, Montoya
2003, Kong et al. 2006, Yang et al. 2008). From this perspective, the objectives of
the current research had been performed. In the absence of the fine resolution and
the up-to-date topographic maps that can identify and the map the complex
reality either within or along the borders of the Nile Delta, the satellite imagery
2
became the natural alternative. Among these satellite imagery is the EgyptSat-1
which has technical specification capable to identify and organize the various GIS
layers that are necessary for proposing various paths for the proposed rods
between Ashmoun City and Cairo – Alexandria Desert road.
The availability of the EgyptSat-1 satellite image provided the capability
of developing and organizing a comprehensive geo-database for the study area
(Figure 2). The EgyptSat-1 satellite image dated September 15, 2009 along with
the field work were used to organize and establish the up-to-date comprehensive
geo-database required for performing the main objective of the study which was
proposing various scenarios of the proposed road extending from Ashmoun City to
Cairo-Alexandria desert road.
METHODOLOGY
An integrated methodology was proposed and conducted for the accomplishment
of the main objective of this research. This methodology includes the followings:
A. Digital image processing
The EgyptSat-1 satellite imagery was geo-referenced using the Universal
Transevese Mercator (UTM) projection with unit meters, spheroid WGS84, datum
WGS84, and zone 36N parameters. The median filters along with histogram contrast
stretching enhancement techniques (Sabins 2007) were applied to facilitate the visual
interpretation of the various land use features in the study area.
B. Establishing an updated geo-spatial database
Using the EgyptSat- satellite image, it was possible to identify and map a wide set
of geo-spatial database. This database includes polygon GIS layers such as the
residential areas, the industrial areas, the agricultural areas, the Nile River, and
cemeteries (Figure 3). In addition various linear GIS layers were identified and
automated such as the irrigation networks, the drainage networks, the road networks,
and the various utilities networks (Figure 4). Along with the polygon and linear GIS
layers, the point GIS layers were also identified and automated such as the scattered
buildings and the base of the electric power lines. Given this geo-database, various
GIS analytical functions and operations were followed.
3
Figure 1: Location map of the study area.
Figure 2: EgyptSat-1 satellite image that was used to identify and map the various
landuse features in the study area.
4
C. GIS analysis for establishing various scenarios of the proposed road
™ Path definition
Defining a path between Ashmoun City and Cairo-Alexandria Desert road
occurred according to the following steps
o Define various paths that avoid the residential and the industrial areas
along with the holy places such as cemeteries,
o Modifying these paths to avoid the scattered residential buildings,
o Relocate the proposed paths to cross the Rosetta Branch of the Nile
River at various widths, and
o Relocate and adjust the paths to be perpendicular on both the Rosetta
Branch of the Nile River; and the irrigation and drainage channels that
have widths more than 25 meters.
Figure 3: Residential, industrial, and agricultural areas extracted from EgyptSat1 satellite image.
5
Figure 4: channel and road networks extracted from EgyptSat-1 satellite image.
™ Path Analysis and assessment
The intersection analysis was carried out for the purpose of
o Assertion that the paths did not intersect with the residential and
industrial areas along with the cemeteries, and
o Calculation of the number of the intersections with the linear features
such as the irrigation, irrigation, and road networks.
RESULTS AND DISCUSSION
Applying the previous approach, five paths were deduced. Each has its own length
and spatial characteristics such as relative locations with the major cities, Rosetta
branch of the Nile River, and other linear features. In addition, each is
characterized by its number of intersections with the various land use features
located in the study area. In the following sections, a description of each path will
be presented:
6
™ The first path
The total length of the first path is 21.03 km. It starts from the western
borders of Ashmoun city and continue crossing the Rosetta Branch where the
width is 200 m. It continues passing in the western direction until it crosses El
Behari and ElNasseri Canals and then gently bend in the southwest direction until
it intersect with Cairo – Alexandria Desert road. Along the whole path, there are
no intersections with the residential, or cemetery areas. It rather intersects with an
industrial farm (Table 1). Regarding the intersection with the linear features, the
path intersect with 1.0 highway, 8.0 paved road, 106.0 unpaved road, 1.0 railway,
2 channels of width more than 25.0 m, 1.0 channels of width ranging from 10.0 m
to 25.0, and 8.0 channels of width less than 10.0 meters (Table 1). The buffer zone
of 60.0 meters of the path will result in losing ~ 436 feddans of the agricultural and
reclaimed areas along the path (Table 1).
™ The second path
The total length of the first path is 20.87 km. It starts from the western
borders of Ashmoun city and continue crossing the Rosetta Branch where the
width is 350 m. It continues passing in the western direction south of the first path
until it crosses El Behari and ElNasseri Canals at southward location relative to
the first path as well. After crossing these canals, the second path continues
passing in the westward direction before it gently bends in the southwest direction
before it intersect with Cairo – Alexandria Desert road. Along the whole path,
there are no intersections with the residential, industrial or cemetery areas (Table
1). Regarding the intersection with the linear features, the path intersect with 1.0
highway, 8.0 paved road, 102.0 unpaved road, 1.0 railway, 2.0 channels of width
more than 25.0 m, 1.0 channels of width ranging from 10.0 m to 25.0, and 6.0
channels of width less than 10.0 meters (Table 1). The buffer zone of 60.0 meters of
the path will result in losing ~ 538 feddans of the agricultural and reclaimed areas
along the path (Table 1).
7
™ The third path
The total length of the first path is 21.03 km. It starts from the western
borders of Ashmoun city and then heads up in the southwest direction until it
crosses the Rosetta Branch where the width is minimal reaching 150 m. It
continues passing in the western direction south of the second path; and north Abu
Ghaleb City until it crosses El Behari and ElNasseri Canals at the same location of
the second path (Figure 5). After crossing these canals, the third path continues
passing in the westward direction following the location of the paved road located
in the middle of the study area until it intersects with Cairo – Alexandria Desert
road (Figure 5). Along the whole path, there are no intersections with the
residential, industrial or cemetery areas (Table 1). Regarding the intersection with
the linear features, the path intersect with 1.0 highway, 8.0 paved road, 108.0
unpaved road, 1.0 railway, 2.0 channels of width more than 25.0 m, 1.0 channels of
width ranging from 10.0 m to 25.0, and 10.0 channels of width less than 10.0
meters (Table 1). The buffer zone of 60.0 meters of the path will result in losing ~
436 feddans of the agricultural and reclaimed areas along the path (Table 1).
™ The fourth path
The total length of the first path is 21.02 km. It starts from the western
borders of Ashmoun city and then heads up in the south western direction until it
crosses the Rosetta Branch where the width is minimal reaching 150 m. It
continues passing in the western direction similar to the third path. At a point
north Abu Ghaleb city this path diverts from the third path in the southwest
direction to intersect with El Behari and ElNasseri Canals at different location
than the third path (Figure 5). After crossing these canals, the fourth path
continues passing in the westward direction following the same location of the
second path until it intersects with Cairo – Alexandria Desert road (Figure 5).
Along the whole path, there are no intersections with the residential, industrial or
cemetery areas (Table 1). Regarding the intersection with the linear features, the
path intersect with 1.0 highway, 8.0 paved road, 110.0 unpaved road, 1.0 railway,
2.0 channels of width more than 25.0 m, 1.0 channels of width ranging from 1.0 m
to 25.0, and 9.0 channels of width less than 10.0 meters (Table 1). The buffer zone
8
of 60.0 meters of the path will result in losing ~ 436 feddans of the agricultural and
reclaimed areas along the path (Table 1).
™ The fifth path
The total length of the first path is 21.00 km. It starts from the western
borders of Ashmoun city and then heads up in the south western direction until it
crosses the Rosetta Branch where the width is minimal reaching 150 m. It
continues passing in the western direction similar to the third and the fourth
paths. At a point north Abu Ghaleb city this path diverts from the third and the
fourth paths in the southwest direction to intersect with El Behari and ElNasseri
Canals at different location than the previous paths (Figure 5). After crossing these
canals, the fourth path continues passing in the westward direction before it heads
up in western direction in a straight way for a short distance. Then, the path bends
in the southwest direction until it intersects with Cairo – Alexandria Desert road
(Figure 5). This path is the only path that is located south of the paved road
located in the middle of the study area (Figure 5). Along the whole path, there are
no intersections with the residential, industrial or cemetery areas (Table 1).
Regarding the intersection with the linear features, the path intersect with 1.0
highway, 9.0 paved road, 91.0 unpaved road, 1.0 railway, 2.0 channels of width
more than 25.0 m, 1.0 channels of width ranging from 10.0 m to 25.0, and 9.0
channels of width less than 10.0 meters (Table 1). The buffer zone of 60.0 meters of
the path will result in losing ~ 436 feddans of the agricultural and reclaimed areas
along the path (Table 1).
CONCLUSION
From the above approach, results, and discussions, it is possible to conclude the
followings considerations:
™ EgyptSat-1 satellite imagery could be a potential source for extracting and
constructing a comprehensive geo-database in order to potentially identify,
map, and analyze the various land use features,
™ There are no considerable variations in the lengths of the whole paths, and
9
™ The relative locations of the five paths to the Rosetta Branch along with
the number of the intersections in particular with the wide linear features
could be valuable parameters to differentiate and select the most suitable
path for the proposed road that will links Ashmoun City and the Cairo –
Alexandria Desert Road.
Figure 5: the five paths developed from studying the complicated land use
features in the study area.
10
Table 1: The main characteristics of five paths of the proposed road between Ashmoun City and Cairo – Alexandria Desert road.
The path
The
Intersection with the linear features
length
(Km)
Roads
Highways Paved
roads
Intersection with the Polygon features
Channels
Agriculture
Unpaved Railways Nile
More than From 10 Less
roads
25 meters
river
(m)
to
Industrial
Residential
25 than 10
meters
meters
The first
21.03
1
8
106
1
200
2
1
8
436.1
1.5
0.0
The second
20.87
1
8
102
1
350
2
1
6
538.9
0.0
0.0
The third
21.03
1
8
108
1
150
2
1
10
436.2
0.0
0.0
The fourth
21.02
1
8
110
1
150
2
1
9
436.3
0.0
0.0
The fifth
21.0
1
9
91
1
150
2
1
9
436.8
0.0
0.0
11
RFERENCES
Baz, I., Geymen, A., Nogay Er, S. 2009. Development of GIS-based
analysis/sysnthesis modeling techniques for urban planning of Istanbul
Metropolitan area. Advances in Engineering Software, 40 (2), 128 – 140.
Bielli, M., Bou;makoul, A., Mouncif, H. 2006. Object modeling and path computation
for multi-modal travel systems. European Journal of Operational Research, 171
(3), 1705 – 1730.
Bonvivini, S., Spadoni, G. 2008. A hazmat multi-commodity routing model satisfying
risk criteria: a case study. Journal of Loss Prevention in the Process Industries,
21 (4), 345 – 358.
Durieux, L., Lagabrielle, E., Nelson, A. 2008. A method for monitoring building
construction in urban sprawl areas using object-based analysis of Spot 5 images
and existing GIS data. ISPRS Journal of Photogrammetry and Remote Sensing,
63 (4), 399 – 408.
Frank, W., Thill, J., Batta, R. 2000. Spatial decision support system for hazardous
material truck routing. Transportation Research Part C: Emerging Technologies,
8 (1-6), 337 – 359.
Hanzel, M. 2007. Information technology as tool for public participation in urban
planning: a review of experiments and potentials. Design studies, 28 (3), 289 –
307.
Kong, C. Xu, K., Wu, C. 2006. Classification and extraction of urban landuse
information from high resolution image based on object Multi-features.
Journal of China University of Geosciences, 17 (2), 151 – 157.
Langford, M., Higgs, G., Radcliffe, J., White, S. 2008. Urban distribution models and
service accessibility estimation. Computers, Environment, and Urban Systems,
32 (1), 66 – 80.
Mainguenaud, M. 2000. A query resolution engine to handle a path operator with
multiple paths. Transportation Research Part C: Emerging Technologies, 8 (1-6),
109 – 127.
Mason, S., Baltsavias, E., Bishop, I. 1997. Spatial decision support systems for the
management of informal settlements. Computers, Environment, and Urban
Systems, 21 (3-4), 189 – 208.
12
Matisziw, T., Murray, A., Kim, C. 2006. Strategic route extension in transit networks.
European Journal of Operational Research, 171 (2), 661 – 673.
Montoya, L. 2003. Geo-data acquisition through mobile GIS and digital video: an
urban disaster management perspective. Environmental modeling &
Software. 18 (10), 869 – 876.
Sabins, F., 2007. Remote Sensing: Principles and Interpretation. Waveland Pr Inc; 3
edition. 512pp.
Thomson, C., and Hardin, P. 2000. Remote sensing/GIS integration to identify
potential low-income housing sites. Cities, 17 (2), 97 – 109.
Yang, F., Zeng, G., Du, C., Tang, L., Zhou, J., Li, Z. 2008. Spatial analyzing system
for urban landuse management based on GIS and multi-criteria assessment
modeling. Progress in Natural Science, 13 (10), 1279 – 1284.
13