MATH MODELING TRANSPORT CORRESPONDENCE AND FLOWS

Cities are growing at alarming pace making huge burden on city planners and governments. Uncontrolled growth of cities is making urban land use unsustainable economically and environmentally. In transportation section, unprecedented growth of motorized traffic causes traffic congestion, time delays and pollution. Shift toward sustainable transportation system, i.e., improvement of public transport, development of Mass Transit Routes, cycle and walk trips-oriented road network is the need of the hour. Mostly public transport system constitutes a small portion of motorized traffic on city road network. In many developed and under developed cities, development of Mass Transit System is initiated to shift vehicular traffic to public transport. Mass Transit System only works when it is developed and operated as a whole and not as a part. Operations of one or two lines do not give benefits of modal shift, congestion relief and journey time saving in a city of more than 5 Million populations. Construction of complete Mass Transit System (MTS) including operations, integration of existing public transport routes and development of feeder routes is a gigantic task and in most of the cities could not be developed in single go. In this paper, MTS development in large cities from scratch is studied with following purpose and methodology. Purpose of the study is to analyze development, construction and operations of Mass Transit System (MTS) in old and large cities without MTS and to check whether this development is feasible and sustainable. Basic design of the study is to investigate different steps and phases involved in development of MTS in Twin Cities of Rawalpindi/Islamabad. For reference and comparison, development of MTS in cities of Lahore, Peshawar and Karachi is presented also. Major findings are that the development of Mass Transit System (MTS) in old and large cities which grew without MTS is a gigantic job requiring continuous Government will, allocation of funds and political stability. These things generally lack in most of under developed countries which in the long run jeopardizes the development of MTS projects in development phase. Instead the author recommends the idea of constructing new cities along peripheral of old cities which is more feasible and sustainable. KeywordsMass TransitRidershipCongestion reliefPublic transportTransit orientedMobilitySustainable developmentNew citiesSocial costEconomic costFinancial cost

Road vulnerability is crucial for enhancing the robustness of urban road networks and urban resilience. In medium or large cities, road failures in the face of unexpected events, such as heavy rainfall, can affect regional traffic efficiency and operational stability, which can cause high economic losses in severe cases. Conventional studies of road cascading failures under unexpected events focus on dynamic traffic flow, but the significant drop in traffic flow caused by urban flooding does not accurately reflect road load changes. Meanwhile, limited studies analyze the spatiotemporal pattern of cascading failure of urban road networks under real rainstorms and the correlation of this pattern with road vulnerability. In this study, road vulnerability is calculated using a network’s global efficiency measures to identify locations of high and low road vulnerability. Using the between centrality as a measure of road load, the spatiotemporal patterns of road network cascading failure during a real rainstorm are analyzed. The spatial association between road network vulnerability and cascading failure is then investigated. It has been determined that 90.09% of the roads in Zhengzhou city have a vulnerability of less than one, indicating a substantial degree of spatial heterogeneity. The vulnerability of roads adjacent to the city ring roads and city center is often lower, which has a significant impact on the global network’s efficiency. In contrast, road vulnerability is greater in areas located on the urban periphery, which has little effect on the global network’s efficiency. Five hot spots and three cold spots of road vulnerability are identified by using spatial autocorrelation analysis. The cascading failure of a road network exhibits varied associational characteristics in distinct clusters of road vulnerability. Road cascading failure has a very minor influence on the network in hot spots but is more likely to cause widespread traffic congestion or disruption in cold spots. These findings can help stakeholders adopt more targeted policies and strategies in urban planning and disaster emergency management to build more resilient cities and promote sustainable urban development.

Le xington, in central Kentucky, is the second largest city in the state. Local government is by a mayor and council of elected representatives from twelve districts and three at-large representatives. The Department of Public Works headed by a Commissioner, who reports to the mayor and city-county council, administers the streets and roads system. The street and road network in Lexington consists of approximately 720 centerline miles. Approximately 100 miles are rural in nature and 620 miles are urban. Approximately 95 percent are bituminous surfaced roads; a majority of the remainder is constructed of portland cement concrete. Increasing costs for constructing and maintaining the street and road network was a stimulus to implement a systematic pavement and road surface management system. Available alternatives were reviewed, and it was decided to maximize in-house resources of the Lexington-Fayette Urban County Government. Meetings with public works officials were used to establish criteria for implementation of a management program: (a) program for visual condition survey of pavements, (b) procedure(s) to determine structural deficiencies for critical pavements identified in the visual condition survey, and (c) utilization of the above information to estimate rehabilitation strategies and their associated costs. The paper describes and documents three phases of implementation of a pavement and road surface management system. Phase I included development of a system­ wide inventory of pavements and a pavement condition rating system for both flexible and rigid pavements. Phase II dealt with the modifications to a microcomputer program to process pavement condition ratings for ranking pavements on the basis of need and also to estimate pavement maintenance and rehabilitation costs. Phase III included administrative and training activities necessary for implementation of the pavement management program. Training generally addressed three areas: (1) collection of pavement condition and distress information, (2) operation of the microcomputer program for data processing and analyses, and (3) interpretation and utilization of results of the analyses, Finally, the paper describes current research and development relating to refinements and modifications for the Lexington situation.

Influence of traffic noise from local and surrounding areas on high-rise buildings

Characterization, quantification and management of municipal solid waste in Shivamogga city, Karnataka, India

With the continuous development of urbanization, traffic congestion has become a key problem that plagues many large cities around the world. As new information technologies like the Internet of Things and the mobile Internet develop, the interconnection between vehicles and road facilities provides a new mechanism to improve transportation efficiency. In this paper, we adopt the mechanism of vehicle-road coordination, and propose a new dynamic traffic flow optimization approach that combines the traffic assignment method and traffic signal control method together. For traffic assignment, a gene expression programming (GEP) based online navigation algorithm is proposed to generate a generalized navigation rule for the vehicles on the road network. Each vehicle can dynamically select an appropriate route for itself through the navigation rule based on its own states and information about the nearby road network. For traffic signal control, the Maximum Throughput Control (MTC) method is adopted. MTC checks the states of the intersections periodically and greedily takes the action that maximum the throughput of the intersections. By combining these two methods, the vehicle-road coordination mechanism can significantly improve the efficiency of city traffic flow optimization. The experimental results yielded based on the CityFlow simulator verify the effectiveness of the proposed approach.

With the aim of achieving high precision and high efficiency, recent research on hydraulic flood models has tended to focus on the algorithms for solving the shallow water equations of Saint-Venant. While development of the algorithms will help to improve the simulation precision and the solving of specific problems, the other influential factor in flood risk modeling is the precision and reasonable generalization of the data. This is even more important for increasing the model’s computational accuracy and efficiency but is frequently undervalued. Frequent rainstorm waterlogging is having a serious impact on China’s large cities. Early warning of waterlogging risk following a rainstorm forecast is an effective method for preventing or reducing potential losses. Concrete waterlogging information including locations, depth, and process is essential for early warnings. This paper focuses on the influence of data precision and reasonable generalization on an urban flooding model. A detailed hydraulic urban flooding model characterized by detailed data processing and component coupling can help to provide advance information. In Beijing city, road networks, overpasses, and buildings are so highly concentrated that rainstorms easily result in waterlogging in low-lying locations. Therefore, partial microrelief is the determinate factor in waterlogging simulation. This paper shows that multi-mode surface data generalization and detailed model coupling support a perfect simulation of a Beijing urban flooding model. The influence of buildings, roads, and overpasses on surface water flow was carefully considered based on the innovative aspect of a fine generalization of partial microrelief. One novelty is the simulation of the whole overland flow from the beginning of rainfall to mesh, not only from manhole overflow, because the waterlogging is caused mainly by initial surface water runoff rather than by manhole overflow. A second novelty is the use of a new kind of coupling mode based on physical mechanisms between surface and pipe models. Here, rain perforated strainers instead of manholes play a role as flow exchange points between pipe and surface. This coupling mode is much closer to the real world. Based on a detailed Beijing urban flooding model, a scenarios library of typical rainfall events and corresponding waterlogging results was constructed. Several years of practice have demonstrated that a rich library of scenarios can be used effectively for the quick identification and early warning of waterlogging risk for a forecast rainfall. Test results show that multi-mode surface generalization is effective in improving outcomes and useful for scientific decision making in controlling urban waterlogging.

Thessaloniki is the second largest city in Greece and its transportation system (development and operation) is hampered by the city’s geographical position and surrounding relief. Specifically, the city has been developed and expanded through the years along the coastline, the sea boundary on the southwest, and a second physical boundary, a forest, on the east side. The Thessaloniki Ring Road (divided in western and eastern part) was constructed in the early ‘90s, in order to relief the road network of the city centre from the transit traffic and confront the gradually increasing congestion. The absence of alternatives other than road transport and the increase of car ownership over the years led to an increase of motorized traffic. So even that this Ring Road had been designed to serve 30,000 vehicles daily it became to serve more than triple traffic just before the impacts of the economic crisis on transport and mobility have been made visible. The Western Internal Ring Road of Thessaloniki (WIRRT) has length of 8.4km. It has three lanes per direction separated by a median and no emergency lanes. The traffic increase and moreover the existence of eight at grade intersections along the WIRRT degrade the provided level of service. For the elimination of these intersections an upgrade project is underway for implementation that includes the construction of five grade separated intersections and several interventions on the adjacent road network. This paper presents in brief the methodology and the results of the project’s Cost-Benefit Analysis, which assessed the expected socioeconomic benefits, emerging mainly from minimising the delays for users due to the elimination of the at grade signalised intersections.

Cycling down under: a comparative analysis of bicycling trends and policies in Sydney and Melbourne

Fuzzy Inference System for Congestion Index Estimation Based on Speed Probability Distributions

Pokhara (c. 850 m a.s.l.), Nepal’s second largest city, lies at the foot of the Higher Himalayas and has more than tripled its population in the past three decades. Rapidly expanding built-up areas are high in demand for construction materials and several informal settlements cater to unregulated sand and gravel mining in the Pokhara valley’s main river, the Seti Khola. This river is fed by the Sabche glacier below Annapurna III (7,555 m a.s.l.), some 35 km upstream of the city, and traverses one of the steepest topographic gradients in the Himalayas. In May 2012 an outburst flood caused > 70 fatalities and intense damage along this river and rekindled concerns about flood-risk management. We estimate the flow dynamics and inundation depths of outburst flood scenarios using the hydrodynamic model HEC-RAS. We simulate the potential impacts of peak discharges from 1,000 to 10,000 m3 s-1 on land cover based on high-resolution Maxar satellite imagery and OpenStreetMap data (buildings and road network). We also trace the dynamics of two informal settlements near Kaseri and Yamdi with high potential flood impact from RapidEye, PlanetScope, and Google Earth imagery of the past two decades. Our hydrodynamic simulations highlight several sites of potential hydraulic ponding that would largely affect these informal settlements and sites of sand and gravel mining. These built-up areas grew between three and twentyfold, thus likely raising local flood risk well beyond changes in outburst hazard. Besides these drastic local changes, about 1 % of Pokhara’s urban built-up area and essential rural road network is in the highest hazard zones highlighted by our outburst simulations. Our results stress the need to adapt early-warning strategies for locally differing hydrological and geomorphic conditions in this rapidly growing urban watershed.

The purpose of this research is to conduct a predictive assessment of the impact of hazardous geodynamic processes on underground construction in the central part of Lviv. These processes are linked to specific geological structures, hydrogeological conditions, unique rock properties, and the chemical composition of groundwater. Relevance of work. In Lviv and many other large cities in Ukraine, transportation and parking problems are extremely acute. They are especially relevant for the central part of the city, which is characterised by a dense network of narrow streets, extreme vehicle saturation, dense buildings, and numerous transportation attractions. Their design and construction require detailed information about the structure, composition, and properties of the geological environment, as well as the geological risk assessment associated with the construction and operation of such structures. Research methods. Information on geological conditions, composition, physical, mechanical, filtration, and corrosion properties of soils, the aggressiveness of groundwater, design features of structures, types of foundations, and experience in constructing underground trams has been collected and comprehensively analysed. More than 50 experimental wells were specially drilled, and geophysical, engineering, geodetic, and laboratory studies were performed. Computer cartographic models of the geological environment were also built. Results. Based on the data obtained, the geological structure, hydrogeological conditions, physical and mechanical properties of the soils, and morphodynamic processes in the central part of the city are characterised. A spatial analysis of the risk-forming components of the geological environment is conducted, and the risks associated with its construction development are assessed. Scientific novelty. Various types of risk-forming factors for underground construction in the central part of Lviv have been identified. These factors include: geological factors that encompass structure of the rock massif, composition and condition of the rocks, their physical, mechanical and seismic properties, as well as their vulnerability to external influence; hydrogeological factors that involve the number of aquifers, depth of groundwater, their chemical composition and aggressiveness toward building structures, pressure level and the relationship between aquifers; morphodynamic factors that relate to the speed of modern tectonic movements and the development of suffosion processes and deformations of the Earth's surface. For the first time, a predictive assessment of geological risks associated with underground construction in various areas of the study region has been provided. Practical significance. The results obtained will make it possible to ensure the rational spatial location of underground parking lots and other objects of underground urbanization, to choose effective construction technologies that provide minimal risks for the stability of the designed structures and adjacent buildings and engineering infrastructure and will also serve as an information base for predicting the negative consequences of the construction and operation of underground structures in the long term.

Можливість експлуатації транспортної мережі у великих містах здебільше не можлива без перевантаження, тому особливо важливою стає задача організації дорожнього руху. В роботі для спроби рішення деяких елементів даної задачі застосовано моделювання роботи ділянок вулично-дорожньої мережі.

The introduction of automated traffic control systems on the road network will improve the efficiency of its work. This will lead to an increase in throughput and improve the uniformity of traffic parameters. The number of stops, braking, wear of the undercarriage of cars, consumption of engine oil, fuel will decrease, and the environmental burden on the environment will be reduced. Modeling transport intersections is one of the fundamental methods for studying the functioning of the road network. This method is used in all types of work related to the improvement, modi­fication, reconstruction, and expansion of the road network. Modern techniques for modeling traffic intersections allow recreating the movement of all road users through them, and predicting the results for many years to come, considering changes in both external factors (number of users for crossing) and internal (crossing configuration). To evaluate the efficiency of the intersection, the initial data are taken from field observations. These include a random value of the traffic flow; pedestrian flows; traffic light cycle length; proximity to other intersections; the length of the transport queue when a permissive traffic light signal is given. The analysis of the obtained data makes it possible to assess the current situation on the road network and does not allow to make a forecast for the future when the parameters of the transport intersection change. This is where intersection modeling comes in handy. The intersection model allows predicting the operation of a traffic intersection, considering changes in both the entire road network and particular changes in the traffic intersection itself. The article proposes a transport intersection model based on experimental data obtained during a full-scale experiment, as well as taking into account the uneven throughput. In relation to a traffic intersection, the capacity unevenness index affects the overall capacity of the intersection, traffic safety through the intersection, the magnitude of traffic delays, the magnitude of traffic losses, and the number of maneuvers in the stream. In addition, the introduction of the non-uniformity parameter will make it possible to predict the magnitude of transport delays and queues more accurately. The proposed model can be used to create a set of measures to improve the road network of large and major cities, a decision to rebuild a transport intersection, or build an interchange in its place.

Topological Structure Matching Measure between Two Graphs