METROPOLIS: Modular System for Dynamic Traffic Simulation

1997 ◽  
Vol 1607 (1) ◽  
pp. 178-184 ◽  
Author(s):  
André De Palma ◽  
Fabrice Marchal ◽  
Yurii Nesterov
Keyword(s):  
Urban Areas ◽  
Modular System ◽  
Information Process ◽  
Simulation Experiments ◽  
The Core ◽  
Schedule Delay ◽  
Interactive Environment ◽  
Departure Time ◽  
Dynamic Simulator ◽  
Main Ideas

METROPOLIS proposes an interactive environment that simulates automobile traffic in large urban areas. The core of the system is a dynamic simulator that integrates commuters’ departure time and route choice behaviors over large networks: Drivers are assumed to minimize a generalized travel cost function that depends on travel time and schedule delay. This simulator is based on a behavioral driver information process. It allows real-time and off-line simulations. The system also includes a scenario builder and a graphical results viewer. The main ideas underlying METROPOLIS are presented, and preliminary computer simulation experiments are discussed for Geneva, Switzerland.

Commuters’ Departure Time Decisions in Brussels, Belgium

1997 ◽  
Vol 1607 (1) ◽  
pp. 139-146 ◽  
Author(s):  
André De Palma ◽  
Asad J. Khattak ◽  
Deepak Gupta
Keyword(s):  
Travel Time ◽  
Urban Areas ◽  
Ordinary Least Squares ◽  
Similar Amount ◽  
Travel Times ◽  
Trade Off ◽  
Schedule Delay ◽  
Trade Offs ◽  
Departure Time ◽  
Time Changes

Factors that influence commuters’ departure time decisions are explored, especially the trade-off between travel time and schedule delay. Stated and reported behavior data obtained from a survey of commuters in Brussels, Belgium, were used to analyze the influence of socioeconomic and contextual variables. The key findings were as follows. Daily schedules for flextime and fixed-time commuters were quite similar, suggesting that flextime commuters do not extensively use their flexibility to avoid peak-period congestion. When commuters changed their departure times between home and work, their arrival times shifted by a similar amount. This implies that the shortening of travel time is not as critical as other reasons, such as requirements and personal convenience, in motivating departure time changes. Furthermore, 35 to 50 percent of the respondents were unwilling to change their departure times to save 10 min of travel time. Therefore, departure time changes may not be feasible in many cases for the range of travel times encountered in urban areas. Among those willing to make further trade-offs by changing departure times, the values for the early and late schedule delay–travel time trade-off were similar for both the stated and the reported preferences and were broadly consistent with those from other studies. The travel time–schedule delay trade-off values are calculated for the a.m. and p.m. commutes. Commuters who experienced longer travel times were more likely to change their departure times. When changing departure times, females and managers were less likely to depart from home later than usual, and managers were also more likely to depart earlier than usual. To analyze relationships empirically, ordinary-least-squares and tobit models of departure time are estimated. Finally, the implications are discussed.

Devolution processes and the theory of historical development by S. Sanderson

2021 ◽  
pp. 72-77
Author(s):  
A.V. Verkhoturov ◽  
◽  
A.A. Obukhov
Keyword(s):  
Historical Development ◽  
World System ◽  
Human Society ◽  
Evolutionary Trend ◽  
The Core ◽  
The World ◽  
The Face ◽  
American Historian ◽  
Immanuel Wallerstein ◽  
Main Ideas

Analyzed is one of the most comprehensive modern approaches to the problem of the existence of evolution of human society as such and of specific human communities, i.e. “General Theory of Historical Development” by American historian and sociologist Stephen Sanderson. While agreeing, in general, with its main ideas, we believe that it is important to note that the issue of existence of individual communities demonstrating devolution (regression to an earlier historical state), stagnation or degeneration at certain historical stages is practically ignored in the framework of the theory under consideration. This creates its vulnerability in the face of specific empirical data, indicating a deviation from the evolutionary trend. We believe that overcoming this theoretical difficulty is possible in the process of comprehending the theory of S. Sanderson in the context of ideas of the world-system approach of Immanuel Wallerstein. We want to show that examples of devolution, stagnation and degeneration of societies do not deny general progressive evolutionary tendencies, characteristic for the world-system as a whole, but only indicate the transition of a particular society to a lower level within the world-system (from the core to the semi-periphery, or from the semi-periphery to the periphery).

Post-war tourism as an urban reconstruction strategy case study: Khorramshahr

2018 ◽  
Vol 4 (1) ◽  
pp. 81-97 ◽  
Author(s):  
Seyed Mehdi Mirisaee ◽  
Yahaya Ahmad
Keyword(s):  
Mixed Method ◽  
Urban Areas ◽  
Urban Policy ◽  
Urban Tourism ◽  
Probability Method ◽  
Content Type ◽  
Qualitative And Quantitative ◽  
The Core ◽  
Core Components ◽  
Post War

Purpose Tourism development has been perceived as a promoter of city restoration and can also affect the post-war city reconstruction. Questions on how to reconstruct ruined buildings and urban areas through a post-war tourism-oriented approach based on the expectations of residents and tourists profound answers. The purpose of this paper is to adopt the sequential mixed method (qualitative and quantitative) with purposive sampling which is a non-probability method to investigate tourism-oriented approaches in the reconstruction of buildings and landmarks as the core components of urban tourism. Design/methodology/approach The study adopted the sequential mixed method (qualitative and quantitative) to investigate tourism-oriented approaches in the reconstruction of buildings and landmarks as the core components of urban tourism. Findings The findings of the study point that the preferred strategy for the reconstruction of damaged symbolic building is the preservation of the war effects in regard maintaining the buildings’ history to be considered by urban policy makers, urban designers, and authorities. Research limitations/implications The constraint was associated with the time-consuming nature of this type of research. Original documents of the research context and all the interview data were in the Persian language, making the translating process a time-consuming matter. Furthermore, data collection in the area located near the Iran-Iraq border (500 meters) presented a number of security caveats as limitations. Originality/value The research found a majority of tourists and the residents preferred tourism zone where the combination of post-war and natural attraction across riverside area. In other word, most considerable post-war attractions are those that combined with the appeal of the other tourism potentials like eco-leisure tourism. The preferred strategy for the reconstruction of damaged building reconstruction as post-war tourism attractions is the preservation of the war effects in regard maintaining the buildings history rather than reconstruction as the most likely to pre-war conditions with less attention paid to the war effects.

scholarly journals Spatio-Temporal Change Characteristics of Spatial-Interaction Networks: Case Study within the Sixth Ring Road of Beijing, China

2019 ◽  
Vol 8 (6) ◽  
pp. 273 ◽  
Author(s):  
Jing Yang ◽  
Disheng Yi ◽  
Bowen Qiao ◽  
Jing Zhang
Keyword(s):  
Urban Areas ◽  
Traffic Management ◽  
Spatial Interaction ◽  
Small World ◽  
Core Layer ◽  
Vital Role ◽  
Interaction Networks ◽  
Ring Road ◽  
The Core ◽  
Spatio Temporal

Spatial-interaction networks are an important factor in geography that could help in the exploration of both human spatial-temporal behavior and the structure of urban areas. This paper analyzes changes in the spatio-temporal characteristics of the Spatial-Interaction Networks of Beijing (SINB) in three consecutive steps. To begin with, we constructed 24 sequential snapshots of spatial population interactions on the basis of points of interest (POIs) collected from Dianping.com and various taxi GPS data in Beijing. Then, we used Jensen–Shannon distance and hierarchical clustering to integrate the 24 sequential network snapshots into four clusters. Finally, we improved the weighted k-core decomposition method by combining the complex network method and weighted distance in a geographic space. The results showed: (1) There are three layers in the SINB: a core layer, a bridge layer, and a periphery layer. The number of places greatly varies, and the SINB show an obvious hierarchical structure at different periods. The core layer contains fewer places that are between the Second and Fifth Ring Road in Beijing. Moreover, spatial distribution of places in the bridge layer is always in the same location as that of the core layer, and the quantity in the bridge layer is always superior to that in the core layer. The distributions of places in the periphery layer, however, are much greater and wider than the other two layers. (2) The SINB connected compactly over time, bearing much resemblance to a small-world network. (3) Two patterns of connection, each with different connecting ratios between layers, appear on weekdays and weekends, respectively. Our research plays a vital role in understanding urban spatial heterogeneity, and helps to support decisions in urban planning and traffic management.

The Green Building Wisdom in Chinese Traditional Inhabitation and its Significance

2013 ◽  
Vol 368-370 ◽  
pp. 172-175
Author(s):  
Jia Hua Qi ◽  
I Min Huang ◽  
Guo Hu Lin
Keyword(s):  
Urban Areas ◽  
Construction Projects ◽  
Green Building ◽  
Urban Architecture ◽  
Environment Friendly ◽  
The Core ◽  
Living Space ◽  
Urban Construction ◽  
Core Concepts ◽  
The Ancient Chinese

Much sustainable urban architecture in China is closely related to traditional Chinese inhabitation wisdom, which, as a collection of ancient wisdom, has accumulated for thousands of years. The wisdom, according to which the ancient Chinese constructed their living space in harmony with nature, could continue to be a reliable reference in modern urban construction projects. Moderate development, interconnectedness, and the cyclical patterns of nature are the core concepts of the wisdom. The knowledge and application of such wisdom could help in the construction of more modern, convenient, and environment-friendly cities. The modernization of urban areas should not lose sight of traditional architechual characteristics.

scholarly journals ARRIVAL TIME VALUATION OF COMMUTERS IN URBAN RAIL TRANSIT

Transport ◽  
2019 ◽  
Vol 34 (3) ◽  
pp. 383-393
Author(s):  
Yan Cheng ◽  
Xiafei Ye ◽  
Zhi Wang
Keyword(s):  
Reference Point ◽  
Arrival Time ◽  
Choice Model ◽  
Urban Rail Transit ◽  
Rail Transit ◽  
Value Functions ◽  
Schedule Delay ◽  
Urban Rail ◽  
Departure Time ◽  
Departure Time Choice

Departure time choice of commuters is one of key decisions affecting the crowding of urban rail transit network during peak hours. It is influenced by arrival time value, the additional psychological pressure caused by in-vehicle crowding, and time uncertainty. This paper aims at investigating how commuters in urban rail transit value their arrival time at work/school. Three valuation frameworks are proposed based on the reference point approach of prospect theory. Non-linear value functions with different reference point alternatives are estimated using data from a survey and stated choice study of users of Shanghai Metro system. Results show that schedule delay with work/school start time as the only reference point cannot properly reflect the arrival time valuation of urban rail transit commuters. Instead, the valuation framework with preferred arrival time as a reference point fits best, which hits as much as 85.64% of the cases. The asymmetrical response to early-side and late-side arrivals is identified. The findings of this study provide an essential basis for the development of departure time choice model.

scholarly journals Future Stories: On Oslo Apiary & Aviary 2014–2018

Ung Uro ◽  
2021 ◽  
pp. 145-152
Author(s):  
Emma Christine Karlsen
Keyword(s):  
Urban Areas ◽  
Urban Spaces ◽  
Artistic Practice ◽  
The Core ◽  
The City ◽  
Point Of Departure

At the core of Oslo Apiary & Aviary’s artistic practice during the years 2014 to 2018 is ecological intervention performed in urban areas. Taking their work from this period as a point of departure, this chapter explores how ‘ecoventions’—such as facilitating for birds, moths and insects in the city—can challenge common perceptions regarding urban spaces and allow for reflection and re-thinking about ontological co-existence in the city. It is argued that Oslo Apiary & Aviary are storytellers that enact new futures that point towards a more sustainable life in the city, both for humans and for birds, moths and insects.

scholarly journals Modernity: A Way of Urbanism -- Banaras in Indigenous Trans-Formations

2016 ◽  
Vol 4 (1) ◽  
pp. 1-28
Author(s):  
ANIMESH DEV
Keyword(s):  
Urban Areas ◽  
Urban Community ◽  
Intrinsic Value ◽  
Beliefs And Practices ◽  
Economic Opportunities ◽  
The Core ◽  
Outer Periphery ◽  
Contemporary Life ◽  
The City

Tradition of tomorrow is the modernity of today andToday’s tradition was the modernity of yesterday. Modernity, as a process and not as an output, is a derivative of transformation. Transformations are different for diverse aspirations of its producers. Aspirations are negotiations between the needs and desires, and what can actually be achieved.Traditional beliefs and practices coexist, transform and sometimes depart from the original, as a result of aspirations of modernization and inspirations from the idea of modernity, to become modern. Since, a traditional urban community is deeply grounded in native tradition while becoming globally modern, an enquiry about how we are changing internally will lead us to the process of how we interpret and change modernity, thereby exploring various indigenous ways of becoming modern. Indigenous Modernity varies with different contexts and is a harmonious adaptation to contextual contemporary life. The cause for such transformations can be global but the effects will always be a derivative of indigenous reactions to modernity. In the city of Varanasi, the agents of modernity are spread across different periods, transforming the economic, social, and built fabric of the city. One can stretch the strands of transformations from the sacred core of the city (transformative layer of modernity, Kashi), to the outer periphery of the core (additive layer of modernity, Varanasi) and, sometimes to the trans-urban areas that grapple with global aspirations and new economic opportunities. This paper is based on a research aimed at discovering the transformations that have occurred under the forces of modernization within the physical fabric of Varanasi as well as within its society. Further, the study also looks at how sacred cities, the identity and intrinsic value of which are grounded in unassailable tradition, derive their ‘indigenous modernity’ to create a unique urbanism. An understanding will, thus, be made on modernity as something both deeply traditional and being constantlyreinvented through contemporary practices and of the signiicant link between modernity and transformation as a key to understand the phenomenon of ‘indigenous modernity’. The study spans from typological level, to the Mohalla level and, to the city level, and inally recommends ways of sustainable indigenous modernization.

scholarly journals Differences between typical logistics systems and other city logistics generators

Tehnika ◽  
2021 ◽  
Vol 76 (4) ◽  
pp. 485-489
Author(s):  
Snežana Tadić ◽  
Miloš Veljović
Keyword(s):  
Urban Areas ◽  
City Logistics ◽  
Flow Volume ◽  
Distribution Centers ◽  
Logistics Distribution ◽  
Core Business ◽  
Logistics Systems ◽  
The Core ◽  
Basic Goal ◽  
Freight Terminals

Logistics flows in urban areas are generated by systems engaged in various business. Flows generators can be divided into typical logistics systems (logistics, distribution centers, freight terminals, logistics systems of companies, etc.), for which logistics is the core business, and other generators of city logistics (trade, hospitality, craft, service facilities etc.). These two categories of generators differ in terms of flow volume, location, infrastructure, surrounding conditions, form of goods, logistics units and consolidation system, logistics demands, goods handling, etc. In this paper, the basic differences between typical logistics systems and other generators of city logistics are analyzed, thus achieving the basic goal and contribution of paper.

scholarly journals Urban Sprawl Risk Delimitation: The Concept for Spatial Planning Policy in Poland

2020 ◽  
Vol 12 (7) ◽  
pp. 2637
Author(s):  
Piotr Lityński ◽  
Artur Hołuj
Keyword(s):  
Spatial Structure ◽  
Urban Sprawl ◽  
Urban Areas ◽  
Regional Level ◽  
Negative Consequences ◽  
Public Intervention ◽  
The Core ◽  
Planning Policy ◽  
Spatial Policy ◽  
Reducing Costs

Urban sprawl is a process shaping the space of contemporary urban areas. The costs generated by this phenomenon force central and local authorities to adopt and implement a spatial policy limiting those costs. However, there is no method in Polish spatial policy that determines the extent of this phenomenon around cities, and thus identifies the area of intervention. Therefore, the purpose of the article is to propose a method of delimitation of urban areas at risk of urban sprawl. The proposed method of delimitation honors the characteristics of urban sprawl relating to spatial structure, socio-economic processes and efficiency of spatial policy. The method can be useful for conducting spatial policy aimed at reducing costs due to urban sprawl. It particularly pertains to the policy implemented at the central and regional level. Research results indicate that, in most Polish urban areas, delimitations used thus far designate too little of the area around core cities. Although the goals of reducing the negative consequences of urban sprawl are formulated at the level of national spatial policy, the methods of delimitation used thus far do not take into account the specificity of this phenomenon. Underestimating the extent of urban sprawl results in a lack of effectiveness of spatial policy due to the omission of specific areas in public intervention. This particularity is related to the fact that these are usually external areas—the most distant from the core city. These areas have the highest costs for urban sprawl. At the same time, these are areas in the early stages of spatial growth, in which a consistent spatial structure can still be kept while implementing proper spatial policy.

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