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Urban Transportation - Science topic

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Questions related to Urban Transportation
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Could you recommend some articles on Urban Transportation System optimization and Innovation?
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Dear Mr. Edward!
Please see the following items below:
1) Mohamed Elassy, Mohammed Al-Hattab, Maen Takruri, Sufian Badawi, Intelligent transportation systems for sustainable smart cities, Transportation Engineering, Volume 16, 2024,
2) Comi, Antonio, Fancello, Gianfranco, Piras, Francesco, Serra, Patrizia, Towards More Sustainable Cities: Tools and Policies for Urban Goods Movements, Journal of Advanced Transportation, 2024, 1952969, 17 pages, 2024. https://doi.org/10.1155/2024/1952969, Open access:
3) Yijie Su, Hadi Ghaderi, Hussein Dia, The role of traffic simulation in shaping effective and sustainable innovative urban delivery interventions, EURO Journal on Transportation and Logistics,
Yours sincerely, Bulcsu Szekely
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Transport planners, urban planners
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The sketch planning approach is a preliminary method used in transportation planning to quickly evaluate the potential impacts of various transportation strategies or scenarios. Here's how you can utilize the sketch planning approach for transport planning:
1. Define Objectives and Scope: Clearly outline the objectives of the transportation study and define the scope of the analysis. Determine what specific questions you are trying to answer and what aspects of transportation planning you need to focus on (e.g., congestion reduction, mode shift, accessibility improvements).
2. Data Collection: Gather relevant data needed for the analysis. This may include information on population and employment distribution, current transportation infrastructure, travel behavior patterns, land use characteristics, and socio-economic factors. Data sources may include census data, transportation surveys, traffic counts, and geographic information systems (GIS) databases.
3. Model Selection: Choose an appropriate modeling tool or software for the sketch planning analysis. Sketch planning tools range from simple spreadsheet-based models to more sophisticated travel demand modeling software. Select a tool that matches the complexity of your analysis and the level of detail required.
4. Scenario Development: Develop alternative transportation scenarios or strategies to evaluate. These could include changes to infrastructure (e.g., new roads, public transit expansions), transportation policies (e.g., pricing schemes, parking regulations), or land use patterns (e.g., mixed-use developments, transit-oriented developments).
5. Model Calibration and Validation: Calibrate the transportation model using available data to ensure that it accurately reflects current conditions and behavior. Validate the model by comparing its outputs to observed data or previous studies to ensure its reliability and accuracy.
6. Analysis and Evaluation: Run the transportation model for each scenario and analyze the results. Evaluate the impacts of each scenario on key performance measures such as travel time, congestion levels, mode share, accessibility, environmental impacts, and equity considerations. Compare the scenarios to identify the most effective strategies for achieving your objectives.
7. Sensitivity Analysis: Conduct sensitivity analysis to assess the robustness of the results to changes in key input parameters or assumptions. This helps identify the most critical factors influencing the outcomes and the level of uncertainty associated with the analysis.
8. Documentation and Reporting: Document the methodology, assumptions, and findings of the sketch planning analysis in a comprehensive report. Clearly communicate the implications of the results to stakeholders, decision-makers, and the public through presentations, memos, or other communication channels.
9. Iterative Process: Recognize that transportation planning is an iterative process, and the results of the sketch planning analysis may inform further detailed studies or refinements to the transportation strategies. Continuously monitor and evaluate the performance of the transportation system over time to ensure that it meets the evolving needs of the community.
By following these steps, you can effectively use the sketch planning approach to inform transportation planning decisions and identify promising strategies for improving the efficiency, sustainability, and accessibility of the transportation system.
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How to develop sustainable modern urban agglomerations according to the green smart city model with the application of Industry 4.0 technologies, including Big Data and artificial intelligence technologies, and in accordance with the concept of sustainable economic development, the principles of green economic transformation, circular economy, reduction of greenhouse gas emissions, development of urban parks and other green areas, self-sufficiency in energy and food production, environmental and climate social responsibility, etc.?
An important attribute of a modern agglomeration developed in accordance with the green smart city model is also the consideration of low greenhouse gas emissions, minimization of energy and resource consumption, minimization of the agglomeration's negative impact on the environment, on the surrounding biosphere and climate. Accordingly, agglomerations developed according to the green smart city should also become increasingly low-emission, energy-intensive and more neutral to the planet's biosphere and climate.
Urban development taking place according to the green smart city concept should also take into account the sustainable economic development of the urban agglomeration, which takes into account the principles of green economic transformation, the circular economy, reducing greenhouse gas emissions and maximizing the issue of self-sufficiency in energy and food production. In terms of achieving energy self-sufficiency, the development of renewable and emission-free energy sources can be helpful. Reducing greenhouse gas emissions can be achieved not only through the development of renewable and zero-emission energy sources, but also by insulating the facades of existing buildings to reduce energy intensity, and through the development of means of transportation within the framework of public urban transportation, taking into account electromobility and hydrogen-powered transportation. On the other hand, achieving self-sufficiency in food production can be helped by vertical vegetable and fruit crops created in abandoned office buildings and factory halls, as well as in new multi-story buildings created specifically for this purpose.
In addition to this, an important issue in achieving zero-carbon cities is to take into account the carbon footprint of not only the built housing blocks, office buildings, market halls, shopping centers, factory halls, public administration and public service buildings, etc., but also the greenhouse gas emissions emitted during the construction of the said housing developments, buildings, office buildings, halls, etc. As a result, there will probably be more than once issues to be resolved regarding the choice of less-emitting options, in which one will have to choose either to revitalize, insulate the exterior façade, install photovoltaic panels, etc. on existing buildings, or rather to demolish them and build new ones in their place, in which more modern construction, energy and material technologies, etc. will be used, ensuring greater durability, lower emissions and energy efficiency or even zero-energy efficiency of the new buildings.
In order to reduce the negative impact of urban agglomeration on the biosphere, it is essential to build wastewater treatment plants for rivers leaving the cities, and to establish water purification systems for ponds, lakes and other water bodies located in the city area or its suburbs. In order to reduce emissions, improve air quality, increase humidity and reduce air temperature, it is essential to create additional urban parks and other green areas. In the situation of limited space that can be allocated for the creation of additional green areas, urban parks, flower meadows, etc., an optional solution is the creation of many so-called pocket parks, i.e. parks and other green areas occupying small areas, which were created after removing parts of previously too extensive created concrete sidewalks, asphalt roadways, paved with concrete cubes squares, etc.
In view of the above, sustainable, modern urban agglomerations developed according to the green smart city model with the application of Industry 4.0 technologies, including Big Data and artificial intelligence technologies, should also be developed in accordance with the concept of sustainable economic development, the principles of green economy transformation, circular economy, reduction of greenhouse gas emissions, development of urban parks and other green areas, self-sufficiency in energy and food production, environmental and climate social responsibility, etc.
Key aspects of the negative effects of the progressive process of global warming and the associated necessary acceleration of the processes of green transformation of the economy in order to decarbonize the economy, slow down the process of global warming, protect the climate, biosphere and biodiversity of the planet's natural ecosystems I described in the article:
IMPLEMENTATION OF THE PRINCIPLES OF SUSTAINABLE ECONOMY DEVELOPMENT AS A KEY ELEMENT OF THE PRO-ECOLOGICAL TRANSFORMATION OF THE ECONOMY TOWARDS GREEN ECONOMY AND CIRCULAR ECONOMY
I described the applications of Big Data technologies in sentiment analysis, business analytics and risk management in my co-authored article:
APPLICATION OF DATA BASE SYSTEMS BIG DATA AND BUSINESS INTELLIGENCE SOFTWARE IN INTEGRATED RISK MANAGEMENT IN ORGANIZATION
I described the key issues of opportunities and threats to the development of artificial intelligence technology in my article below:
OPPORTUNITIES AND THREATS TO THE DEVELOPMENT OF ARTIFICIAL INTELLIGENCE APPLICATIONS AND THE NEED FOR NORMATIVE REGULATION OF THIS DEVELOPMENT
In view of the above, I address the following question to the esteemed community of scientists and researchers:
How to develop sustainable, modern urban agglomerations according to the green smart city model with the application of Industry 4.0 technologies, including Big Data and artificial intelligence technologies, and in accordance with the concept of sustainable economic development, the principles of green economy transformation, circular economy, reduction of greenhouse gas emissions, development of urban parks and other green areas, self-sufficiency in energy and food production, environmental and climate social responsibility, etc.?
How to develop green smart city with the application of Industry 4.0 technologies and the concept of sustainable economic development?
What do you think about this topic?
What is your opinion on this issue?
Please answer,
I invite everyone to join the discussion,
Thank you very much,
Best wishes,
Dariusz Prokopowicz
The above text is entirely my own work written by me on the basis of my research.
In writing this text, I did not use other sources or automatic text generation systems.
Copyright by Dariusz Prokopowicz
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Foreseeing how to implement building construction and waste from construction rather than only focusing on green building concepts is the way to help sustainable development.
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R4TLI 2023 extended abstract submission site is open.
Extended Abstract Submission Deadline – 30th April 2023
The Sri Lanka Society of Transport and Logistics (SLSTL) is organizing the 8th International Conference on Research for Transport and Logistics Industry (R4TLI) 2023, which is scheduled to be held on the 26th of August 2023 in Colombo, Sri Lanka both onsite and virtually.
R4TLI is an initiative that endeavors to promote Research and Development in the Transport and Logistics Industry in Sri Lanka, and in the Asian region helping diagnose its current issues, experienced by the industry and identify potential improvements and sustainable solutions, based on scientific evidence. This annual research conference intends to build a platform for effective dialogue among academics and professionals in the fields, and for showcasing of research outputs and dissemination of new knowledge developed in this regard.
We encourage all of you, academics and professionals interested in the research and development of the transport and logistics industry to join us by submitting Extended Abstracts (the extended abstracts template is attached herewith) on your authentic research, in view of presenting them at the conference and subsequently publishing them in the R4TLI Proceedings. (For past proceedings visit “PUBLICATIONS” menu at www.slstl.lk)
The selected Extended Abstracts will be invited to submit the full paper for the Journal of South Asian Logistics and Transport (JSALT) which is a peer-reviewed fully open-access Journal of the Sri Lanka Society of Transport and Logistics, Moratuwa, Sri Lanka and published by SLJOL (https://jsalt.sljol.info/)
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Please give more detailed information about the conference, the conditions for participation in it.
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Many people live in urban agglomerations, in large or small towns or in the countryside.
If you function in a city, I address the following question to you:
Is zero-emission urban public transport communication being developed in your city?
If so, what kind of urban, public, accessible zero-emission transport modes are being developed?
Please reply,
Thank you very much,
Greetings,
Dariusz Prokopowicz
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also, electric HST is now under construction. if you have any idea about how to predict the performance of such system, we can share a research paper
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Through this question, we try to understand the interrelated and influential relationships of a mutual nature between three sectors:
Energy sector, urban transport sector and sustainable development
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Dear Mohamed Guitoun,
Sustainability is not a separate sector but a formula for economic development that takes into account issues of sustainability, the implementation of the Sustainable Development Goals, pro-environmental and pro-climate corporate responsibility, etc. A sustainable (including pro-climate and pro-environment) energy sector is a zero-carbon, green energy sector based on clean, zero-carbon, renewable energy. Similarly, a sustainable (including pro-climate and pro-environment) urban transport sector is a green, zero-emission urban transport sector based on electric and hydrogen vehicles. All sectors in the economy, if sustainable, pro-environmental and pro-climate, together form a sustainable, green, zero-emission closed loop economy. In view of the ongoing process of global warming, in order to slow down this process and limit the scale of the future climate catastrophe, which may still occur in this 21st century, it is necessary to urgently and swiftly carry out a pro-environmental and pro-climate transformation of the classic growth, brown, linear economy of excess to a sustainable, green, zero-carbon zero-growth and closed loop economy. As part of building a sustainable, green, zero-carbon zero-growth and circular economy, all sectors of the economy should undergo a pro-climate and pro-environmental transformation with sustainability in mind, including and especially the energy and transport sectors. In view of the above, carrying out a pro-climate and pro-environmental transformation of the energy and transport sectors is an essential part of building a sustainable, green, zero-carbon zero-growth and closed loop economy. In addition to the above-mentioned energy and transport sectors, in order to build a sustainable, green, zero-emission growth and circular economy, it is also necessary to carry out a pro-environmental and pro-climate transformation of other sectors of the economy and to introduce sustainability principles in order to develop sustainable ecological agriculture, sustainable and zero-energy construction, low-carbon industries, a high level of waste sorting and recycling, reduction of overproduction and overconsumption, abandonment of excessive consumption of non-renewable natural resources, replacing deforestation with afforestation, etc.
Regards,
Dariusz Prokopowicz
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Hello, colleagues!
My name is Christiano Piccioni Toralles, I am a professor at the Inst. Fed. of Rio Grande do Sul (Brazil) and student of the Doctoral Program in Spatial Planning at Un. Coimbra (Portugal), under the supervision of prof. Anabela Ribeiro. I'm here inviting volunteers to collaborate as an expert with my Ph.D. research on urban mobility, specially dedicated to walkability, in an inter/multimodal, inclusive, and participatory perspective.
The form link is found below. It starts with a brief explanation of the proposal and the Consent Form, then moving on to the questionnaire itself.
Globally and mandatorily, this questionnaire has 222 questions with multiple choice answers, except for two open-ended questions (one for the name of your city and the last one for optional comments or suggestions), with an estimated duration of 30 minutes.
This research has as its target audience only professionals who work in urban planning, mainly dedicated to the theme of urban mobility, in public or private institutions, including academic-scientific. Planners, designers, researchers, and teachers are invited to respond. There are no restrictions about their professional qualification (for example, in Urban Planning, Architecture, Engineering, Geography, Public Health, Environmental Psychology, Tourism, Sociology, Anthropology, etc.), as long as they have some experience in the subject.
If you have any questions or would like to request further information, feel free to write on this forum. Or you can contact me by email: <christiano.toralles@riogrande.ifrs.edu.br>.
Thank you for your attention.
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Walkabity has to have some real numerical basis, otherwise its just wasted words.
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I am currently working on my research topic on “Safe Urban Mobility”. I mean by “Safe” which ensures no transmission the infections during transport journeys in the time of the pandemic (Covid-19), especially with the poor mobility choices.
After searching the literature, I got a few studies pointing to the topic.
You can view and discuss your perceptions on this topic.
I welcome all opinions.
Ahmed.
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The future of urban transportation lies in mobility-friendly networks in which cars are just one element shrinking one as we move from a system in which the personally owned vehicle is king and toward a multimodal future of on-demand driverless vehicles, ride-sharing, expanded public transit, greater reliance on human-powered transportation and other alternatives.
How can I master on such matter?
#Urban #Transportation #Multimodal #Future #lies #mobilityfriendly #networks #shrinking #vehicle #ridesharing #padroneggiare #futuro #multimodale #trasporto #urbano #Randieri #Intellisystem #IntellisystemTechnologies
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I propose the following research topic on this issue. Analysis of determinants and trends of pro-environmental changes in the development of public transport in cities and their use by citizens. These studies can take into account pro-environmental factors and sustainable development goals, which will cause a decrease in the use of passenger cars and an increase in the use of vehicles by public transport and other alternative solutions, such as the use of bicycles or resignation from commuting by increasing the scale of professional work in the form of remote in urban agglomerations.
Best wishes,
Dariusz Prokopowicz
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In my opinion, the development of the necessary infrastructure and security stabilities is of key importance for the development of autonomous cars technology, so that the development of autonomous cars technology and the increase in the number of autonomous cars does not increase statistics on the number of road accidents.
In addition, the development of autonomous cars technology can be paralleled to the development of electromobility. For the development of electromobility and the number of used electric cars, it is also necessary to build the necessary infrastructure installed on roads, urban streets and interurban arteries of communication charging points for batteries into electricity.
In some countries there are active policies for the development of electromobility, under which the state from public finance funds pays extra to purchase an electric car and invests in projects to develop the necessary infrastructure for charging points in electricity. Other power plants are also being built as part of the development of renewable energy sources, because the development of electromobility is causing a significant increase in electricity demand. Unfortunately, this pro-ecological, active policy for the development of electromobility is carried out only in some countries.
Do you agree with my opinion on this matter?
In view of the above, I am asking you the following question:
What are the main determinants of the development of electromobility and autonomous cars technology?
Please reply
I invite you to the discussion
Thank you very much
Best wishes
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I a gree with Dariusz Prokopowicz
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Covid-19 is heavily impacting our lives and activities. Transport and mobility is also directly related to our daily lives and activities. Definitely there might be some innovations in transport sector due to Covid-19 or post-Covid pandemic. I am curious to know what could be the possible innovations in urban transport, particularly in developing country contexts.
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As other fellow researches mentioned previously, the solution is in individual transportation such as bicycles, scooters, motorcycles. Many manufacturers sold out due to a sudden increase in sales.
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“How to solve traffic congestion” and "why is it so congested" are questions usually asked by my friends, when I told them that I am a researcher focusing on transportation. It seems a very basic question but really difficult to answer in a short time.
In your opinion, what is the most effective way of solving/mitigating traffic congestion? Various and interesting points of view are expected. Thank you in advance!
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In my opinion, a good city planning is the best way to prevent traffic congestion before it happens since planning is the root cause of this problem.
It’s like this quote: “If the first button in a shirt is put wrong, then every button will be wrong”.
However, if congestion does happen, shifting people from private cars to public transit by promoting transit oriented development, taxing private cars, and improving public transit infrastructures will do (in my opinion).
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Mobility is changing. New types of mobility concepts are needed to reduce greenhouse gas emissions and thus mitigate climate change or to prevent the mobility sector from becoming overloaded. Individual mobility as we know it today will not exist in this form in the coming decades! In the literature, numerous concepts such as alternative drive concepts, ridehailing, ridepooling, car sharing, more attractive public transport, better cycling and walking infrastructure are listed for future mobility. What is missing are studies that prove the effectiveness, for example, in terms of reducing greenhouse gas emissions! Which concepts offer the highest potentials considering which parameters (acceptance, infrastructure, financing, etc.)? Which concepts offer the least? Do you know studies on this topic?
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This paper conducted a systematic review of various models of traffic impacts of AVs on travel behavior and land use in different approaches (; Agent-based-Model, Activity-based-Mode, Mode-Choice Model, etc).
I am interested in this summary;
private AVs – lead to increases in population in well-connected
distant suburbs and rural regions, i.e. a much more dispersed and scattered
urban growth pattern.
Meanwhile, SAVs in combination with a ridesharing scheme, or a more efficient public transportation system due to automatization (e.g. AV shuttles for the last mile) could lead to an increase in population in urban areas, i.e. population clustering in urban areas
pleach check;
Aggelos Soteropoulos, Martin Berger & Francesco Ciari (2019) Impacts of
automated vehicles on travel behaviour and land use: an international review of modelling studies,
Transport Reviews, 39:1, 29-49, DOI: 10.1080/01441647.2018.1523253
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I have just published a paper in Transport Policy about the mediator role of satisfaction in public transport (https://doi.org/10.1016/j.tranpol.2020.09.011) using data from the same survey in five cities (Madrid, Rome, Berlin, Lisbon and London). I have found that satisfaction exerts a complete mediator role between service quality and behavioral intentions in urban and metropolitan public transport services.
My personalized Share Link is https://authors.elsevier.com/a/1c1pU,L-HRby6v (valid before Dec 27, 2020).
I would appreciate feedback from anybody that has compared both models (partial vs. full mediator) in the field of public transport or in any other fields?
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Passenger satisfaction is not guaranteed if the quality of the services that public transit delivers do not result in increased passenger perceptions of value in relation to the fares paid. Therefore, providing passenger-value-oriented quality services is crucial for public transit companies if they are to satisfy their passengers and thus increase re-patronage/word-of-mouth behavior, and consequently customer loyalty.
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I am relatively new to this field, my research interests are smart cities, shared mobility, transport service integration. We have data about CO, NO2, O3, PM10 from several cities. I would like to ask your opinion about
  • what do you think are the most relevant research directions?
  • what are the key questions of urban air pollution?
  • what analysis methods should I review?
  • how would you describe the most important goals of an air pollution / emission analysis?
I would be happy to read your opinions and related literature as well.
Thank you very much for your answer and suggestions!
Kind regards,
Simon NAGY
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You can conduct air quality Index for each site and compare between them. Also you can make spatial analysis using Principal component analysis or factor analysis for each site and find which pollutants contribute more in air quality variation. Also you can classify the Sites using cluster analysis. In addition, if you have the data of vehicles traffic volume near the Sites, you can make relationships between air pollutants and the level of traffic volume.
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I am looking for a good book that can help me explore the road navigation systems.  The key details i am looking for are;
  1. The scientific relationship between GPS Navigation and road safety.
  2. The History of Road Navigation Systems.
  3. What was the cause of this kind of innovation?
  4. Does the use of Navigation Systems increase road safety? How?
The questions above and more are the examples of the research questions I need to answer so I can gain some knowledge on GPS Navigation. 
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Dear researchers,
I am looking for information how Oslo is financing the development of sustainable city transport (any reports, strategies?) Moreover how urban transport is changing in terms of green mobility (qualitative and quantitative data). I will be grateful for your contribution
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Joanna Oleskow-Szlapka As regards your discussion on financing the development of sustainable city transport, I have attached some useful materials for you (see attached files below). I believe these would be helpful. Moreso, I have a brief summary of the information you required, and the source / link is pasted for further readings.
Oslo has one of the most advanced public transportation systems in Europe. The metro, bus, tram and ferry networks are integrated and the zone-based fare system deploys the latest technologies. During the last five years, growth in public transport use has been about 29 per cent while the use of private cars has remained stable at the 2005 level.
Oslo is the capital region of Norway, a highly-developed and oil-rich country with a stable economy. The municipality of Oslo spans 454 square km and is located in the inner part of the Oslo Fjord in South Eastern Norway. The Oslo Region consists of 70 local authorities, including Oslo, Akershus, Buskerud and Østfold and the municipalities surrounding Oslo. It has population of about 1.8 million inhabitants.
Key players in public transport
Oslo Sporveien AS (Sporveien), erstwhile Kollektivtransportproduksjon AS (KTP), is the operator of the public transportation network in Oslo, Akershus, and Vest fold. The company is fully-owned by the city government and operates under contract with the public transport authority Ruter AS.
Ruter AS is the management company for public transport in Oslo and Akershus. It is owned jointly by the Oslo municipality (60 per cent) and the Akershus County Council (40 per cent). Ruter was formed in 2007, following the merger of AS Oslo Sporveier and Stor-Oslo Lokaltrafikk a.s, which were the public transport authorities for Oslo and Akershus, respectively.
Almost a quarter of the Norwegian population lives in the area served by Ruter. The 300 million public transport journeys a year by Ruter represent almost 60 per cent of all public transport journeys made in Norway. All public subsidies of public transport services in Oslo and Akershus, with the exception of state subsidies provided to Norwegian State Railways (NSB), are granted through Ruter.
Ruter has two subsidiaries:
  • Trafikanten, a wholly-owned Ruter company since January 2012, which aims to promote the use of public transport through information solutions for all.
  • Konsentra, a wholly-owned subsidiary of Ruter, which co-ordinates, plans and arranges passenger transport services. Every year, it arranges approximately 1.2 million trips commissioned by Ruter, Heels Sør-Øst as well as several municipalities in Akershus.
Ruter itself owns no buses, trams, boats or metros. Fleet operations are carried out by various operator companies that have a contract with Ruter. The metro and the tram are permanent contract partners, whereas bus and boat operators are awarded contracts after competitive tendering.
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I`m working on "Evaluation of The Post-Earthquake Urban Transport Network Vulnerability" and i need to know about the literature review of earthquake (specially about urban internal path block).
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Sir,
you may like to contact the following organisation for your querry/other assistance:
The Director
National Center for Seismology   Ministry of Earth Sciences, Government of India, IMD Complex Mausam Bhavan,Lodhi Road, New Delhi - 110003
INDIA Phone : +91-11-43824582
Working hours:0930 hours to 1800 hours (Except Saturday, Sunday and Government Holidays)
24x7 Earthquake Monitoring Center 
Phone : +91-11-24619943, +91-11-24624588
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Hi
I have run PCA for 3 years of data so by this I got factor scores for each item/subject for every year. Now, I need a single value to use in my model from three values.
Should i take average of factor scores or should i use a recent value? What is an appropriate way to use factor scores for transport delay data analysis?
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Great. You are progressing quite rapidly. Keep Going and good luck By the way Monash Univ. has a great statistics dept. The greatest statistician of all time (R.A. Fisher) is buried there
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The urban transport system is an example of artificial intelligence application, by identifying the correct position of each bus and subway, users can travel at the time needed for each trip, optimizing the costs and time of individual trips.
What are the best practices and innovations that AI can provide in a city?
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Hi, I agree with Erik Cuevas answer
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I would like to learn more about the contract design of urban transport by bus that stimulate competition and better performance. Among the elements that I would like to learn more about are:
risk allocation; remuneration schemes; performance and quality indicators; contract lenght; award criterion
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I am comparing two urban transportation policies / plans and through that the effort of Vienna and Barcelona in providing a ‚sustainable‘ urban mobility. Therefore, I’d appreciate any valuable literature, case studies regarding the method of comparing.
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See these papers:
Check out their methods of comparison.
Hope it helps
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📷 European International Conference on Transforming Urban Systems (EICTUS-2019)
🔷 26-28 Jun 2019 Strasbourg (France) 
✅ Introduction of the conference
With climate change, increasing world population, and new expected worldwide shares of fossil fuel energy resources, all cities will face to serious tensions in a very near future.
The EICTUS-2019 conference is proposed to bring together all the actors working on urban environment at international scale. The project aims to share experiences and create an international dynamic to find collective solutions to environmental and social problems that are arising progressively in many cities of the world.
✅ Major themes of the conference
📷 Sustainable cities
📷 Urban metabolism and sustainability
📷 Urban ecology and eco-services
📷 Urban land-use, development and planning
📷 Energy resources, sustainable urban energy productions and supplies
📷 Urban mobility, sustainable and innovative urban transport systems
📷 Urban pollutions (air, water, soil) and reduction strategies
📷 Urban risks, remediation and protection strategies
📷 Urban economy and cost-effectiveness strategies
📷 Other inter-disciplinary topics related to urban transition
The conference is proposed by the “Zone Atelier Environnementale Urbaine” (ZAEU) (https://zaeu-strasbourg.eu). ZAEU is an interdisciplinary research network, part of the Zones Atelier (ZA) of the Institute of Ecology and Environment (INEE) of the National Center for Scientific Research (CNRS), France. It is also art of the Long-Term Ecosystem Research in Europe (eLTER, http://www.lter-europe.net). Long-Term Ecosystem Research (LTER) is an essential component of world-wide efforts to better understand ecosystems. ZAEU is supported by the University of Strasbourg through the involvement of ~100 research scientists working in 13 research laboratories covering several fields and disciplines. It was built in connection with the Strasbourg city authorities, Strasbourg Eurometropole (EMS).
The main objective of ZAEU is to co-build common knowledge to face current and future environmental issues in a logical sustainable urban development. This co-understanding is based on a long-term observation of the processes and dynamics of the eco-social system. This involves understanding through the analysis of information collected, measured or simulated, the validation of these processes, the proposal of scenarios for the future, but also the exchange of information with local authorities to quickly applied results.
The accepted manuscripts will be published in conference proceedings. Other than the publication of conference proceedings, selected papers with extraordinary findings mainly about solutions to combat the environment problems at urban scale, will be published in form of a book for policy makers. 
📷 Conference Website:
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Hi, could you please confirm if the call for abstracts to this conference is still open?
Thanks-
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This question is aimed at solving the traffic problem of Pune City where we are trying to select one of the Public transport systems between BRTS and MRTS, which further will be analyzed and proposed at the completion of our Thesis study.
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Thank you so much!
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TIA comes with the legal background. Therefore it has been allowed normalize traffic level for all. But there are significant road segments that cannot allow the legal level.
If there any article journals related this please let me know. I like to make a framework for my study. therefore I need the base that other localities use.
Thank you,
Dilshan
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Good answer by Kundan.
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Battery operated cars are really a sustainable solution for urban transport? What about the disposal of the dead cells of the battery after it's life?What to do with the e-waste of dead batteries? 
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It is clear that the world is shifting from fossil fuel to batteries as industry responds to advances in technology and mounting environmental concerns about the use of oil and coal. What is less clear is where all of these billions of batteries end up at the end of their lives.
Because electric cars emit no fumes, people have come to label them as “green.” But while they may be environmentally friendly while they’re in use, once they reach the end of their lifecycle their batteries present distinct environmental challenges.
Most electric car batteries can be used for 8 to 10 years, or 100,000 miles—and then what? If lithium batteries replace oil as the environmentally friendly alternative, then it seems prudent that their disposal be sustainable and environmentally friendly as well. A 2013 report assessing the life cycle of lithium-ion batteries in electric vehicles (EV) the EPA found that batteries that use cobalt and nickel components, as lithium-ion batteries do, have the “the highest potential for environmental impacts. These impacts include resource depletion, global warming, ecological toxicity, and human health impacts,” including “adverse respiratory, pulmonary, and neurological effects in those exposed.”
Nowhere is the need to come up with a sustainable, human- and environmentally-friendly approach to batteries. Please find attached papers which describe a process where the recovery of lithium is economically viable we have
Please find attached papers which describe a process where the recovery of lithium is economically viable we have analyzed the current industrial processes. It determined that, when applied to recycling automotive LIBs, they are needlessly energy intensive and complicated. In these processes whole LIBs are incinerated, cryogenically cooled, or shredded under an inert atmosphere in order to make their cells safe to open. Instead of such extreme measures, LIBs can be disassembled by automated processes, which recovers valuable electronics for reuse, their cells can be discharged, which recovers residual energy, and then can be opened safely in air. Similarly many research are going on in this matter.
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I understand that TOD development can also promote to use the urban transport. I am also curious about creative urban space and related with automobile usages. 
Thanks,
Taryar
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Parking facilities in Delhi need to be improved and I want to use VISSIM for this purpose. Is it practically possible to do using VISSIM 5.4.
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Thank You for your suggestion. Let's try with that.
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Hello!
As a part of my research on urban transportation, I am using System Dynamics as a tool. If anyone has experience in System Dynamics / Systems Thinking, software tools for System Dynamics or its application on transportation systems, please get in touch with me.
Main Purpose -
1. Make friends from same working background :)
2. I want to engage in discussions with a peer
3. Get some inputs on selecting suitable software package
Thanks,
Madhur Jain
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@Babak Bashirzadeh - Hi Bashir. Thanks for your offer. I see that you use Vensim. Could you please suggest on if Vensim can accept Python or Matlab coding ?
Thanks.
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Emission factor development
Vehicles operating at high altitude
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Dear Prof. Dr. Lewis Maccarter
Thank you very much for the information.
Particulate matter measurement (PM2.5), I want to perform in a light diesel vehicle under real traffic conditions.
Thanks for your comments and all your help.
Sincerely,
Luis Tipanluisa
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Due to their noise would they be allowed only in special flight corridors? Could they hurt communities living under their corridors?  Would it be an A-B transport (station to station) or based on the network of default connections? Would automation enable flights to everybody using autonomous air vehicles (AAVs)? How could ii impact suburbs and towns deeper inside regions?
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Does anyone really believe that this time, flying cars will become a reality? Way back in the 1940s and 1950s, there were similarly unrealistic (in my opinion) articles showing helicopters parked in driveways of homes, as if people would be flying to work or to the supermarket. I think that noise would not be the major obstacle here. It is more the idea of millions of people attempting to cope with a 3D traffic problem, in congested urban areas.
Not to mention, energy consumption.
Having been negative, let's see what might have changed that would make flying cars any more likely.
One change is that small flying cars might have become affordable lately. Okay, although cost was not the only obstacle.
What about autonomous cars? If flying cars can avoid dependency on the "skills" of the average driver, or even the average pilot (in such congested flying environments), there might be some hope. For the time being, autonomous cars, operating in 2D, appear to be beyond what many people think is possible, although I'm not among these skeptics. Any bets on the likelihood of autonomous flying cars, anytime soon?
Of course, flying cars could potentially be viewed as a very limited type of service, more like "air taxis" of today. Anything done in such small scale could be feasible and practical. But then, attempting to make such cars affordable for the average person seems almost pointless, as does their diminutive size and payload.
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The contradiction between supply and demand of parking is apparent in the downtown areas of metropolitan around the world. One of the most important reasons is that not all kinds of parking resources within the region have been applied fully. With the advent of shared economy, I wonder how can we tackle this thorny problem of parking by sharing the private parking lots. Are there some relevant research or materials of it? Thanks for your reply!  
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I wrote this paper to explore the relationship between the sharing economy and urban property rights. I think parking space is an important "durable good" that could be shared by people living in downtowns. It will be interesting to analyze its effects on urban economy.
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What are the sequenced steps of urban transportation planning process? 
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Salam All,
Generally speaking, Forecast comes first then you need to think about alternatives that fit with your forecast. But the Urban transportation problem is bigger than this, and it should be taken in a comprehensive view.  all the phases should be taking together as a one process. don't forget that different Urban problems need different solution alternatives.
Regards
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Hi guys
It's me again. Currently - I have been doing research about the airline self-service technologies. I am writing about how passengers perceive the SSTs and how can they change the passengers travel experience. I have found few gaps in Literature review - I have found that there is no a lot research about how passengers can be actually convinced to use the SSts or what type of passengers can be more likely  keen to use SSTs. 
I think these are good gaps that I could focus and base  my primary research on but sometimes I feel these topics can be only used for my recommendations for future research... Is anyone of you have any suggestions? What exactly you mean by gap? Is there anything you feel it hasn't been discovered in the Self-service matter ?
Thanks in advance for your help xx
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I have noticed a growing number of self service kiosks at airports, fewer real persons to help, and a tendency for the "helpers" to say "use the self service kiosk." They do this even when they are not obviously busy. I think it is part of the protocol to avoid error. (I believe the human agent is error prone -- I was recently issued the wrong boarding card for a person with a similar name to mine.) 
So I am actually reasonably happy to use the self service computer and the ability of these kiosks to handle most situations has improved greatly (for example can do a passport scan). I think that effort should not need to be wasted on persuasion -- rather -- put more, and more capable self service devices in play and maintain them well. Then have good human back up agents to help when needed and to issue bag checks.
These systems are very vulnerable to a computer glitch however. Some study on resilience and back up methods would be useful. Also standard queuing theory measures to see how this M server queue works.
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In what urban mobility scenarios ICTs can be harmful? 
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Hi Mithileysh,
It;s just a hypothetical situation of a tsunami plus flush flood in a city. No infrastructure at population level. Some satellite communication possible for Responders... 
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Is it viable to calculate the pollution only near bus terminals and across the red light crossings and on the basis of that predict the pollution of the whole city?
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Pawan,
It appears you have moved the conversation from measuring from a sampling of locations where emissions occur, to one of finding ways to control or solve the pollution problem. 
If prevention measures are what you are looking to answer, there are technical as well as human behavioural aspects to the research question. The technical may involve looking at engine technologies, maintenance regimes, and fuels. Behaviourial aspects could involve simple things such as turning the vehicle engines off when the vehicle is on stand by, etc.
Regards,
Ricardo
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I'm interested in studying the statistical properties of pedestrian flow through subway systems (not within a single subway station, but through the subway system. I.e. from station A to station B, etc.) In particular, I want to fit a model to determine the distribution of paths people take through the subways. 
Given a dataset of the topology of a subway system (which stations connect to which stations) and timeseries of how many people enter and exit each subway station for during each interval of time. I want to imagine this as a network where each node is a subway station with a decay rate to each of its neighboring stations.
I wrote a little more about my ideas on this problem in the included document and am hoping for some advice on how to approach this problem. I'm taking an introductory statistics course now and (this is independent of my course work) this is the first time I've had to imagine a model of my own and fit it.
I'm hoping for some advice from the experts here on how to approach this problem 
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February 14, 2017, 3:42 PM EST (GMT-5 hours), Gulf Specimen Marine Laboratory & Aquarium, Panacea, Florida, USA
Dear Akiva,
Send me your email address and I'll send you:
Friesen, M.R.P., R. Gordon & R.D. McLeod (2014). Exploring emergence within social systems with agent based models [invited]. In: Interdisciplinary Applications of Agent-Based Social Simulation and Modeling. D.F. Adamatti, G.P. Dimuro & H. Coelho, (Eds.) Hershey, Pennsylvania, USA IGI Global: 52-71.
Yours, -Dick Gordon <DickGordonCan@gmail.com>
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Hi
I am working on trajectory mining and I am looking for mobility dataset of vehicles and neither those collected from  smartphones nor taxi traces
Thank for any help in this topic
Best,
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Perhaps the mobile century data will be of your interest: http://traffic.berkeley.edu/project/mobilecentury
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I have the information of 150 companies in terms of their location (latitude and longitude) throughout the UK.
I would like to identify the location for the waste collection centre for all of them, so it requires all of them to be clustered/grouped which will minimise the total travel distance. Each cluster may have their own waste collection centre.
How this clustering can be done? Maybe companies in 50km radius in one group, etc? Anyone can help me on this?
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in using the k-means formula try to use the haversine distance instead of the Euclidean distance.
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I am looking for the best alternative to realize urban last mile deliveries.
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Hi Bruno,
As far as the last mile deliveries are concerned, the choice of delivery mode by the consumer is much important to conclude what can be the best alternative for doing so.
The choice for last mile delivery mode is a function of several factors such as type of product, size of product, cost of the product, urgency of the product, availability of the consumer to collect the parcel when delivered, etc.
In my view, the consumers' choice should be taken into consideration in addition to the perspective of freight service provider.
Kind Regards
Ashu
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We are preparing a research about private vehicle ( Specially private car ec...) monioring system experiment and we are looking for researchers that have made something similar to exchange information
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As New York has mapped the income levels along individual subway lines, earnings range from poverty to considerable wealth, namely income inequality exist obviously.
But how and when such inequality form along the time, i.g. before, in the middle and after the construction of metro? The procedure is rather complex, relating with the change of accessibility, spillover of land price and house price, agglomeration of economic activities, increase of commercial and housing investment, job attraction, etc.
Does this inequality has a spatial pattern? That is the spatial difference of the degree of inequality between the regions near to the metro and the ones slightly far away from the metro.  And how does spatial pattern of income inequality evolve or change before, in the middle and after the construction of metro? Maybe the evolution of such income inequality will be impacted greatly by the density of metro, gentrification, sub-urbanization, urban renewal, built environment, etc.
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Dear Guo,
Very interesting question. We have done a research on this topic measuring social and spatial inequalities change in urban area after a new transport measure. See Souche, Mercier, Ovtracht in Urban Studies 2016 (you can find the paper in my page researchgate) . We have use the same methodology for evaluating the impact of a new subway line (but not published). Best. Stephanie
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As pure electric vehicles become widely used, it seems that it will replace the conventional vehicles (driven by combustion engine) in the future because of environment protecting and energy conservation advantages. However, one of the important disadvantages is that pure EV has limited driving range, ranging from 100-400km which is obviously less than that of conventional powered cars. Thus, drivers have to consider where and when the pure electric vehicles should recharge in order to ensure that it will not affect their daily traveling negatively, e.g. escort children, go to work, visit friend, go shopping, etc. And such consideration absolutely will further change their decision about their travel behaviors. But how this change will happen? What kinds of travel behavior will be affected mostly?
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Dear Guo,
I can give you two intertested references on electrics vehicles.
The first one is a special issue on electrics vehicles (demand and market penetration) published in Research in Transportation Economics 2015.
The second one is a paper co-wrtitten by Sheperd, Bonsall, Harrison titled "Factors affecting future demand for Electric vehicles: a model based study, Transport Policy, 20, 2012.
Have a pleasant read,
Best regards,
Stephanie Souche-Le Corvec
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I am working on a research to look at the question of demand for BRT and how it is shaped by the urban environment (densities along the corridor, population characteristics, employment characteristics, etc.)
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I think BRT is significantly lower infrastructure and operating costs and greater potential network flexibility. One book you can read call Bus rapid transit: a review of recent advances by Lloyd wright on 2011. 
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Postman is one who moves door-to-door and delivers mail (written communication) and small packets. Postman usually moves on foot or a bicycle (environmental friendly modes) considering the nature of movements associated with delivery of mail. However, the roles of postman is slowly changing over the period, during last decade or so, especially post development of communication facilities such as e-mail and resultant decline of hard copy mail. Today postman not only delivers mail (that for which there is an essential requirement of a hard copy) that is mostly flowing between individuals and business / government establishments but is also handling delivery of e-commerce goods and resultant collection of money (as part of cash-on-delivery). The origin of postman being post + man may over a period be replaced by courier or any other word considering the changing roles of the person termed postman. In this light ‘postman’ and ‘postmen’ may become obsolete words. The modes postmen use constitute active travel modes and are part of the overall sustainable transport modes which are gaining greater attention currently.
Therefore, can ‘postman’ and ‘postmen’ have a new avatar or meaning based on the modes postmen used or are using even today?
That is, the words ‘postman’ and ‘postmen’ can represent transport planners associated with the planning of modes used by postmen. This allows societies to remember, postmen who have served our communication needs for the past century plus, for longer duration in future. The reasons for which are the two words can be expanded as illustrated below.
POSTMEN - Planner(s) Of Sustainable Transport Modes caring Environmental Needs
POSTMAN - Planner(s) Of Sustainable Transport Modes And Networks
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 Dear Varadaraj Gidugu,
That's a very witty thought that can make a good framework for an excellent article. Keep it up!
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It is for a Macro (Synchro) and Microscopic (SimTraffic, CORSIM and/or Vissim) simulation that provides performance measures such as delay, throughput, capacity, air emissions and fuel consumption?
A "before and after" analysis is needed which may take months for a downtown study of 1 square mile.  The funding will go to a transportation professional engineering consulting firm.
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May be You can see if SSATP of de WB have grants or scholarschip 
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I am interested to learn and "play" with a group of students a "serious games" related to urban and transport planning. It would be very useful therefore to know some available examples and already usable to didactic purpose.
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I am looking for scientists interested in studying trolleybus transport with special regard to its social and economical conditions. I am particularly focused on impact of electric public transport (for ex. trolleybus transport) on real estates prices. On the other hand I analyze effects of implementing innovative technologies and sustainable development policies on trolleybus transport. 
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Dear Marcin, maybe this cuold be useful to you. Best regards,
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Transport system plays a role in the urbanization, which means the growth of cities are horizontally and vertically. But does this apply to small and medium-sized cities too? In some developing countries, cities do not have an urban transport systems, which means that the existing transport system is characterized by randomized, and many other factors plays a major role in urban transformations.
Does this mean that the relationship is between the planned transport systems and urbanization only?
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Dr.Shian-Loong Bernard Lew
Thank you for this answer helpful, and good articles.
I hope to pursue the answer to my questions.
With my sincere appreciation and respect
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Sustainable transport achievement bears on integration of modes. but the fragmentation of limited capacity modes in developing countries threatens urban transport sustainability. am thinking of possible, and economical (for the developing countries) frameworks for achieving transport sustainability through integration of modes.
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Here in Southeast Asia, there is a growing movement to replace diesel-powered forms of what would be considered as "informal transport" in developed countries with electric-powered ones. In the Philippines it is common to see "jeepneys" or WWII-era American Jeeps stretched to accommodate passengers. Due to their dated and polluting design, e-jeepneys are being promoted as replacements by various environmentally-conscious organizations. Similarly, in Thailand, the "tuktuk"--motorized rickshaws--are also being targeted for replacement with electric equivalents.
While interesting, the costing of these electric alternatives for everyday operators will ultimately determine if they complement in greater numbers or even supplant their diesel-burning alternatives. Economies of scale are crucial.
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The pedestrian flow line is one of the main factors affecting the efficiency of transiting, how can I design the lay out of subway stations based on the flow lines? 
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This is a very deep question: I am happy about your scientific curiosity. I would like to discuss to you about, because is has been a hot topic in my research group. Could we have a meeting when I will be back from Tokyo? In the meantime, If you didn't do yet (never mind, if so), I kindly suggest you to read the papers of Giuseppe and I: "Modelling negative interactions among pedestrians in high density situations" and "Studying Pedestrian and Crowd Dynamics through Integrated Analysis and Synthesis". I am going to send you in attachment. Thank you for your interest and best regards
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Hello everyone,
I am working on a typical problem of real-time data analysis/datamining of an urban transport system where i have following information
- Data about how many vehicles are part of the transport system with their last known location always updated as GPS coordinates.
- Data about different routes the buses may travel with a list of stops, their zone and their GPS coordinates. Worth mentioning that a stop can be part of more than one routes where buses going to different destinations may share some stops with other buses.
- Data about the journeys that have been travelled and more specifically the journeys that are being travelled right now in real-time. This contains information about the routes, stops and then actual arrival and departures times being reported. It also contains information about planned start/end time of the journey (based on planning) and actual start and end time for the whole journey. It also contains planned arrival and departures time for each stop that is/will be travelled by the bus.
Having all that data available, I need little creative thinking to suggest what different scenarios or problems that can be addressed using analysis/mining of this data. Like congestion detection, different types of congestion, scenarios for delays and emergency situations, resource planning, rerouting - anything you can think of will be helpful. Please share your ideas.
Regards
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I think the crowd management in case of emergency or non-emergency conditions, flash demand arising out of some peak hour activity or some technical snag, etc, re-routing or alternate routing for peak hour peak direction demands, may be explored. besides this some rapid buses- mean buses stopping lesser and only important stops having very high demands may be explored especially for longer routes so as to reduce travel time and resulting into lower automobile dependency. 
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As you can imagine, daily urban densities changes during each 8 hr cycle 3 times; or each 12 hr cycle twice.  Can you offer data source or information?
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In the U. S. the Department of Transportaition since 1983 made a survey of transport and mobility, "The National Transport Houshold Travel Survey", the data is open and you can download it. The contains travels with their origins and destinations, you can estimate miles travelled by purpose, also times etc... In the website you can find lots of documentation, manuals, reports, journal arcicles etc...
In some places the travel surveys are called just like that "Origin-destination surveys", also can be called travel diaries.
A totally different approach is to try from unstructured sources as tweeter to assess activity patterns, below you can see ann example of this second kind of study.
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I’m looking for good practice example(s) of social responsibility policies and practices of a transport system company, in a major city of a developing country. Ideally, a company that runs an extensive network of busses, trains, trams, etc in a major city that is polluted, dirty, hard to live in, and riddled with corruption. I’d like to find examples of such companies and read about how they deal with such issues and what good practices they implement. Could you please point me to any such examples?
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São Paulo Metro company has been working with it,
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It's quite interesting to create some green and health paths in the city. Recently I have finding some precedent studies about shared space streets. 
It can provide more opportunities for citizens, for example the new road In Brighton as the weblink below.
But i feel confused how to guarantee the safety of pedestrian in the shared space street?
how to find out if a new site is suitable to create a shared space street?
Any suggestions? Thank you!
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In Asian Countries you can find many Shared Spaces. But they are not driven by the concept of Shared Space. The most prominent rationale behind this is when pedestrians are sharing the street the drivers and the pedestrians all know that there are no sign boards and traffic lights. Therefore they train themselves to look at the themselves not sign boards.
"Traffic congestion" is one of the burning issues in the  world. People are concentrating on improving mobility. In such a situation shared space is one of the key solutions. 
According to my idea in many of the developing countries close to the CBD there is a huge traffic congestion. What happens is the traffic light blinks the red light. It gives people to move within 60 seconds. For that 60 seconds number of vehicles make a ques beside the traffic light. But if the drivers are advised not to look at the traffic lights instead of the people who are crossing the road there won't be such delays. 
Therefore to your question my opinion is "Shared Space" is a concept that we must practice . But If only the responsible parties spend the money on motivating drivers to look at the pedestrians instead of the boards. 
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I am interested in constructing and measuring suitable indicators that model safety perception in order to understand how safety perception influences transport choices.
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Overnight delivery in large cities can be a problem for security reasons and/or because of a clash of interests among actors. For example, carriers prefer night deliveries because the huge traffic during the day, lack of unload areas, etc; while shippers prefer day deliveries to fulfil their customers’ requests. On the other hand, carriers have problem when the deliveries are in unsafe areas. Retailers prefer day deliveries because they would avoid extra costs with wages, for instance. In your opinion, which reasons (positive and negative) to/or not adoption overnight deliveries? Could you suggest me any research?
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Thank you Johanna. Yes, now we are applying a questionnarie with other companies as well. Although there are some projects developed in some large cities, few articles is available. Jose
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I mean of course some economic indicators.
I look forward to brainstorming.
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Hi Anna,
Level of integration in transport system may be considered as a multidimensional approach viz. in terms of distance, time, cost et al. Actually, this should be thought of as a measure of efficiency which may be performed using measuring the transport network efficiency combining different modes of transport. The shortest route approach such as Floyd's algorithm may be used to find the net reduction in distance comparing the existing network with the shortest path result. After which, the net reduction in fuel cost due to this shortest path may be taken as an economic indicator of level of economic efficiency achieved.
Regards,
Subir
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Hello,
Do you know any cases of congestion charging/pricing schemes in the global South? I have heard that New Delhi has been considering implementing one, and so has Beijing... but apart from several European cities and Singapore (where the idea came from, apparently), are there any other municipalities in Africa, Asia or South America that have played with this idea?
Thanks for your help!
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Dear  Wojciech,
About Brazil:
Traffic Management Schemes – the London Congestion Charge and the São Paulo
‘Rodízio’ Programme’  by Paulo Câmara and Laura Valente de Macedo
Urban Congestion Charging: Theory, Practice and Environmental Consequences by Georgina Santos and David Newbery
Regards,
Vanessa
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Hi,
I looking for cities/towns located in the global South (South America, Africa, ... but the list could include also China and India!) which have experimented (or at least considered) the introduction of free (= zero-fare) public transport.
Your help is much appreciated!
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Thanks! After having done some research, I am still looking for more cases in South America and Asia (not only in China). Let me know if you have heard of any that aren't mentioned here: http://farefreepublictransport.com
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Hi everyone,
I would like ask a question about data analysis. I have two data sets about buses in an urban transport system.
Timestamp and Speed with GPS Coordinates.
How can I mine this data based on spatial coordinates and speed and use this to make short-term and long term-predictions about location, speed as well as using these as parameters to identify patterns for traffic bottlenecks, congestion etc before time. 
I have attached two images to show an example of the data sets. Suggest me a tool as well if it can help.
Regards
Nauman.
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Dear Fernando,
Thanks for your response.
No they are not publicly available unfortunately. Can you please advise further on what you have said? Any reference would be great.
Regards
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Any other study on the subject is welcome.
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Dear Dr. Krishnan
These informations are very useful. This is not my first area of expertise but I'm writing about urban passenger trains and there was found no official data about it.
Thank You very much for the two replies, for your time and willingness to help my research.
Best Regards,
Vanessa
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In developing countries, demand aspects of public transit have received very limited attention as compared to the design and engineering aspects. Further, transport studies conducted in those countries are suffering from virtual lack of a database on urban transport statistics or project based or either very aggregate.
Given circumstances, there is a need on a simplified method to measure transit demand of public transit stops. This study suggested that network centrality measures tool is robust, dynamic planning tool that will offer promise for transport planning applications in Indian context.
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I think Centrality measures can serve in one stage of the Transportation modeling process: identifying and pinpointing populations.... but in order to complete your modeling you need more data about the transportation networks, vehicles, distances, accessibility and smoothness of flows in order to have a real simulation of the transportation network.    
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I am working on genetic algorithm implementation of an optimization problem in Urban transportation planning. So, I need to know what are the parameter setting guidelines for genetic algorithm so that I can get better results and faster convergence.
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you can use the following paper:
"Using response surface design to determine the optimal parameters of genetic algorithm and a case study"
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The video attached explains why urban sprawl is not a good approach in America based on health, security and sustainable aspects.
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TOD of course is good...But not sure in Indian condition. Currently we are just copy pasting the western concepts and there are no changes made in the original TOD based on the need of the nation. We are falling short of EWS housing and the things like TOD will further make it impossible to provide EWS housing in the core city due to increased land prices...TOD will benefit more to the top 20% people of the society...
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I want to explore gender and transport in South Africa, in the province of KwaZulu - Natal. I observed women using transport which leaves them far away from their destinations and want to know their experiences as compared to their male counterparts. Can somebody help with the focus of this study. Is it doable? Any relevant literature?
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Hallo Promise,
I think this is a very interesting topic and very relevant question.This is the theme we are also involved with (i.e. social exclusion with transport in South Africa). One interesting apporach is to track a control group of men and women (with GPS) and compared their travel habits. You can also look at travel diaries and transport questionnaires. Not a lot has been done - so this makes this a very interesting research question. I can look arround for literature and forward it to you. You can also contact me at skrygsman@sun.ac.za