The efficiency of some acTiviTies for The developmenT of urban infrasTrucTure for public TransporT, cyclisTs and pedesTrians dmiTrii Zakharov & alexey fadyushin department of road Transport operation, industrial university of Tyumen, russia absTracT The article overviews the influence transport supply has on the functioning parameters of the urban mobility structure of a large city that does not have off-street transport. The influence of the cost of paid parking, the length of bus and bike lanes on the share of trips by personal and public transport, cycling and pedestrian traffic is established. an assessment of the change in passenger traffic at individual bus stops and passenger traffic on bus routes is carried out with a change in the structure of urban mobility. The change in urban mobility with the expansion of the paid parking zone in the city centre is considered. The structure of urban mobility is determined using simulation modelling with a macroscopic transport model of a large city with a population over 800 thousand people. The parameters of threefactor mathematical models are determined, the adequacy of the models are checked and the static characteristics are presented. changes in routes of movement of pedestrians and passengers of public transport after the construction of a new pedestrian bridge are predicted. pedestrian traffic on the bridge increases with the introduction of a bus stop next to the bridge and two new routes for public transport.
Denote by s(F d p ) the minimal number s such that among any s (not necessarily distinct) vectors in F d p one can find p vectors whose sum is zero. Denote by w(F d p ) the weak Erdős-Ginzburg-Ziv constant, that is, the maximal number of vectors v 1 , . . . , v s ∈ F d p such that for any non-negative integers α 1 , . . . , α s whose sum is p we have α 1 v 1 + . . . + α s v s = 0 if and only if α i = p for some i. We show that for any p and d we have an upper bound w(F d p )2d−1 d + 1. The main result of this paper is that for any fixed d and p → ∞ we have an asymptotic formula s(F d p ) ∼ w(F d p )p. Together with the upper bound on w(F d p ) this result in particular implies that s(F d p ) 4 d p for all sufficiently large p. In order to prove the main result, we develop a framework of convex flags which generalize usual polytopes in many ways. Many classical results of Convex Geometry translate naturally to this new setting. In particular, we obtain analogues of Helly Theorem and of Central Point Theorem. Also we prove a generalization of Integer Helly Theorem of Doignon. One of the main tools in our argument is the Flag Decomposition Lemma which asserts that for any subset X ⊂ F d p one can find a convex flag which approximates X in a certain way. Then, Integer Central Point Theorem and other tools allow us to solve the problem for this approximation. Finally, in order to lift the solution back to the original set X we apply the Set Expansion method of Alon-Dubiner.
The paper suggests a methodological approach for assessing the sustainability of the urban transport system. Parameters were selected for assessing the sustainability of the transport system and significant factors affecting sustainability were determined. Parameters of the sustainability of the system when changes in the weather and road conditions affect vehicle operation were estimated on the basis of the simulation modeling. An integral indicator of sustainability was introduced to evaluate the sustainability of the transport flow management subsystem and the methodological approach to its calculation was substantiated. The results from changing the parameters of the traffic flow were demonstrated in the case of a significant amount of precipitation and the constraints put on the movement of vehicles on the road infrastructure unit due to snow-removal operations and road traffic accidents. Also, the parameters of road traffic under the reconstruction of the main street of regulated traffic into a street of uninterrupted traffic were presented.
This paper deals with the transport supply influence on the functioning parameters on the large city urban mobility structure that does not have off-street transport. The influence of the paid parking cost, the bus lane length and bike lanes. The influence of the cost of paid parking, the length of bus lanes and bike lanes on the share of travel by personal and public transport, cycling and pedestrian travel has been established. An assessment of the change in the passenger traffic of individual stopping points and passenger traffic on public transport routes was carried out with a change in the structure of urban mobility. The structure of urban mobility was determined using simulation modelling with a macroscopic transport model of a large city with a population of over 800,000 people. The parameters of three-factor mathematical models are determined, the adequacy of the models is checked and the static characteristics are presented.
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