Bridge Route Research Articles

Integrated optimization of bus bridging service design and passenger assignment in response to urban rail transit disruptions

As the urban rail transit (URT) system plays an increasingly important role in supporting large cities’ mobility around the world, service disruptions have become more prevalent, potentially resulting in severe economic losses and passenger safety issues. It is imperative to investigate effective response strategies to mitigate the effects of such disruptions. In response to URT service disruptions, this paper systematically investigates the bus bridging service design (BBSD) problem, which concerns the integration of bus bridging route design, frequency determination, and passenger assignment in the integrated URT and bus network. The problem is formulated as a path-based integer linear programming (ILP) model with the goal of simultaneously minimizing operator-oriented and passenger-oriented costs. A column generation-based approach is proposed to solve this model efficiently, allowing nonintuitive bus routes to be freely generated on the network dynamically. Our method has been tested with two different case studies based on real data from the Hong Kong Mass Transit Railway (MTR). Experiments demonstrate that our proposed approach can assist public transit (PT) operators in developing efficient emergency response plans for various potential disruption situations in advance. Even in the face of unexpected disruptions that necessitate a quick response, our approach can generate high-quality solutions in a matter of minutes.

Integrated Optimization of Bus Bridging Route Design and Bus Resource Allocation in Response to Metro Service Disruptions

Integrated Optimization of Bus Bridging Route Design and Bus Resource Allocation in Response to Metro Service Disruptions

Method for investigating the reliability of structural elements of cable-stayed supports' anchorage: a case study of the Russky Bridge

This paper presents the manufacturing technique, anchoring efficiency, design concept, and anchoring analysis of the Russky bridge anchor cables. Cable anchorages are one of the most critical components of a cable-stayed bridge, which has a complicated construction and bears significant weight. The bridge route can handle over 50,000 cars per day. The backstays and cable anchorages of the Russky bridge play a dominant role in ensuring the overall stability of the structural system. The backstay helps stabilize the end of the pylon because it anchors the pylon back toward the side span when the main span is carrying a live load. The backstay and anchorage forces are increased by the live load q on the main span. When the live load q occupies just the side span, the backstay forces are reduced to a minimum. In comparison to all other cables, the backstays and anchorages are subject to the most stress variations/amplitudes. In this paper, a method will be developed to determine the dimensions and forces at the anchorage point of stay cable under dead load (internal force balanced method) where the stress differences are safely less than its fatigue strength. by disregarding the bending stiffness of the deck and that all stay cables crisscross at the top of the pylon head.

Integrated optimization of bus bridging routes and timetables for rail disruptions

A rail disruption may lead to rapid degradation of the public transportation system. In response to rail disruptions, this study focuses on bus bridging service design considering a routing strategy that combines express and short-turn routes. An integrated optimization framework is proposed to jointly optimize the bus bridging routes and timetables under time-varying demand. A brute-force search method is developed to identify all candidate bus bridging routes. A mixed integer linear programming model is then formulated to solve the route selection, bus deployment, and bus timetabling problem simultaneously. To handle the arising computational challenges in solving this large-scale problem, a tabu search-based heuristic with LP rounding is developed. Numerical studies based on Cranbourne Line, Melbourne, demonstrates the applicability of the proposed approach in practice. The results indicate that the proposed framework can generate high-quality bus bridging solutions in a reasonable time, which allows quick response to rail line disruptions. The bus bridging strategy with multiple routes outperforms the standard bridging route in terms of bus line capacity and passenger travel time.

Changes in shipping navigability in the Canadian Arctic between 1972 and 2016

There have been rapid recent reductions in sea ice age and extent in the Canadian Arctic, but little previous analysis of how this has impacted the navigability of Arctic shipping. In this study we analyze how navigability changed over the period 1972–2016 by converting Canadian Ice Service ice charts to shipping navigability charts for different hull strength classifications based on the Arctic Ice Regime Shipping System. Analysis focuses on the southern route of the Northwest Passage, and the Arctic Bridge route across Hudson Bay, for changes in early-season (∼25 June), mid-season (∼3 September), and late-season (∼15 October) conditions. Results reveal that there has been a marked easing in shipping navigability for all vessels over the past decade, driven by reductions in the area and age of sea ice, particularly across the southern route of the Northwest Passage. Both medium (Type B) and little (Type E) ice strengthened vessels were able to transit the full length of this route in the middle part of the shipping season in 2012–2016, but not in 1972–1976 or 1992–1996.

Assessment of inhomogeneity in environmental conditions in a Norwegian fjord for design of floating bridges

Environmental conditions along a very large floating bridge are inhomogeneous due to complex topography and hydrography. Evaluating the inhomogeneity in environment conditions is important for safety design of floating bridges but challenging because of their large size. This study addresses the assessment of long-term spatial inhomogeneity in wind and wave parameters for environmental conditions in a Norwegian fjord for design of floating bridges based on 16-year hindcast data. The wind and wave data are numerically simulated by using the Weather Research and Forecasting (WRF) model and Simulating Waves Nearshore (SWAN) model, respectively. The accuracy of hindcast wave data is validated by comparison against field measurements. Inhomogeneity in wind and wave parameters are revealed by contour maps by considering two dominant wave directions. Significant wave height and peak period are fairly close in the south part and decrease gradually towards the north end. Mean wave direction decreases from south end to north end. Mean wind speed has a relatively small variation in the south part and a great variation in the north part, so do the mean wind direction. Correlation of wind and wave parameters along a potential bridge route is analyzed. Wind parameters are less correlated than the wave parameters.

Design of Bus Bridging Routes in Response to Disruption of Urban Rail Transit

Bus bridging has been widely used to connect stations affected by urban rail transit disruptions. This paper designs bus bridging routes for passengers in case of urban rail transit disruption. The types of urban rail transit disruption between Origin-Destination stations are summarized, and alternative bus bridging routes are listed. First, the feasible route generation method is established. Feasible routes for each pair of the disruption Origin-Destination stations include urban rail transit transfer, direct bus bridging, and indirect bus bridging. Then the feasible route generation model with the station capacity constraint is established. The k-short alternative routes are generated to form the bus bridging routes. Lastly, by considering the bus bridging resource constraints, the final bus bridging routes are obtained by merging and filtering the initial bridging routes. Numerical results of an illustrative network show that the bus bridging routes generated from the proposed model can significantly reduce travel delay of blocked passengers, and it is necessary to maintain the number of passengers in the urban rail transit below the station capacity threshold for ensuring a feasible routing design. One more important finding of this work is that the direct bridging route is preferred for short travel distances, while the indirect bridging route is preferred for longer travel distances. After the bridging bus routes are taken, the passenger’s total travel time is significantly lower than when no measures are taken. However, after the capacity constraint of a station is considered, the passenger’s total travel time will be increased by 3.49% compared with not considering a capacity constraint.

Patterning well-controlled cross section of ordered 3D architecture via capillary bridge route

Three-dimensional (3D) ordered nanoparticle microstructures possess multidimensional effects than 2D structures, which bring novel features for the application of biotechnology, magnetic device, catalysis and optoelectronic. However, complexity to manipulate ordered microstructures with additional dimensions triggered by long distance interactions between nanoparticles or external force from fluid, electric or magnetic field, thus leading to random and uncontrollable displacement of nanoparticle. In the present work, well-controlled cross-section of ordered 3D microstructures is proposed on assembly of nanoparticles, which achieved by manipulating capillary bridges. Experimental results reveal that the formation of various cross-sections dependents on concentration (C) and diameter of nanoparticle. Due to the building block and solvents has no special request, this technique can be extend to other materials. Owing to the controllable morphology, we can manipulate the waveguiding distance of 3D architectures. Thus, our research highlight the opportunity for creating cross section controlled 3D architectures with potential applications in optoelectronics.

Plan-based flexible bus bridging operation strategy

Bus bridging has been widely used to connect stations affected by metro disruptions such that stranded passengers could resume their journeys. Previous studies generally assumed that a bus operates exclusively on one bridging route with given frequency, which limits the service flexibility and reduce the operational efficiency. We propose a strategy to instruct buses to operate on predefined bridging routes once they are dispatched from depots. Buses are allowed to flexibly serve different bridging routes. Each bus operates based on a bridging plan that lists the stations to serve in sequence instead of route frequencies. A two-stage model is developed to optimize the bridging plans and their assignments to buses with the objectives that balance the operational priorities between minimizing bus bridging time and reducing passenger delay. A Weight Shortest Processing Time first (WSPT) rule based heuristic algorithm is developed to solve the proposed model. The developed model is further incorporated in a rolling horizon framework to handle dynamic passenger arrivals during the disruption period. The effectiveness of the proposed strategy is demonstrated in comparison with alternative strategies in real-world case studies.

Substituent effects on the photorearrangements of unsymmetrically substituted diazinobarrelenes

A series of diazinobarrelenes 8–15 engendered with alkyl functionalities at the barrelene skeleton were irradiated with 350 nm light under direct and acetone-sensitized reaction conditions. Under these conditions, all the barrelenes except barrelene 14 afforded semibullvalenes with varying degrees of regioselectivity and product distribution. Dicyanopyrazinobarrelenes 8–10 which furnished semibullvalenes 32–41via the aryl–vinyl initial bridging route were strongly controlled by the nitrile functionalities installed at the aromatic sites. Benzoquinoxalinobarrelenes 11–13 which afforded semibullvalenes 42–49, preferentially underwent photorearrangement via vinyl–vinyl bridging even if the compounds were excited at a wavelength where the quinoxaline moiety absorbed most of the light. Zimmerman's bridging hypothesis and the possibility for quinoxalines to undergo intramolecular triplet energy transfer could reasonably account for the observed regioselectivity. Barrelene 14 was insensitive to photorearrangement whereas benzo[f,h]quinoxalinobarrelene 15 preferentially underwent ADPM rearrangement affording semibullvalenes 50–52. Electronic and steric factors of alkyl substituents overwhelmingly controlled the product forming steps whereas localization and minimization of triplet energies greatly influenced the initial bridging interaction.

IMPACTS OF BOSPORUS BRIDGES oN THE ISTANBUL METROPOLITAN SETTLEMENT AREAS

Istanbul, one of the largest metropolitan cities in the world, experienced rapid industrialization and urbanization in the second-half of the 20th century. The City grew at an average annual growth rate of 4.5 per cent between 1950 and 2000. Growth of settlements and the transportation system have damaged the natural environment. Istanbul is located on both sides of the Bosporus Strait that divides Europe from Asia. Recently an alternative to the planned third bridge for the Istanbul metropolitan area has been selected. The transportation infrastructure which has been constructed has drastically changed the land use profile and caused negative impacts on the environment. The proposed third bridge route threatens agricultural areas, forests, waterbodies and water collection areas that form the open-space systems of Istanbul. The aim of this study was to analyse the effects of existing Bosporus bridges on the spatial development and the natural resources of the metropolitan area of Istanbul. With the new transportation axis focused on the bridge route, the potential impacts on vital open spaces such as the northern forest regions, the existing agricultural lands and the waterbodies and catchments are evaluated. These changes are explored using a geographical information system and five sets of Landsat satellite images from 1975, 1990, 1995, 2000 and 2005. This should provide a better understanding of the main reasons for the effects and will support city administrators planning similar projects. Copyright © 2011 John Wiley & Sons, Ltd.

Bimetallic MV2CuII3 (M = Mo, W) Coordination Complexes Based on Octacyanometalates: Structures and Magnetic Variations Tuned by Chelated Tetradentate Macrocyclic Ligands

Four octacyanometalate-based bimetallic Cu-M (M = Mo, W) assemblies coordinated by tetradentate macrocyclic ligands were prepared via self-assembly process in a stoichiometric ratio of [M(CN)8]3- and Cu(macrocycle)2+ and characterized in terms of structures and magnetic properties. The crystal structures are varied depending on the macrocycles used. The employment of cyclam with no pendant groups produced a one-dimensional chain (1) with a rope-ladder pattern, whereas macrocycles with side groups allowed for the formation of two-dimensional honeycomb-like architectures (2-4). From the crystal structures, the variations in apical Cu-Nax lengths and Cu-Nax-Cax angles on the bridging pathways are observed, which arises from the existence of side groups on macrocyclic ligands. The magnetic results reveal that all of the prepared compounds show ferromagnetic couplings between magnetic centers transimitted through CN bridges under the present structural parameters. Comparing the magnetic strength of the Cu-Mo (3d-4d; 2) and Cu-W (3d-5d; 3) complexes supports that 3d-5d magnetic coupling is stronger than 3d-4d because the 5d orbital is more diffuse than 4d. The magnetic analyses for 1-4 and related complexes tentatively suggest that, when the Cu-Nax distances are long enough, the axial Cu-Nax bond length in the bridging route may be one of the major structural parameters to determine the magnitude of the ferromagnetic exchange coupling.

극동-북미간 운송비용 분석에 관한 연구 - 파나마운하 확장과 북미 랜드 브릿지를 중심으로 -

최근 파나마 운하 확장이 국민투표로 결정됨에 따라 2014년부터는 12,000TEU급의 선박의 통행이 가능해진다. 파나마운하의 규모적 한계 때문에 포스트 파나막스급이상의 선박들은 파나마 운하대신 아메리칸 랜드브릿지 및 다른 운송루트를 이용해야 했다. 그러나 파나마 운하 확장이 확정됨에 따라 향후 극동-북미 간 운송루트의 변화가 불가피할 것으로 예상된다. 따라서 본 연구는 극동-북미 간을 운행하는 선박의 규모별 루트별 총운송비용을 분석하여 두 구간의 경쟁력을 검토한다. It was decided by national vote in Panama to expand the Panama canal. Therefore 12,000TEU sized vessel can pass the canal from 2014. The Far East-North America shipping route, over than post panamax size vessels have to use other routes such as Mini land bridge instead of using the panama canal due to limitation of canal size. Therefore, some changes in the transport route in Far East-North America are expected duo to expansion of Panama canal. The objective of this paper is to analyze the transport cost between Far East and North America then compare the competition between panama canal route and land bridge route.

Wind-Induced Vibration and Control of Trans-Tokyo Bay Crossing Bridge

The Trans-Tokyo Bay Highway Crossing, completed in 1997, is 11 km in total length and is a combined tunnel and multiple bridge route that includes a ten-span continuous steel box-girder bridge with a total length of 1,630 m. The two longest spans of this bridge measure 240 m, and the highway consists of four lanes with an overall width of 22.9 m. In this bridge, significant vibration due to vortex shedding was observed under prevailing winds almost transverse to the bridge axis. This vortex-induced first-mode vibration peaked at a wind velocity around 16-17 m/s, with a maximum amplitude exceeding 50 cm. This paper describes the vortex-induced vibration that occurred in these particular spans, together with the extensive number of wind tunnel tests that were conducted before and after the bridge construction. It is shown that the results from the field and from the wind tunnel tests are fairly consistent regarding the amplitudes and wind speed range of the vortex-induced vibration in the first vertical vibrational mode of the bridge. The TMDs developed specifically to control first and second vertical flexural modes of this bridge and aerodynamic vibration controls employed for higher modes are also explained.

Steel bridge construction in Japan

Abstract This paper briefly introduces the recent steel cable-stayed and suspension bridge construction in Japan. The big bridge projects in the highway network construction of the bay-shore routes in the Tokyo Bay, the Osaka Bay and the Ise Bay along the Pacific Ocean side are described. The Seto-Ohashi Bridge Route of 13·1 km, which skips five islands of the Inland Sea between Honshu and Shikoku, was opened in April, 1988. The Akashi-Kaikyo suspension bridge (960 + 1990 + 960 m) is now under construction and will be completed in 1998. The Trans-Tokyo Bay high-way project, which includes a total length of 5-km steel box girder bridges, is under construction, and the Kansai International Airport project is under progress in the Osaka Bay with 5-km truss-type access bridges for highways and railways. Steel consumption in bridge construction and steel bridge stock is also mentioned.

Toward Peopling the New World: A Possible Early Palaeolithic in Tohoku District, Japan

Japan is close to the land bridge route to the Americas; therefore, any evidence of early occupation there may be relevant to the peopling of the New World. In this report I briefly discuss recent discoveries from North Japan that are claimed to have an “Early,” i.e., pre-30,000 years B.P., date.

Polar Substituents in Benzobarrelene Photochemistry; The Photoreactivities of Dimethyl 10‐methoxy‐ and Dimethyl 10,11‐dimethoxy‐2,3‐benzobicyclo[2.2.2]octateraene‐5,6‐dicarboxylate

AbstractThe direct irradiation of the monomethoxybarrelene 8 gives cyclooctatetraene product 18 (Φ = 0.075) via the anti‐Epiotis aromatic‐vinyldiester [2π+2π] bridging route, and two semibullvalenes 16 (Φ = 0.075) and 17 (Φ = 0.075) from di‐π‐methane rearrangements initiating from vinyl‐vinyldiester bridging. Benzophenone sensitization yields 16 (Φ =0.11) and 17 (Φ = 0.11). The dimethoxybarrelene 9 gives only semibullvalene 10, this resulting from di‐π‐methane rearrangement involving the vinyl and vinyldiester bridges, upon direct (Φ = 0.009) or benzophenone sensitized irradiations (Φ = 0.38). 10 undergoes a vinylcyclopropane rearrangement to give semibullvalene 11 upon direct or acetone sensitized irradiations (Φ = 0.008).