Subway Route Research Articles

112 범죄 신고 데이터 분석을 통한 캠퍼스 내에서의 범죄취약요소 연구

This study is to examine the vulnerable environmental factors in university Crime Hot-Spot Area through campus field surveys and the correlation between safety system and statistical analysis. Seven campuses were used for current research wity using the data of 112 crime data with 1,793 crimes. We then analyzed Crime Hot-Spot Area through the Geographic Information System(GIS). For each university, vulnerable elements were derived in terms of the geographical characteristics of Crime Hot-Spot Area, the use of academic buildings, and the environmental design for crime prevention(CPTED). Crime Hot-Spot Area includes border areas(Edge effect) such as campus entrances, libraries, living halls, and student halls, as well as hospitals and parking lots on campus, nearby bus stops, and subway routes. Multiple regression analysis was conducted on seven independent variables related to vulnerable factors using the number of crime hot-spots as a dependent variable. The independent variables are the measured distance between the 112 report location and the CCTV, lighting, emergency bell, campus entrance, and general situation room. In addition, the correlation between the integration value of crime occurrence locations and the connection value through Space-Syntax analysis was also analyzed. The higher the number of Crime Hot-Spot Areas, the higher the integration value and the lower the connection value. Crimes have been concentrated on streets with high centrality and low connectivity on campus and streets with the characteristics of traveling in one direction. CCTV is a physical surveillance system known to be effective in crime prevention, but in this study, on the contrary, CCTV was installed closer as the number of occurrences in Crime Hot-Spot Areas increased. Lighting(CPTED surveillance index) was also related to crime occurrence in the analysis results of only one out of seven universities. Therefore, it was difficult to see lighting as an indicator related to campus crime prevention. It is important to analyze 112 police report data on important crimes such as theft, sexual violence, and violence that actually occurred on campus to derive accurate hotspot areas suitable for environmental characteristics. In the future, the results of this study that fit the characteristics of the university campus can be used.

Logistic model for pattern inference of subway passenger flows based on fare collection and vehicle location data

With large volume of passengers boarding and alighting through subway platforms, the stations are getting crowded, resulting in drops in the level of service and safety concerns, especially for subway systems operating at capacity during peak hours. Thus, it is crucial for subway agencies to sense changes in travel demand and adjust their management schemes accordingly. In this paper we propose a statistical approach to estimate dynamic passenger flows with automated data. First, we develop a dynamic logistic model for calculating passenger tap-out times, which can be employed to infer passenger flow characteristics at the aggregate level. In addition, a new passenger-to-train assignment model for any subway route is derived based on the dynamic model. Subsequently, we apply an expectation-maximization algorithm to estimate the model parameters with automated fare collection and automated vehicle location data. Finally, a cross-validation method is employed to validate our approach with data obtained from several routes in Beijing subway system in China. Results of 95% prediction intervals indicate the effectiveness of the models and the proposed estimation methods.

A paradigm for seismic resilience assessment of subway system

Seismic resilience of subway systems is a cornerstone for developing resilient megacities. It depends on infrastructures’ fragility and aftermath recovery features at both local and global scales. Yet it remains obscure how to propagate the probabilistic seismic performance of single structures to the overall probabilistic seismic performance of subway systems at the global scale. Here, a paradigm is established for the seismic resilience of subway systems by integrating the seismic performance of single structures, interrelations among single structures, and post-seismic recovery. The seismic performance of single structures is assessed by nonlinear time-history analysis and quantified in terms of analytical fragility curves. The interrelations among single structures are represented by mapping the subway route map into a directed and weighted topological graph, dictated by the graph theory. Subsequently, the overall seismic performance of subway systems is quantified by network indicators and estimated by a Monte Carlo algorithm. The post-seismic recovery is determined by adopting appropriate simplified recovery functions and recovery strategies. The proposed paradigm is implemented to assess the seismic resilience of a typical subway system. It reveals that the seismic resilience of subway system is extremely sensitive to the repair sequence, e.g., decreased by 63% when switching from the order of damage state to the reverse one. Moreover, it is recognized that reliability and uncertainty are coupled, e.g., an increase in the reliability of single structures may depress the uncertainty of the system’s seismic performance.

Study on Location of Bus Stop in Subway Service Area Based on Residents’ Travel Accessibility

This research aims at establishing an integrated urban public transport system with a subway route supplemented by conventional bus lines, in order to enable residents’ “door-to-door” travel. This paper first analyzed the attraction area of the subway, and then used the GIS tools to calculate and analyze residents’ accessibility to adjacent bus stops. Moreover, it created a preliminary layout of bus stops for residential areas with extremely low accessibility using an improved potential model. From the perspective of minimizing residents’ travel costs and bus stop infrastructure deployment costs, a bus stop site selection optimization model was developed. According to the characteristics of the model, the non-dominated sorting genetic algorithm II (NSGA-II) was employed to solve the optimal bus stop locations. In addition, the entropy weight technique for order of preference by similarity to ideal solution (TOPSIS) evaluation model was used to evaluate and sort candidate schemes, accordingly, and thus the optimal site selection scheme was identified. Finally, a before-after comparative analysis on residents’ travel accessibility was conducted. Results show that the proposed method can effectively improve residents’ accessibility to bus stops, which facilitates residents to transfer from conventional bus to subway. Furthermore, it provides a basis for the follow-up optimization of the connection between subway and conventional bus lines.

Impacts of Beijing Bus Rapid Transit on Pre-owned Home Values

Bus Rapid Transit (BRT) has gained increasing popularity worldwide in the last few decades. However, few studies have investigated BRT’s impacts on property values in Chinese cities. This research, taking BRT route 1 (BRT1) and BRT route 3 (BRT3) in Beijing as examples, showed that proximity to BRT3 stops is weakly related to pre-owned home prices along the route, whereas BRT1 has induced a significant price premium. For BRT1, the impact is not linear. Specifically, pre-owned home prices for homes within 5–10 minutes’ walking distance to BRT stations is 5.35% higher than those located closer to or farther away. The difference between the two routes can be explained by resident income differences and BRT route alignments. For homes very close to the subway route, the impacts of BRT vanish.

The impact effect of underground trains in motion analyzed together with other factors contributing to the stress-strain state arising along the tunnel lining boundary

Introduction. Urban expansion and compaction of urban environments trigger the need for delay-free transport communications between urban districts. An underground railway is a modern means of transport, whose construction and operation are feasible below the ground surface. However, it is a source of vibrations that negatively affect human comfort and high-tech production processes. Train speed, weight, wheel and rail defects, the geological structure of the site, subway route construction conditions, the remoteness of measuring equipment installation points are the main factors that influence the intensity of vibrations of the ground surface or building structures. The effect, produced by moving subway trains on the tunnel lining, as well as the wheel-rail junction interface are analyzed in this work.
 Materials and methods. The problem of stresses, triggered by underground trains along the boundary of the tunnel lining, can be reduced to the well-known problem of a beam on an elastic foundation. MathCAD software package was used to obtain the analytical solution and diagrams.
 Results. The co-authors identified the values of stresses arising along the boundary of the tunnel lining as a result of the interface between underground trains and rail junctions. Diagrams that illustrate deflections of a bending curve of an infinite beam, bending moments, and stresses arising along the boundary of the tunnel lining have been made. Values of regular stresses arising along the tunnel boundary are obtained by transforming external loads into Fourier series.
 Conclusions. The data obtained as a result of the analysis are further used to solve problems of identifying the wave field in a continuous elastic medium using methods of successive wave approximations and compensating loads.

Flexible estimates of heterogeneity in crowding valuation in the New York City subway

This paper aims at better understanding passenger valuation of subway crowding in New York City. To this end, we conducted a stated preference survey with a discrete choice experiment where New Yorkers chose an alternative from a set of two hypothetical unlabeled subway routes based on occupancy levels and other attributes. We used the collected data to estimate crowding multipliers that quantify the trade-off between travel time and standee density. The previous studies have resorted to parametric heterogeneity distributions in analyzing preference variations in crowding multipliers, which can lead to misspecification issues. The contribution of this study is thus to estimate crowding multipliers using state-of-the-art semi-nonparametric models – logit-mixed logit (LML) and mixture of normals multinomial logit (MON-MNL), and compare them across different parameter spaces. The estimated distribution of crowding multiplier of LML and MON-MNL coincide below median, but the former underestimates and the latter overestimates above median. Even though these flexible logit models can be useful for a comprehensive economic analysis of transit service improvements, these differences in estimates make model selection an important avenue for future research.

Semi-Parametric Estimates of the Valuation of Crowding in the New York City Subway

This paper aims at better understanding passenger valuation of subway crowding in New York City. To this end, we conducted a stated preference survey with a discrete choice experiment where New Yorkers chose an alternative from a set of two hypothetical unlabeled subway routes based on occupancy levels and other attributes. We used the collected data to estimate crowding multipliers that quantify the trade-off between travel time and standee density. The previous studies have resorted to parametric heterogeneity distributions in analyzing preference variations in crowding multipliers, which can lead to misspecification issues. The contribution of this study is thus to estimate crowding multipliers using state-of-the-art semi-nonparametric models -- logit-mixed logit (LML) and mixture of normals multinomial logit (MON-MNL), and compare them across different parameter spaces. The estimated distribution of crowding multiplier of LML and MON-MNL coincide below median, but the former underestimates and the latter overestimates above median. Even though these flexible logit models can be useful for a comprehensive economic analysis of transit service improvements, these differences in estimates make model selection an important avenue for future research.

Correlations of in situ modulus of deformation with elastic modulus of intact core specimens and RMR values of andesitic rocks: a case study of the İzmir subway line

The main purpose of this paper is to obtain the rock mass rating (RMR) from different methods considering either the elastic modulus of intact rock specimens (Ei) and the modulus of deformation of andesitic rock mass (EM) or only the value of the in situ modulus of deformation, and to compare these values. This paper also presents comparisons between the values of deformation modulus obtained from pressuremeter tests in andesitic rock mass and the values of elastic modulus of intact rock core specimens retrieved from the same boreholes and depths at which pressuremeter tests have been carried out. The pressuremeter tests were conducted on weathered and fractured andesites observed along the Izmir subway route. Correlations between in situ moduli of deformation gathered from 32 pressuremeter test points and calculated RMR values for the andesites at the railway elevation of the Izmir subway were obtained as follows: EMPT = 0.0237 × e (0.0975 × RMR), R2 = 0.848 and RMR = 38.043 × EMPT(0.3291), R2 = 0.77. Finally, the results of comparisons between the modulus of deformation obtained from pressuremeter tests and the geomechanical quality of the rock mass, discontinuity effect, and the basic intact rock properties such as uniaxial compressive strength (UCS) and elastic modulus (Ei) have been discussed. In addition, engineering geological conditions of the andesitic rock masses located at the railway elevation of the Izmir subway were determined in detail.

한국의 지하철 노선도 앱 디자인 및 UI 개발 과정을 통한 교통 앱 개발 고려사항에 관한 연구 - Broong사의 Jihachul 앱의 개발 및 운영 사례를 중심으로

한국의 지하철 노선도 앱 디자인 및 UI 개발 과정을 통한 교통 앱 개발 고려사항에 관한 연구 - Broong사의 Jihachul 앱의 개발 및 운영 사례를 중심으로

Random matrices and the New York City subway system.

We analyze subway arrival times in the New York City subway system. We find regimes where the gaps between trains are well modeled by (unitarily invariant) random matrix statistics and Poisson statistics. The departure from random matrix statistics is captured by the value of the Coulomb potential along the subway route. This departure becomes more pronounced as trains make more stops.

Noise exposure while commuting in Toronto - a study of personal and public transportation in Toronto

BackgroundWith an increasing proportion of the population living in cities, mass transportation has been rapidly expanding to facilitate the demand, yet there is a concern that mass transit has the potential to result in excessive exposure to noise, and subsequently noise-induced hearing loss.MethodsNoise dosimetry was used to measure time-integrated noise levels in a representative sample of the Toronto Mass Transit system (subway, streetcar, and buses) both aboard moving transit vehicles and on boarding platforms from April – August 2016. 210 measurements were conducted with multiple measurements approximating 2 min on platforms, 4 min within a vehicle in motion, and 10 min while in a car, on a bike or on foot. Descriptive statistics for each type of transportation, and measurement location (platform vs. vehicle) was computed, with measurement locations compared using 1-way analysis of variance.ResultsOn average, there are 1.69 million riders per day, who are serviced by 69 subway stations, and 154 streetcar or subway routes. Average noise level was greater in the subway and bus than in the streetcar (79.8 +/− 4.0 dBA, 78.1 +/− 4.9 dBA, vs 71.5 +/−1.8 dBA, p < 0.0001). Furthermore, average noise measured on subway platforms were higher than within vehicles (80.9 +/− 3.9 dBA vs 76.8 +/− 2.6 dBA, p < 0.0001). Peak noise exposures on subway, bus and streetcar routes had an average of 109.8 +/− 4.9 dBA and range of 90.4–123.4 dBA, 112.3 +/− 6.0 dBA and 89.4–128.1 dBA, and 108.6 +/− 8.1 dBA and 103.5–125.2 dBA respectively. Peak noise exposures exceeded 115 dBA on 19.9%, 85.0%, and 20.0% of measurements in the subway, bus and streetcar respectively.ConclusionsAlthough the mean average noise levels on the Toronto transit system are within the recommended level of safe noise exposure, cumulative intermittent bursts of impulse noise (peak noise exposures) particularly on bus routes have the potential to place individuals at risk for noise induced hearing loss.

RIGIDITY OF INTERMEDIATE FASTENING SCREWS AND SPIKES FOR WOODEN SLEEPERS UNDER THE ACTION OF HORIZONTAL LATERAL FORCES

Purpose. Despite the steady increase in the length of sections of continuous welded rail on concrete sleepers, wooden railway sleepers, as one of the options of under-rail bearings, are still operated on a sufficiently large number of areas, in particular, remain uncontested in the curve of up to 350m radius, as well as on the main ways of subways. The main types of fasteners in the most common types of intermediate rail fastenings for wooden sleepers are track screws and spikes. Since the «wheel-rail» system contact peculiarities existing in track curved sections have a significant impact on the processes of interaction between the railway track and rolling stock, it is necessary in this work to determine the rigidity of the track screws and spikes, which are directly involved in the formation of spatial rigidity of the intermediate rail fastening nodes under the influence of horizontal transverse forces. Methodology. The study of the track screw and spike rigidity was conducted experimentally for the two types of intermediate rail fastenings – D0 and «Metro». To carry out experimental tests, 10 test sites were selected on the roads of the regional branch of «Southern Railway» of «Ukrzaliznytsia», and 8 – in the main routes of KP «Kharkiv Metro». Each of the test sites was in approximately the same operating conditions, but had different values of passed tonnage. Findings. The values of the track screw and spike rigidity were obtained. Originality. The authors first obtained the experimental data on variation in rigidity of track screw and spike, depending on the useful life for the main railways and subway routes. This allows calculation of the horizontal shear forces in track curved sections (particularly in curves of up to 350 m radius), as well as the forecast evaluation of their level change during operation. Practical value. Based on the experimental data, it was found that variation in rigidity of track screw and spike depending on the lifetime is nonlinear. These experiments allow a more rational approach to the issue of determining the optimal design of the intermediate rail fasteners, based on the specific operating conditions, and may also contribute to the development of measures to improve the reliability of the components of intermediate rail fastenings for wooden sleepers.

Application of probability analysis in assessing optimal depth of 2nd line of Mashhad city subway.

In tunnelling in soil mass, in groundwater existing mode, liquefaction, elastic displacements and settlement in soils upon the tunnel, are the risks may attack the excavated underground space stability. In this case study that were performed on second line of Mashhad city subway route, information catched from Standard Penetration Test, in situ and laboratorial tests, were used to optimum numerical values search for soil engineering parameters that could optimize the TBM stationing level. In order to this goal attaining, intelligent, numerical and probabilistic methods were used and the reliability of intelligent and numerical methods with the Safety Factors of tunnel stability, investigated simultaneously. The results were denoting the accordance of intelligent models such as Genetic Algorithm (GA) and Multi objective Genetic Algorithm with Finite Element model's output. So these models could be complement of each others in planning and designing of tunnels and using of them advised in tunneling and excavations.

The relationships between the rock material properties and weathering grades of andesitic rocks around İzmir, Turkey

Izmir is the third largest city in Western Turkey founded on sedimentary and volcanic rocks. Pyroxene andesitic rocks with the age of Late Miocene are found as andesitic lavas, autobreccias, basaltic andesites, and andesitic agglomerates in and nearby the city centre of Izmir. There are a number of major engineering structures under construction in andesitic rocks involving large slope cuts, tunnels and shafts in the city. Thus, the short-term and long-term engineering behaviours of these rocks are very important in terms of the excavation and the stability of these structures. For these reasons, rock material properties of andesitic rocks were investigated in this study. The relationships between the rock material and weathering grades of the volcanic rocks were determined. Initially, the weathering grades of andesitic rocks were established on core samples recovered from boreholes drilled for site investigations of the Izmir subway route and the abandoned andesite quarries in the region. The samples were also subject to petrographic modal analysis, chemical analysis, and laboratory tests to determine the physical and mechanical properties of andesitic rocks. The relationships between the index and engineering properties for different weathering grades of andesitic rocks are also established for engineering use in practice. In addition, a new weathering index, based on major element analyses, was proposed to be used for the determination of weathering grade of andesitic rock.

Controlling Technology Research of Deforming due to South-to-North Water Transfer Tunnel down Crossing Subway

As one of national important engineering, South-to- North Water Transfer middle line crossed the Beijing subway route 1. Various controlling technologies of deforming were applied during construction of water tunnel in order to control the deformation of the existing subway tunnel. At the same time, automatic monitoring technology was applied too. By the system analysis of monitoring data and controlling measures, the rule of structure deformation is concluded and the validity and fitness of controlling measures are validated. At last, it is useful experience for similar engineering.

Searching for Black Holes in Subways

Current mobile agent algorithms for mapping faults in computer networks assume that the network is static. However, for large classes of highly dynamic networks (e.g., wireless mobile ad hoc networks, sensor networks, vehicular networks), the topology changes as a function of time. These networks, called delay-tolerant, challenged, opportunistic, etc., have never been investigated with regard to locating faults. We consider a subclass of these networks modeled on an urban subway system. We examine the problem of creating a map of such a subway. More precisely, we study the problem of a team of asynchronous computational entities (the mapping agents) determining the location of black holes in a highly dynamic graph, whose edges are defined by the asynchronous movements of mobile entities (the subway carriers). We determine necessary conditions for the problem to be solvable. We then present and analyze a solution protocol; we show that our algorithm solves the fault mapping problem in subway networks with the minimum number of agents possible, k=γ+1, where γ is the number of carrier stops at black holes. The number of carrier moves between stations required by the algorithm in the worst case is $O(k \cdot n_{C}^{2}\cdot l_{R} + n_{C}\cdot l_{R}^{2})$, where n C is the number of subway trains, and l R is the length of the subway route with the most stops. We establish lower bounds showing that this bound is tight. Thus, our protocol is both agent-optimal and move-optimal.

Navigation in large subway networks: An informational approach

The structural properties of the subway network are crucial in effective transportation in cities. This paper presents an information perspective of navigation in four different subway networks: New York City, Paris, Barcelona and Moscow. We addressed our study to investigate what is that makes it complicated to navigate in these kinds of networks and we carried out a comparison between them and their intrinsic constraints. Our methodological approach is based on a set of cost/efficiency indicators which are defined in the complex networks literature. We find that the overall complexity in finding stations measured by the average search information S linearly increases as a function of the network size N . The direct implication of this finding is that from these basic levels of required information, the average value H ( k ) can be represented as a function of the node degree k . Finally, through analyzing subway networks in space P , we reveal the existing service modularity among subway routes using a rescaled expression of S .

Performance Measurements on Mass Transit

For all organizations, public or private, it is essential to establish measurements to ensure that the services provided are being done well and, when they are not, that the organization can diagnose problems. The mission of New York City Transit (NYCT) is to provide timely and reliable mass transit to more than 7 million daily riders. NYCT has established three main performance indicators (PIs) to ascertain how closely this mission is being met: en route schedule adherence, headway regularity, and wait assessment. Whereas en route schedule adherence (-1 to +5 min) and wait assessment are easily explained, regularity (±50%) is a useful diagnostic for operations management. NYCT selected 23 subway routes and 42 borough-representative principal bus routes for performance analysis. A stratified sample, designed to prevent undesirable sample bias, is generated by using a fully automated system and achieves an accuracy of 95 ±5% at the route level. Computerized data processing and analysis were implemented in 1995. Recently, paperless data collection was initiated; this further decreases reporting lag and improving data quality. Indicators are reported semiannually to the public, and detailed internal diagnostic reports are issued frequently to help operations management improve service performance. PI statistics are now used by senior management for setting goals and by rider advocacy groups to assess agency performance. A partnership and spirit of cooperation has developed between operating areas and analytical staff in troubleshooting delay issues and continuous quality improvement. The PI infrastructure is tapped by a pilot program to assess performance of operations improvement initiatives.

Adjustable robust counterpart of conic quadratic problems

This paper presents an approximate affinely adjustable robust counterpart for conic quadratic constraints. The theory is applied to obtain robust solutions to the problems of subway route design with implementation errors and a supply chain management with uncertain demands. Comparison of the adjustable solutions with the nominal and non-adjustable robust solutions shows that the adjustable (dynamic) robust solution maintains feasibility for all possible realizations, while being less conservative than the usual (static) robust counterpart solution.