In this short presentation, we will provide some recent developments in the field of crowd monitoring, modelling and management. We will illustrate these by showing various projects that we are involved in, including the SmartStation project, and the different events organised in and around the city of Amsterdam (including the Europride, SAIL, etc.).
In the talk, we will discuss the different components of the system and the methods and technology involved in these. We focus on advanced data collection techniques, the use of social media data, data fusion and the advanced macroscopic modelling required for this. Also, we will show examples of interventions that have been tested, showing how these systems are used in practise.
In many countries, cities are expanding in terms of size, number residents and visitors, etc. The resulting increase in concentration of people, with their mobility needs, causes major traffic and transportation problems in and around our cities. Next to the economic impacts due to delay and unreliability of travel time, concerns regarding safety and security, emissions and sustainability become more and more urgent.
ITS (Intelligent Transportation Systems) hold the potential to reduce these issues. In the past decade, we have been more and more successful in making better use of the available infrastructure by using traditional ITS measures. As we will show in this talk, key to this success has been in achieving a profound understanding of what are the key phenomena that characterise network traffic flows, and designing solutions that capitalise on this.
The playing field is however rapidly changing. For one, we see a transition from road-side to in-car technology in terms of sensing and actuation. This provides great opportunities, but making best use of these is not trivial and requires a paradigm shift in the way we think about managing traffic flows where collaboration between the old stakeholders (e.g. road authorities) and the new stakeholders (e.g. companies like Google, and TomTom) becomes increasingly important. This will be illustrated in this talk by some examples showing how we can put the transition to in-car traffic management to use, both in terms of making optimal use of the new data sources and the use of the car as an actuator.
With respect to the latter, we will see that even for low penetration levels, which will occur in the transition phase towards a more highly automated traffic stream, considerable impacts can be achieved if we adequately consider the non-automated vehicles. Furthermore, it requires vehicles to be able to communicate and cooperate with each other.
These two elements are two of the five steps that was identified in the transition towards a fully automated system.
The final part of the talk will deal with the other steps that are deemed important to understand which of the scenarios in a urban self-driving future will unfold. These pertain to the interaction between man and machine, the need and willingness to invest in separate infrastructure in city, and whether automated car can co-exist with other (active) travel modes. With respect to the latter, we will also consider what ITS can mean for the other modes of travel.
Differential game theory for Traffic Flow ModellingSerge Hoogendoorn
Lecture given at the INdAM symposium in Rome, 2017. The lecture shows how you can use differential games to model traffic flows, focussing on pedestrian simulation.
The presentation deals with the Importance of resilience in transportation systems: factors that influence its relevance, the trade-off between robustness and efficiency, and the relation of resilience and evacuation management.
IPAM Hoogendoorn 2015 - workshop on Decision Support SystemsSerge Hoogendoorn
Presentation during IPAM workshop in Los Angeles where I shared the results of the Practical Pilot Amsterdam (a pilot of Integrated Network Management in Amsterdam), the lessons learnt and the plans for the next phase.
Presentation given during the first transportation workshop at Melbourne Uni. Focus on crowd monitoring and management. With examples from various projects (SAIL, Mekka, etc.)
Presentation given during the 2016 conference Analysis and Control on Networks: trends and perspectives in Padua, Italy. Presentation provides an engineerings perspective on the various issues with see with the modelling and management of crowds, and some of the new modelling approaches.
In many countries, cities are expanding in terms of size, number residents and visitors, etc. The resulting increase in concentration of people, with their mobility needs, causes major traffic and transportation problems in and around our cities. Next to the economic impacts due to delay and unreliability of travel time, concerns regarding safety and security, emissions and sustainability become more and more urgent.
ITS (Intelligent Transportation Systems) hold the potential to reduce these issues. In the past decade, we have been more and more successful in making better use of the available infrastructure by using traditional ITS measures. As we will show in this talk, key to this success has been in achieving a profound understanding of what are the key phenomena that characterise network traffic flows, and designing solutions that capitalise on this.
The playing field is however rapidly changing. For one, we see a transition from road-side to in-car technology in terms of sensing and actuation. This provides great opportunities, but making best use of these is not trivial and requires a paradigm shift in the way we think about managing traffic flows where collaboration between the old stakeholders (e.g. road authorities) and the new stakeholders (e.g. companies like Google, and TomTom) becomes increasingly important. This will be illustrated in this talk by some examples showing how we can put the transition to in-car traffic management to use, both in terms of making optimal use of the new data sources and the use of the car as an actuator.
With respect to the latter, we will see that even for low penetration levels, which will occur in the transition phase towards a more highly automated traffic stream, considerable impacts can be achieved if we adequately consider the non-automated vehicles. Furthermore, it requires vehicles to be able to communicate and cooperate with each other.
These two elements are two of the five steps that was identified in the transition towards a fully automated system.
The final part of the talk will deal with the other steps that are deemed important to understand which of the scenarios in a urban self-driving future will unfold. These pertain to the interaction between man and machine, the need and willingness to invest in separate infrastructure in city, and whether automated car can co-exist with other (active) travel modes. With respect to the latter, we will also consider what ITS can mean for the other modes of travel.
Differential game theory for Traffic Flow ModellingSerge Hoogendoorn
Lecture given at the INdAM symposium in Rome, 2017. The lecture shows how you can use differential games to model traffic flows, focussing on pedestrian simulation.
The presentation deals with the Importance of resilience in transportation systems: factors that influence its relevance, the trade-off between robustness and efficiency, and the relation of resilience and evacuation management.
IPAM Hoogendoorn 2015 - workshop on Decision Support SystemsSerge Hoogendoorn
Presentation during IPAM workshop in Los Angeles where I shared the results of the Practical Pilot Amsterdam (a pilot of Integrated Network Management in Amsterdam), the lessons learnt and the plans for the next phase.
Presentation given during the first transportation workshop at Melbourne Uni. Focus on crowd monitoring and management. With examples from various projects (SAIL, Mekka, etc.)
Presentation given during the 2016 conference Analysis and Control on Networks: trends and perspectives in Padua, Italy. Presentation provides an engineerings perspective on the various issues with see with the modelling and management of crowds, and some of the new modelling approaches.
Vision on Smart Urban Mobility given during the AITPM conference in Sydney. Talk was about key elements needed to provide the urban transportation system for the future. See http://www.aitpm.com.au/Conference/Program/conference-home for the conference details.
Short talk impact Covid-19 on supply and demand during the RA webinarSerge Hoogendoorn
We sketch a conceptual framework showing (lasting) impact on demand and supply. We illustrate complications at the supply side due to changing behaviour. We show how to include interventions and how to assess them.
Presentation of GreenYourMove's hybrid approach in the 3rd Conference on Sust...GreenYourMove
Presentation of our hybrid approach to the journey planning problem with the use of mathematical programming and other modern techniques. Our technique is based on the combination of heuristic techniques and mathematical programming.
Research is still underway.
2019-2020 research findings in Public Transit from the Centre for Transport Studies, University of TWENTE. The presented findings at the Transportation Research board include overcrowding, operational control, electric buses, and train assignment.
The railway capacity optimization problem deals with the maximization of the number of trains running on
a given network per unit time. In this study, we frame this problem as a typical asymmetrical Travelling
Salesman Problem (ATSP), with the ATSP nodes representing the train arrival /departure events and the
ATSP total cost representing the total time-interval of the schedule. The application problem is then
optimized using the standard Ant Colony Optimization (ACO) algorithm. The simulation experiments
validate the formulation of the railway capacity problem as an ATSP and the ACO algorithm produces
optimal solutions superior to those produced by the domain experts.
Exploring Queuing Theory to Minimize Traffic Congestion Problem in Calabar-Hi...Premier Publishers
Traffic congestion has been a serious problem that drivers are facing especially in Calabar – highway by IBB road intersection. In this paper, emphasis is placed on model formation and derivation of some parameters that will help to facilitate the flow of vehicles in this intersection to reduce traffic congestion. The channel considered in this research is multiple queue single servers. We derived variance waiting time of vehicles in the queue and in the system, expected number of vehicles in the queue and in the system waiting for service, expected waiting time of vehicles in the queue and in the system. We also determine the time each vehicle spends in the queue waiting for service and the mean queue length for all the channels in each section. The result shows fair traffic congestion in Calabar – highway by IBB road intersection especially in the morning and evening hours for all the locations.
Vehicle Headway Distribution Models on Two-Lane Two-Way Undivided RoadsAM Publications
The time headway between vehicles is an important flow characteristic that affects the safety, level of service, driver behavior, and capacity of a transportation system. The present study attempted to identify suitable probability distribution models for vehicle headways on 2-lane 2-way undivided (2/2 UD) road sections. Data was collected from three locations in the city of Semarang: Abdulrahman Saleh St. (Loc. 1), Taman Siswa St. (Loc. 2) and Lampersari St. (Loc.3). The vehicle headways were grouped into one-second interval. Three mathematical distributions were proposed: random (negative-exponential), normal, and composite, with vehicle headway as variable. The Kolmogorov-Smirnov test was used for testing the goodness of fit. Traffic flows at the selected locations were considered low, with traffic volume ranged between 400 to 670 vehicles per hour per lane. The traffic volume on Loc.1 was 484 vehicles per hour, that on Loc. 2 was 405 vehicles per hour, and that on Loc. 3 was 666 vehicles per hour. Random distribution showed good fit at all locations under study with 95% confidence level. Normal distribution showed good fit at Loc. 1 and Loc. 2, whereas composite distribution fit only at Loc. 1. It was suggested that random distribution is to be used as an input in generating traffic in traffic analysis at highway sections where traffic volume are under 500 vehicles per hour.
The varying phenomena that characterize a pedestrian flow make it one of the most challenging traffic flow processes to manage and control. In the past three decades, we have started to unravel the science behind the crowd.
This has led to some important insights that are not only needed to reproduce, predict, and manage pedestrian flow, but will also provide potential avenues to managing other phenomena. In this talk, we will provide a historic perspective on pedestrian flow theory and crowd management. We show some of the key phenomena that have been observed (in controlled experiments, in the field), and how these phenomena can be explained, used or prevented.
We will also highlight some of the recent contributions in the field, including the role of AI, novel monitoring technology, and digital twins. We round up the talk showing how the finding can be generalized. We show how the game-theoretical modeling proposed for pedestrian flow models can form a basis for controlling connected autonomous vehicles. Using various examples, we show how self-organization, omnipresent in pedestrian flow, can inspire decentralized control approaches of other flow processes (e.g., autonomous vessels, drones). We show how approaches to reduce flow breakdown for pedestrian flows can be generalized for other flow processes.
Talk given at the kick-off of the ERC MAGnUM PhD week on the ALLEGRO program. The talk gives both an overview of ALLEGRO and then focusses more on active mode traffic operations.
Vision on Smart Urban Mobility given during the AITPM conference in Sydney. Talk was about key elements needed to provide the urban transportation system for the future. See http://www.aitpm.com.au/Conference/Program/conference-home for the conference details.
Short talk impact Covid-19 on supply and demand during the RA webinarSerge Hoogendoorn
We sketch a conceptual framework showing (lasting) impact on demand and supply. We illustrate complications at the supply side due to changing behaviour. We show how to include interventions and how to assess them.
Presentation of GreenYourMove's hybrid approach in the 3rd Conference on Sust...GreenYourMove
Presentation of our hybrid approach to the journey planning problem with the use of mathematical programming and other modern techniques. Our technique is based on the combination of heuristic techniques and mathematical programming.
Research is still underway.
2019-2020 research findings in Public Transit from the Centre for Transport Studies, University of TWENTE. The presented findings at the Transportation Research board include overcrowding, operational control, electric buses, and train assignment.
The railway capacity optimization problem deals with the maximization of the number of trains running on
a given network per unit time. In this study, we frame this problem as a typical asymmetrical Travelling
Salesman Problem (ATSP), with the ATSP nodes representing the train arrival /departure events and the
ATSP total cost representing the total time-interval of the schedule. The application problem is then
optimized using the standard Ant Colony Optimization (ACO) algorithm. The simulation experiments
validate the formulation of the railway capacity problem as an ATSP and the ACO algorithm produces
optimal solutions superior to those produced by the domain experts.
Exploring Queuing Theory to Minimize Traffic Congestion Problem in Calabar-Hi...Premier Publishers
Traffic congestion has been a serious problem that drivers are facing especially in Calabar – highway by IBB road intersection. In this paper, emphasis is placed on model formation and derivation of some parameters that will help to facilitate the flow of vehicles in this intersection to reduce traffic congestion. The channel considered in this research is multiple queue single servers. We derived variance waiting time of vehicles in the queue and in the system, expected number of vehicles in the queue and in the system waiting for service, expected waiting time of vehicles in the queue and in the system. We also determine the time each vehicle spends in the queue waiting for service and the mean queue length for all the channels in each section. The result shows fair traffic congestion in Calabar – highway by IBB road intersection especially in the morning and evening hours for all the locations.
Vehicle Headway Distribution Models on Two-Lane Two-Way Undivided RoadsAM Publications
The time headway between vehicles is an important flow characteristic that affects the safety, level of service, driver behavior, and capacity of a transportation system. The present study attempted to identify suitable probability distribution models for vehicle headways on 2-lane 2-way undivided (2/2 UD) road sections. Data was collected from three locations in the city of Semarang: Abdulrahman Saleh St. (Loc. 1), Taman Siswa St. (Loc. 2) and Lampersari St. (Loc.3). The vehicle headways were grouped into one-second interval. Three mathematical distributions were proposed: random (negative-exponential), normal, and composite, with vehicle headway as variable. The Kolmogorov-Smirnov test was used for testing the goodness of fit. Traffic flows at the selected locations were considered low, with traffic volume ranged between 400 to 670 vehicles per hour per lane. The traffic volume on Loc.1 was 484 vehicles per hour, that on Loc. 2 was 405 vehicles per hour, and that on Loc. 3 was 666 vehicles per hour. Random distribution showed good fit at all locations under study with 95% confidence level. Normal distribution showed good fit at Loc. 1 and Loc. 2, whereas composite distribution fit only at Loc. 1. It was suggested that random distribution is to be used as an input in generating traffic in traffic analysis at highway sections where traffic volume are under 500 vehicles per hour.
The varying phenomena that characterize a pedestrian flow make it one of the most challenging traffic flow processes to manage and control. In the past three decades, we have started to unravel the science behind the crowd.
This has led to some important insights that are not only needed to reproduce, predict, and manage pedestrian flow, but will also provide potential avenues to managing other phenomena. In this talk, we will provide a historic perspective on pedestrian flow theory and crowd management. We show some of the key phenomena that have been observed (in controlled experiments, in the field), and how these phenomena can be explained, used or prevented.
We will also highlight some of the recent contributions in the field, including the role of AI, novel monitoring technology, and digital twins. We round up the talk showing how the finding can be generalized. We show how the game-theoretical modeling proposed for pedestrian flow models can form a basis for controlling connected autonomous vehicles. Using various examples, we show how self-organization, omnipresent in pedestrian flow, can inspire decentralized control approaches of other flow processes (e.g., autonomous vessels, drones). We show how approaches to reduce flow breakdown for pedestrian flows can be generalized for other flow processes.
Talk given at the kick-off of the ERC MAGnUM PhD week on the ALLEGRO program. The talk gives both an overview of ALLEGRO and then focusses more on active mode traffic operations.
Linear Regression Model Fitting and Implication to Self Similar Behavior Traf...IOSRjournaljce
We present a simple linear regression model fit in the direction of self-similarity behavior of internet user’s arrival data pattern. It has been reported that Internet traffic exhibits self-similarity. Motivated by this fact, real time internet users arrival patterns considered as traffic and the results carried out and proven that it has the self-similar nature by various Hurst index methods. The present study provides a mathematical model equation in terms linear regression as a tool to predict the arrival pattern of Internet users data at web centers. Numerical results, analysis discussed and presented here plays a significant role in improvement of the services and forecasting analysis of arrival protocols at web centers in the view of quality of service (QOS).
Traffic Prediction from Street Network images.pptxchirantanGupta1
While considering the spatial and temporal features of traffic, capturing the impacts of various external factors on travel is an essential step towards achieving accurate traffic forecasting. However, existing studies seldom consider external factors or neglect the effect of the complex correlations among external factors on traffic. Intuitively, knowledge graphs can naturally describe these correlations. Since knowledge graphs and traffic networks are essentially heterogeneous networks, it is challenging to integrate the information in both networks. On this background, this study presents a knowledge representation-driven traffic forecasting method based on spatial-temporal graph convolutional networks.
Crowd Recognition System Based on Optical Flow Along with SVM classifierIJECEIAES
The manuscript discusses about abnormalities in a crowded scenario. To prevent the mishap at a public place, there is no much mechanism which could prevent or alert the concerned authority about suspects in a crowd. Usually in a crowded scene, there are chances of some mishap like a terrorist attack or a crime. Our target is finding techniques to identify such activities and to possibly prevent them. If the crowd members exhibit abnormal behavior, we could identify and say that this particular person is a suspect and then the concerned authority would look into the matter. There are various methods to identify the abnormal behavior. The proposed approach is based on optical flow model. It has an ability to detect the sudden changes in motion of an individual among the crowd. First, the main region of motion is extracted by the help of motion heat map. Harris corner detector is used for extracting point of interest of extracted motion area. Based on the point of interest an optical flow is estimated here. After analyzing this optical flow model, a threshold value is fixed. Basically optical flow is an energy level of individual frame. The threshold value is forwarded to SVM classifier, which produces a better result with 99.71% accuracy. This approach is very useful in real time video surveillance system where a machine can monitor unwanted crowd activity.
Information Spread in the Context of Evacuation OptimizationDr. Mirko Kämpf
Abstract: Our evacuation simulation tool utilizes established algorithms for the emotional and intelligence driven motion of human beings in addition to a simple lattice gas simulation. We analyze the spread of information inside a restricted geometry of a real building and compare these results with the data from a simulation in the free space. We apply the DFA and the RIS statistic to our simulation dataset to detect phases or phase transitions of the whole system. We study the impact of communication technology by comparison of different update algorithms and exit strategies. These results help us to define basic functional requirements to the underlying communication technology and network topology as well as to the needed sensors.
Autonomous smart traffic control is proposed to relieve traffic congestion for bus scheduling, to intelligently accomplish tasks such as on-demand dynamic passenger pickup or drop-off.
This paper evokes the vehicle routing problem (VRP) which aims to determine the minimum total cost
pathways for a fleet of heterogeneous vehicles to deliver a set of customers' orders. The inability of
optimization algorithms alone to fully satisfy the needs of logistic managers become obvious in
transportation field due to the spatial nature of such problems. In this context, we couple a geographical
information system (GIS) with a metaheuristic to handle the VRP efficiently then generate a geographical
solution instead of the numerical solution. A real-case instance in a Tunisian region is studied in order to
test the proposed approach.
Can we use methods from cooperative traffic and crowd modelling and management to manage drone traffic flows? I think we can! In this ppt, I explain how we can instill distributed traffic management in 3D...
Develop a mobility model for MANETs networks based on fuzzy Logiciosrjce
The study and research in the field of networks MANETs depends alleged understand the protocols
well of the simulation process before they are applied in the real world, so that we create an environment
similar to these networks. The problem of a set of nodes connected with each other wirelessly, this requires the
development of a comprehensive model and full and real emulator for the movement of the contract on behalf of
stochastic models. Many models came to address the problems of random models that restricted the movement
of decade barriers as well as the signals exchanged between them, but these models were not receiving a lot of
light on the movement of the contract, such as direction, speed and path that is going by the node. The main
goal is to get a comprehensive model and simulator for all parts of the environment of the barriers and
obstacles to the movement of the nodes and the mobile signal between them as well as to focus on the movement
transactions for the node of the direction, speed, and best way. . This research aims to provide a realistic
mobility model for MANET networks. It also addresses the problem of imprecision in social relationships and
the location where we apply Fuzzy logic.
MEASURING SIMILARITY BETWEEN MOBILITY MODELS AND REAL WORLD MOTION TRAJECTORIEScscpconf
Various mobility models have been proposed to represent the motion behaviour of mobile nodes in the real world. Selection of the most similar mobility model to a given real world environment is a challenging issue which has a significant impact on the quality of performance evaluation
of different network protocols. In this paper we propose a methodology for measurement of similarity between mobility models used in mobile networks simulation and real world mobility scenarios with different transportation modes. We explain our mobility metrics we have used for analysis of motion behavior of mobile nodes and a pre-processing method which makes our trajectories suitable for extraction and calculation of these metrics considering shape of the road networks and GPS noise. Then we use a feature selection method to find the most
discriminative features which are able to distinguish between trajectories with different transportation modes using a supervised learning and feature ranking method. Subsequently,
using our selected feature space we perform Fuzzy C-means Clustering to find the degree of similarity between each of our mobility models and real world trajectories with different
transportation modes. Our methodology can be used to select the most similar mobility model suitable for simulation of mobile network protocols (such as DTN and MANETs protocols) in a
particular real world area.
Measuring similarity between mobility models and real world motion trajectoriescsandit
Various mobility models have been proposed to represent the motion behaviour of mobile nodes
in the real world. Selection of the most similar mobility model to a given real world environment
is a challenging issue which has a significant impact on the quality of performance evaluation
of different network protocols. In this paper we propose a methodology for measurement of
similarity between mobility models used in mobile networks simulation and real world mobility
scenarios with different transportation modes. We explain our mobility metrics we have used for
analysis of motion behavior of mobile nodes and a pre-processing method which makes our
trajectories suitable for extraction and calculation of these metrics considering shape of the
road networks and GPS noise. Then we use a feature selection method to find the most
discriminative features which are able to distinguish between trajectories with different
transportation modes using a supervised learning and feature ranking method. Subsequently,
using our selected feature space we perform Fuzzy C-means Clustering to find the degree of
similarity between each of our mobility models and real world trajectories with different
transportation modes. Our methodology can be used to select the most similar mobility model
suitable for simulation of mobile network protocols (such as DTN and MANETs protocols) in a
particular real world area.
In this keynote, I discuss 25 years of active mode research performed at Transport & Planning. We discuss the role of data, and the use of game-theory to model active mode traffic. We also show how complex models can be simplified, looking at multi-scale approaches.
Opening intelligent bicycle road - 16th of June, 2022. In this talk (in Dutch), we have introduced the investments in monitoring at the TU Delft campus.
This presentation provides an overview of our work on pedestrian flows and management. I discuss basic pedestrian flow dynamics, technology to support safe flow operations during the pandemic, and novel deployment of these technologies after the pandemic.
This talk presents a novel microscopic modelling framework for bicycle flow operations. The model does justice to the kinematics of cyclists. Contrary to pedestrians, cyclist are more restricted in their movement. The model approximates these restrictions by considering speed and movement direction and changes therein. Secondly, the model includes different strategies (cooperative, zero-acceleration, demon opponent) in its underlying game-theoretical framework. This allows us to model different attitudes towards risk.
The (qualitative) insights gained by application of the model pertain to one-on-one interactions between cyclists and the impact of the strategy assumptions and parameter choices on those interactions as well as on the collective phenomena that occur in the cyclist flow and their sensitivity to parameters (reflecting the extent of the prediction horizon, the level of anisotropy, and the relative importance of keeping the desired path). With respect to the collective phenomena, we look at efficiency and self-organised patterns.
We conclude that the model acts in a plausible manner. While we do not aim to show absolute validity, we see that the qualitative behaviour of one-on-one interactions is plausible. We also observe plausible collective patterns, including self-organisation. The latter is not trivial given the fundamental differences in bicycle and pedestrian flow.
Active modes and urban mobility: outcomes from the ALLEGRO projectSerge Hoogendoorn
In this presentation, we present some examples of the main outcomes of the ALLEGRO project so far. The talks starts with showing how active mode traffic can play a major role given that cities are getting denser.
Short presentation about the role of AMS in solving Amsterdam mobility issues and setting the mobility agenda. Linking science and practise using Amsterdam as a Living Lab.
Presentatie gegeven tijdens de Masterclass Stresstesten RWS. Wat is veerkracht? Welke verstoringen kunnen optreden? Hoe ontwikkelt dit zich in de toekomst? Wat kunnen we doen om de veerkracht te vergroten? Deze en andere vragen komen aan bod in deze presentatie...
Talk given about current PhD projects that are relevant for shaping urban mobility. In particular, focus has been on behavioural insights relating to sustainable transport modes (such as walking, cycling, and MaaS).
Korte presentatie met de verschillende onderzoeksthema's die relevant zijn binnen het onderzoeksdomein Veilig Ontruimen. De presentatie heeft tot doel ideeën te genereren voor een onderzoeksagenda.
Keynote gegeven tijdens het NDW symposium over mogelijkheden van nieuwe databronnen. We kijken met name naar toepassingen binnen het netwerkbroed dynamisch verkeersmanagement.
In deze lezing worden recent afgeronde TRAIL proefschriften besproken, met focus op de relevantie voor de praktijk. We bespreken recente ontwikkeling in verkeersmanagement en coöperatieve systemen, crowd- en evacuatiemanagement en transport security. We bespreken ook kort de verschuiving van de focus binnen de leerstoel Traffic Operations and Management.
In this presentation, I explain why coordination of traffic management measures works (for a specific example). I also detail the next steps in traffic management, in particular looking at the car as a sensor and as an actuator.
Presentation about active mode transport given at the AITPM workshop on active mode mobility. Provides overview of our pedestrian research and the first results of the ALLEGRO project.
Toxic effects of heavy metals : Lead and Arsenicsanjana502982
Heavy metals are naturally occuring metallic chemical elements that have relatively high density, and are toxic at even low concentrations. All toxic metals are termed as heavy metals irrespective of their atomic mass and density, eg. arsenic, lead, mercury, cadmium, thallium, chromium, etc.
Salas, V. (2024) "John of St. Thomas (Poinsot) on the Science of Sacred Theol...Studia Poinsotiana
I Introduction
II Subalternation and Theology
III Theology and Dogmatic Declarations
IV The Mixed Principles of Theology
V Virtual Revelation: The Unity of Theology
VI Theology as a Natural Science
VII Theology’s Certitude
VIII Conclusion
Notes
Bibliography
All the contents are fully attributable to the author, Doctor Victor Salas. Should you wish to get this text republished, get in touch with the author or the editorial committee of the Studia Poinsotiana. Insofar as possible, we will be happy to broker your contact.
Seminar of U.V. Spectroscopy by SAMIR PANDASAMIR PANDA
Spectroscopy is a branch of science dealing the study of interaction of electromagnetic radiation with matter.
Ultraviolet-visible spectroscopy refers to absorption spectroscopy or reflect spectroscopy in the UV-VIS spectral region.
Ultraviolet-visible spectroscopy is an analytical method that can measure the amount of light received by the analyte.
Phenomics assisted breeding in crop improvementIshaGoswami9
As the population is increasing and will reach about 9 billion upto 2050. Also due to climate change, it is difficult to meet the food requirement of such a large population. Facing the challenges presented by resource shortages, climate
change, and increasing global population, crop yield and quality need to be improved in a sustainable way over the coming decades. Genetic improvement by breeding is the best way to increase crop productivity. With the rapid progression of functional
genomics, an increasing number of crop genomes have been sequenced and dozens of genes influencing key agronomic traits have been identified. However, current genome sequence information has not been adequately exploited for understanding
the complex characteristics of multiple gene, owing to a lack of crop phenotypic data. Efficient, automatic, and accurate technologies and platforms that can capture phenotypic data that can
be linked to genomics information for crop improvement at all growth stages have become as important as genotyping. Thus,
high-throughput phenotyping has become the major bottleneck restricting crop breeding. Plant phenomics has been defined as the high-throughput, accurate acquisition and analysis of multi-dimensional phenotypes
during crop growing stages at the organism level, including the cell, tissue, organ, individual plant, plot, and field levels. With the rapid development of novel sensors, imaging technology,
and analysis methods, numerous infrastructure platforms have been developed for phenotyping.
Nutraceutical market, scope and growth: Herbal drug technologyLokesh Patil
As consumer awareness of health and wellness rises, the nutraceutical market—which includes goods like functional meals, drinks, and dietary supplements that provide health advantages beyond basic nutrition—is growing significantly. As healthcare expenses rise, the population ages, and people want natural and preventative health solutions more and more, this industry is increasing quickly. Further driving market expansion are product formulation innovations and the use of cutting-edge technology for customized nutrition. With its worldwide reach, the nutraceutical industry is expected to keep growing and provide significant chances for research and investment in a number of categories, including vitamins, minerals, probiotics, and herbal supplements.
Observation of Io’s Resurfacing via Plume Deposition Using Ground-based Adapt...Sérgio Sacani
Since volcanic activity was first discovered on Io from Voyager images in 1979, changes
on Io’s surface have been monitored from both spacecraft and ground-based telescopes.
Here, we present the highest spatial resolution images of Io ever obtained from a groundbased telescope. These images, acquired by the SHARK-VIS instrument on the Large
Binocular Telescope, show evidence of a major resurfacing event on Io’s trailing hemisphere. When compared to the most recent spacecraft images, the SHARK-VIS images
show that a plume deposit from a powerful eruption at Pillan Patera has covered part
of the long-lived Pele plume deposit. Although this type of resurfacing event may be common on Io, few have been detected due to the rarity of spacecraft visits and the previously low spatial resolution available from Earth-based telescopes. The SHARK-VIS instrument ushers in a new era of high resolution imaging of Io’s surface using adaptive
optics at visible wavelengths.
Remote Sensing and Computational, Evolutionary, Supercomputing, and Intellige...University of Maribor
Slides from talk:
Aleš Zamuda: Remote Sensing and Computational, Evolutionary, Supercomputing, and Intelligent Systems.
11th International Conference on Electrical, Electronics and Computer Engineering (IcETRAN), Niš, 3-6 June 2024
Inter-Society Networking Panel GRSS/MTT-S/CIS Panel Session: Promoting Connection and Cooperation
https://www.etran.rs/2024/en/home-english/
The ability to recreate computational results with minimal effort and actionable metrics provides a solid foundation for scientific research and software development. When people can replicate an analysis at the touch of a button using open-source software, open data, and methods to assess and compare proposals, it significantly eases verification of results, engagement with a diverse range of contributors, and progress. However, we have yet to fully achieve this; there are still many sociotechnical frictions.
Inspired by David Donoho's vision, this talk aims to revisit the three crucial pillars of frictionless reproducibility (data sharing, code sharing, and competitive challenges) with the perspective of deep software variability.
Our observation is that multiple layers — hardware, operating systems, third-party libraries, software versions, input data, compile-time options, and parameters — are subject to variability that exacerbates frictions but is also essential for achieving robust, generalizable results and fostering innovation. I will first review the literature, providing evidence of how the complex variability interactions across these layers affect qualitative and quantitative software properties, thereby complicating the reproduction and replication of scientific studies in various fields.
I will then present some software engineering and AI techniques that can support the strategic exploration of variability spaces. These include the use of abstractions and models (e.g., feature models), sampling strategies (e.g., uniform, random), cost-effective measurements (e.g., incremental build of software configurations), and dimensionality reduction methods (e.g., transfer learning, feature selection, software debloating).
I will finally argue that deep variability is both the problem and solution of frictionless reproducibility, calling the software science community to develop new methods and tools to manage variability and foster reproducibility in software systems.
Exposé invité Journées Nationales du GDR GPL 2024
Earliest Galaxies in the JADES Origins Field: Luminosity Function and Cosmic ...Sérgio Sacani
We characterize the earliest galaxy population in the JADES Origins Field (JOF), the deepest
imaging field observed with JWST. We make use of the ancillary Hubble optical images (5 filters
spanning 0.4−0.9µm) and novel JWST images with 14 filters spanning 0.8−5µm, including 7 mediumband filters, and reaching total exposure times of up to 46 hours per filter. We combine all our data
at > 2.3µm to construct an ultradeep image, reaching as deep as ≈ 31.4 AB mag in the stack and
30.3-31.0 AB mag (5σ, r = 0.1” circular aperture) in individual filters. We measure photometric
redshifts and use robust selection criteria to identify a sample of eight galaxy candidates at redshifts
z = 11.5 − 15. These objects show compact half-light radii of R1/2 ∼ 50 − 200pc, stellar masses of
M⋆ ∼ 107−108M⊙, and star-formation rates of SFR ∼ 0.1−1 M⊙ yr−1
. Our search finds no candidates
at 15 < z < 20, placing upper limits at these redshifts. We develop a forward modeling approach to
infer the properties of the evolving luminosity function without binning in redshift or luminosity that
marginalizes over the photometric redshift uncertainty of our candidate galaxies and incorporates the
impact of non-detections. We find a z = 12 luminosity function in good agreement with prior results,
and that the luminosity function normalization and UV luminosity density decline by a factor of ∼ 2.5
from z = 12 to z = 14. We discuss the possible implications of our results in the context of theoretical
models for evolution of the dark matter halo mass function.
Comparing Evolved Extractive Text Summary Scores of Bidirectional Encoder Rep...University of Maribor
Slides from:
11th International Conference on Electrical, Electronics and Computer Engineering (IcETRAN), Niš, 3-6 June 2024
Track: Artificial Intelligence
https://www.etran.rs/2024/en/home-english/
2. 2
Break-down of efficient self-
organisation
• When conditions become too crowded
(density larger than critical density),
efficient self-organisation ‘breaks down’
• Flow performance (effective capacity)
decreases substantially, potentially causing
more problems as demand stays at same
level
• Importance of ‘keeping things flowing’, i.e.
keeping density at subcritical level
maintaining efficient and smooth flow
operations
• Has severe implications on the network level
3. Why crowd management is necessary!
• Pedestrian Network Fundamental Diagram
shows relation between number of
pedestrians in area
• P-NFD shows reduced performance of
network flow operations in case of
overloading causes by various phenomena
such as faster-is-slower effect and self-
organisation breaking down
• Current work focusses on theory P-NFD,
hysteresis, and impact of spatial variation
(forthcoming ISTTT paper)
Qnetwork(⇢, ) = Qlocal(⇢)
v0
⇢jam
2
5. 5
Engineering challenges
for events or regular
situations…
• Can we for a certain design or event
predict if a safety or throughput issue
will occur?
• Can we develop methods to support
organisation, planning and design?
• Can we develop approaches to support
safe and efficient real-time management
of (large) pedestrian flows?
Presentation will go into recent
developments in the field op real-time
crowd management support with key
elements: real-time monitoring &
prediction
6. WiFi/BT data on Utrecht Central Station
Managing Station
Pedestrian Flows
• Dutch railway (ProRail and NS) with
support of TU Delft have been working
on SmartStation concept
• Multi-level data collection system
• Detailed density collection at pinch
points (e.g. platforms)
• WiFi / BlueTooth at station level
• Combination with Chipcard data
provides comprehensive monitoring
information for ex-post assessment
and real-time interventions
Trajectory data from one of the platforms
7. 7
Monitoring and predicting active
traffic in cities (for regular and
event conditions)
• Unique pilots with crowd management system
for large scale, outdoor event
• Functional architecture of SAIL 2015 crowd
management systems, also used for Europride,
Mysteryland, Kingsday
• Phase 1 focussed on monitoring and
diagnostics (data collection, number of visitors,
densities, walking speeds, determining levels of
service and potentially dangerous situations)
• Phase 2 focusses on prediction and decision
support for crowd management measure
deployment (model-based prediction,
intervention decision support)
Data
fusion and
state estimation:
hoe many people
are there and how
fast do they
move?
Social-media
analyser: who are
the visitors and what
are they talking
about?
Bottleneck
inspector: wat
are potential
problem
locations?
State
predictor: what
will the situation
look like in 15
minutes?
Route
estimator:
which routes
are people
using?
Activity
estimator:
what are
people
doing?
Intervening:
do we need to
apply certain
measures and
how?
8. Example of
tracking data
collected during
SAIL 2015
Additional data fro
counting cameras,
Wifi trackers, etc.,
provide
comprehensive
real-time picture of
situation during
event
Plans to use this as
a basis for the
Amsterdam Smart
Tourist dashboard
9. Example dashboard outcomes
• Newly developed algorithm to distinguish between
occupancy time and walking time
• Other examples show volumes and OD flows
• Results used for real-time intervention, but also for
planning of SAIL 2020 (simulation studies)
0
5
10
15
20
25
30
11 12 13 14 15 16 17 18 19
verblijftijd looptijd
1988
1881
4760
4958
2202
1435
6172
59994765
4761
4508
3806
3315
2509
1752
3774
4061
2629
1359
2654
2139
1211
1439
2209
1638
2581
31102465
3067
2760
10. Example dashboard outcomes
• Social media analytics show potential of using information as an additional
source of information for real-time intervention and for planning purposes
11. Example dashboard outcomes
• Sentiment analysis allows
gaining insight into locations
where people tweet about
crowdedness conditions
• More generally, focus is on
use of social (media) data (in
conjunction with other data
sources) to unravel urban
transportation flows
• First phase of active mode
mobility lab (part of UML)
Druk
Vol
Gedrang
Bomvol
Boordevol
Afgeladen
Volgepakt
Crowded
Busy
Jam
Jam-
Buitenlandse toeristen
Inwoners Amsterdam
12. Social media data based count reproduction
• Is it possible to
reconstruct counts from
social-media data?
• Compare different
methods to see which
represents measurements
of density using WiFi/BT
• Time-space averaging
provides poor results
• Speed and flow based
methods look very
promising!
12
13. Mysteryland pilot
• Data collection via dedicated Mysteryland
app (light and heavy version)
• Use of geofencing to ask participants about
experiences (rating) and intentions (which
stage to visit next) allowing us to test crowd
sourcing
• Combination with social-media data allows
looking for cross-correlations in data sets as
well as data enrichment
• But… app allows us also to provide
information to visitors on routes, and guide
them to less crowded areas 13
15. Modelling for planning
Application of differential game theory:
• Pedestrians minimise predicted walking cost, due
to straying from intended path, being too close to
others / obstacles and effort, yielding:
• Simplified model is similar to Social Forces model of Helbing
Face validity?
• Model results in reasonable macroscopic flow characteristics (capacity
values and fundamental diagram)
• What about self-organisation?
15
1. Introduction
This memo aims at connecting the microscopic modelling principles underlying the
social-forces model to identify a macroscopic flow model capturing interactions amongst
pedestrians. To this end, we use the anisotropic version of the social-forces model pre-
sented by Helbing to derive equilibrium relations for the speed and the direction, given
the desired walking speed and direction, and the speed and direction changes due to
interactions.
2. Microscopic foundations
We start with the anisotropic model of Helbing that describes the acceleration of
pedestrian i as influence by opponents j:
(1) ~ai =
~v0
i ~vi
⌧i
Ai
X
j
exp
Rij
Bi
· ~nij ·
✓
i + (1 i)
1 + cos ij
2
◆
where Rij denotes the distance between pedestrians i and j, ~nij the unit vector pointing
from pedestrian i to j; ij denotes the angle between the direction of i and the postion
of j; ~vi denotes the velocity. The other terms are all parameters of the model, that will
be introduced later.
In assuming equilibrium conditions, we generally have ~ai = 0. The speed / direction
for which this occurs is given by:
(2) ~vi = ~v0
i ⌧iAi
X
j
exp
Rij
Bi
· ~nij ·
✓
i + (1 i)
1 + cos ij
2
◆
Let us now make the transition to macroscopic interaction modelling. Let ⇢(t, ~x)
Level of anisotropy
reflected by this
parameter
~vi
~v0
i
~ai
~nij
~xi
~xj
16. • Simple model shows plausible self-
organised phenomena
• Model also shows flow breakdown
in case of overloading
• Similar model has been
successfully used for planning of
SAIL, but it is questionable if for
real-time purposes such a model
would be useful, e.g. due to
complexity
• Coarser models proposed so far
turn out to have limited predictive
validity, and are unable to
reproduce self-organised patterns
• Develop continuum model based on
game-theoretical model NOMAD…
Microscopic models aretoo computationallycomplex for real-timeapplication and lack niceanalytical properties…
17. Modelling for real-time predictions
• NOMAD / Social-forces model as starting point:
• Equilibrium relation stemming from model (ai = 0):
• Interpret density as the ‘probability’ of a pedestrian being present, which gives a macroscopic equilibrium
relation (expected velocity), which equals:
• Combine with conservation of pedestrian equation yields complete model, but numerical integration is
computationally very demanding
17
sented by Helbing to derive equilibrium relations for the speed and the direction, given
the desired walking speed and direction, and the speed and direction changes due to
interactions.
2. Microscopic foundations
We start with the anisotropic model of Helbing that describes the acceleration of
pedestrian i as influence by opponents j:
(1) ~ai =
~v0
i ~vi
⌧i
Ai
X
j
exp
Rij
Bi
· ~nij ·
✓
i + (1 i)
1 + cos ij
2
◆
where Rij denotes the distance between pedestrians i and j, ~nij the unit vector pointing
from pedestrian i to j; ij denotes the angle between the direction of i and the postion
of j; ~vi denotes the velocity. The other terms are all parameters of the model, that will
be introduced later.
In assuming equilibrium conditions, we generally have ~ai = 0. The speed / direction
for which this occurs is given by:
(2) ~vi = ~v0
i ⌧iAi
X
j
exp
Rij
Bi
· ~nij ·
✓
i + (1 i)
1 + cos ij
2
◆
Let us now make the transition to macroscopic interaction modelling. Let ⇢(t, ~x)
denote the density, to be interpreted as the probability that a pedestrian is present on
location ~x at time instant t. Let us assume that all parameters are the same for all
pedestrian in the flow, e.g. ⌧i = ⌧. We then get:
(3) ZZ ✓
||~y ~x||
◆ ✓
1 + cos xy(~v)
◆
~y ~x
We start with the anisotropic model of Helbing that describes the acceleration of
pedestrian i as influence by opponents j:
(1) ~ai =
~v0
i ~vi
⌧i
Ai
X
j
exp
Rij
Bi
· ~nij ·
✓
i + (1 i)
1 + cos ij
2
◆
where Rij denotes the distance between pedestrians i and j, ~nij the unit vector pointing
from pedestrian i to j; ij denotes the angle between the direction of i and the postion
of j; ~vi denotes the velocity. The other terms are all parameters of the model, that will
be introduced later.
In assuming equilibrium conditions, we generally have ~ai = 0. The speed / direction
for which this occurs is given by:
(2) ~vi = ~v0
i ⌧iAi
X
j
exp
Rij
Bi
· ~nij ·
✓
i + (1 i)
1 + cos ij
2
◆
Let us now make the transition to macroscopic interaction modelling. Let ⇢(t, ~x)
denote the density, to be interpreted as the probability that a pedestrian is present on
location ~x at time instant t. Let us assume that all parameters are the same for all
pedestrian in the flow, e.g. ⌧i = ⌧. We then get:
(3)
~v = ~v0
(~x) ⌧A
ZZ
~y2⌦(~x)
exp
✓
||~y ~x||
B
◆ ✓
+ (1 )
1 + cos xy(~v)
2
◆
~y ~x
||~y ~x||
⇢(t, ~y)d~y
Here, ⌦(~x) denotes the area around the considered point ~x for which we determine the
interactions. Note that:
pedestrian i as influence by opponents j:
(1) ~ai =
~v0
i ~vi
⌧i
Ai
X
j
exp
Rij
Bi
· ~nij ·
✓
i + (1 i)
1 + cos ij
2
◆
where Rij denotes the distance between pedestrians i and j, ~nij the unit vector pointing
from pedestrian i to j; ij denotes the angle between the direction of i and the postion
of j; ~vi denotes the velocity. The other terms are all parameters of the model, that will
be introduced later.
In assuming equilibrium conditions, we generally have ~ai = 0. The speed / direction
for which this occurs is given by:
(2) ~vi = ~v0
i ⌧iAi
X
j
exp
Rij
Bi
· ~nij ·
✓
i + (1 i)
1 + cos ij
2
◆
Let us now make the transition to macroscopic interaction modelling. Let ⇢(t, ~x)
denote the density, to be interpreted as the probability that a pedestrian is present on
location ~x at time instant t. Let us assume that all parameters are the same for all
pedestrian in the flow, e.g. ⌧i = ⌧. We then get:
(3)
~v = ~v0
(~x) ⌧A
ZZ
~y2⌦(~x)
exp
✓
||~y ~x||
B
◆ ✓
+ (1 )
1 + cos xy(~v)
2
◆
~y ~x
||~y ~x||
⇢(t, ~y)d~y
Here, ⌦(~x) denotes the area around the considered point ~x for which we determine the
interactions. Note that:
(4) cos xy(~v) =
~v
||~v||
·
~y ~x
||~y ~x||
18. Modelling for real-time predictions
• Taylor series approximation:
yields a closed-form expression for the equilibrium velocity , which is given by the equilibrium
speed and direction:
with:
• Check behaviour of model by looking at isotropic flow ( ) and homogeneous flow
conditions ( )
• Include conservation of pedestrian relation gives a complete model…
18
2 SERGE P. HOOGENDOORN
From this expression, we can find both the equilibrium speed and the equilibrium direc-
tion, which in turn can be used in the macroscopic model.
We can think of approximating this expression, by using the following linear approx-
imation of the density around ~x:
(5) ⇢(t, ~y) = ⇢(t, ~x) + (~y ~x) · r⇢(t, ~x) + O(||~y ~x||2
)
Using this expression into Eq. (3) yields:
(6) ~v = ~v0
(~x) ~↵(~v)⇢(t, ~x) (~v)r⇢(t, ~x)
with ↵(~v) and (~v) defined respectively by:
(7) ~↵(~v) = ⌧A
ZZ
~y2⌦(~x)
exp
✓
||~y ~x||
B
◆ ✓
+ (1 )
1 + cos xy(~v)
2
◆
~y ~x
||~y ~x||
d~y
and
(8) (~v) = ⌧A
ZZ
~y2⌦(~x)
exp
✓
||~y ~x||
B
◆ ✓
+ (1 )
1 + cos xy(~v)
2
◆
||~y ~x||d~y
To investigate the behaviour of these integrals, we have numerically approximated
FROM MICROSCOPIC TO MACROSCOPIC INTERACTION MODELING 3
Furthermore, we see that for ~↵, we find:
(10) ~↵(~v) = ↵0 ·
~v
||~v||
(Can we determine this directly from the integrals?)
From Eq. (6), with ~v = ~e · V we can derive:
(11) V = ||~v0
0 · r⇢|| ↵0⇢
and
(12) ~e =
~v0
0 · r⇢
V + ↵0⇢
=
~v0
0 · r⇢
||~v0
0 · r⇢||
Note that the direction does not depend on ↵0, which implies that the magnitude of
the density itself has no e↵ect on the direction, while the gradient of the density does
influence the direction.
2.1. Homogeneous flow conditions. Note that in case of homogeneous conditions,
FROM MICROSCOPIC TO MACROSCOPIC INTERACTION MODELING 3
Furthermore, we see that for ~↵, we find:
(10) ~↵(~v) = ↵0 ·
~v
||~v||
(Can we determine this directly from the integrals?)
From Eq. (6), with ~v = ~e · V we can derive:
(11) V = ||~v0
0 · r⇢|| ↵0⇢
and
(12) ~e =
~v0
0 · r⇢
V + ↵0⇢
=
~v0
0 · r⇢
||~v0
0 · r⇢||
Note that the direction does not depend on ↵0, which implies that the magnitude of
the density itself has no e↵ect on the direction, while the gradient of the density does
influence the direction.
2.1. Homogeneous flow conditions. Note that in case of homogeneous conditions,
i.e. r⇢ = ~0, Eq. (11) simplifies to
(13) V = ||~v0|| ↵0⇢ = V 0
↵0⇢
α0 = πτ AB2
(1− λ) and β0 = 2πτ AB3
(1+ λ)
4.1. Analysis of model properties
Let us first take a look at expressions (14) and (15) describing the equilibrium290
speed and direction. Notice first that the direction does not depend on ↵0, which
implies that the magnitude of the density itself has no e↵ect, and that only the
gradient of the density does influence the direction. We will now discuss some
other properties, first by considering a homogeneous flow (r⇢ = ~0), and then
by considering an isotropic flow ( = 1) and an anisotropic flow ( = 0).295
4.1.1. Homogeneous flow conditions
Note that in case of homogeneous conditions, i.e. r⇢ = ~0, Eq. (14) simplifies
sions (14) and (15) describing the equilibrium
at the direction does not depend on ↵0, which
density itself has no e↵ect, and that only the
nce the direction. We will now discuss some
ng a homogeneous flow (r⇢ = ~0), and then
= 1) and an anisotropic flow ( = 0).
ns
us conditions, i.e. r⇢ = ~0, Eq. (14) simplifies
↵0⇢ = V 0
↵0⇢ (16)
!
v =
!
e ⋅V
19. 19
Macroscopic model
yields plausible
results…
• First macroscopic model able to
reproduce self-organised patterns
(lane formation, diagonal stripes)
• Self-organisation breaks downs in
case of overloading
• Continuum model seems to
inherit properties of the
microscopic model underlying it
• Forms solid basis for real-time
prediction module in dashboard
• First trials in model-based
optimisation and use of model for
state-estimation are promising
20. Predicting flow operations in Laussanne
• Work performed by Flurin
Haenseler showing how
LOS can be predicted by
using macroscopic model
• Example shows LOS in one
of the corridors connecting
platforms in the station
• Flow model + route choice
model used for Origin-
Destination matrix
estimation using counts
and time-table information
21. Towards active interventions
• Models can be used to improve design
• Off-line model-based optimisation of signage /
evacuation instructions (see example)
• Crowd Monitoring Dashboard Amsterdam has been used
by crowd managers for real-time changes in circulation
plan (making some of the routes uni-directional)
• Other measures (in particular in stations) include load
balancing (changing time table, stop position of train,
track assignment), but also gating application
• Current research focusses on these type of interventions
21
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No redistribution of
queues (initial iteration)
Distribution of queues
considering reduced speeds
22. Recall the P-MFD?
Ensuring that the number of pedestrians in
a railway stations states below critical level
by means of gating…
23. The ALLEGRO programme
unrAvelLing sLow modE travelinG and tRaffic:
with innOvative data to a new transportation and traffic theory for
pedestrians and bicycles”
• 4.1 million AUD personal grant with a focus on developing theory (from an
application oriented perspective) sponsored by the ERC and AMS
• Relevant elements of the project:
• Development of “living” data & simulation laboratory building on two decades of experience in
pedestrian monitoring, theory and simulation
• Outreach to cities by means of “solution-oriented” projects (“the AMS part”), e.g. event planning
framework, design and crowd management strategies, active mode operations dashboard, etc.
• Team is complete (9 PhD and 4 PD + 8 supervisors / support staff )