This document discusses a microscopic activity-based model called TAPAS for modeling passenger transport demand using time use diaries. TAPAS was developed at the Institute for Transport Research (IVF) in the German Aerospace Center (DLR) to model current and future traffic demand and analyze the effects of potential measures and scenarios. The summary discusses how TAPAS works, the data it requires, and possibilities for expanding it to model new activity patterns and future changes in transport behavior.
Online Bus Arrival Time Prediction Using Hybrid Neural Network and Kalman fil...IJMER
This document presents a hybrid method for predicting bus arrival times using neural networks and Kalman filters. The proposed method combines a neural network trained on historical bus location and travel time data to make initial predictions, and then uses a Kalman filter to continuously update the predictions based on real-time GPS measurements from buses. The neural network model uses seven input nodes and a double hidden layer structure. The Kalman filter equations are used to fuse the neural network predictions with current GPS observations to improve prediction accuracy over time. A case study on a real bus route in Egypt showed the hybrid method achieved satisfactory prediction accuracy.
Towards a new intelligent traffic system based on deep learning and data int...IJECEIAES
Time series forecasting is an important technique to study the behavior of temporal data in order to forecast the future values, which is widely applied in intelligent traffic systems (ITS). In this paper, several deep learning models were designed to deal with the multivariate time series forecasting problem for the purpose of long-term predicting traffic volume. Simulation results showed that the best forecasts are obtained with the use of two hidden long short-term memory (LSTM) layers: the first with 64 neurons and the second with 32 neurons. Over 93% of the forecasts were made with less than ±2.0% error. The analysis of variances is mainly due to peaks in some extreme conditions. For this purpose, the data was then merged between two different sources: electromagnetic loops and cameras. Data fusion is based on a calibration of the reliability of the sources according to the visibility conditions and time of the day. The integration results were then compared with the real data to prove the improvement of the prediction results in peak periods after the data fusion step.
This document provides an overview of the four-step transportation demand model (FSM). It describes the key components and stages of the FSM including trip generation, trip distribution, mode choice, and route assignment. It also outlines the transportation systems analysis framework that the FSM fits within. Finally, it provides a hypothetical example application of the FSM to a small study area with 4 traffic analysis zones to illustrate how the model is implemented in practice. The example defines the transportation network and activity data, then walks through applying each of the 4 steps to generate trips, distribute trips between zones, model mode choice, and assign trips to routes on the network.
This document provides an overview of a study examining the potential for a flexible transport system called VPATS (Variable Price and Attribute Transport System) to better meet transport needs, especially for disadvantaged groups. Key points:
- VPATS would allow transport attributes like availability, journey time and exclusivity of use to vary based on willingness to pay, providing integrated services at low cost.
- Existing transport often fails to serve changing travel patterns and some groups' needs. VPATS could improve access to jobs, services and social opportunities.
- The study will consider evidence on how people respond to transport attributes like fare, availability and comfort to design VPATS scenarios to test operational and implementation feasibility.
Improving transport in Malta using GIS and LBSMatthew Pulis
A presentation prepared to the University of Malta as part of my MSc. Informatics. This seminar discusses ways and improvements how can a GIS driven system help and improve the current situation in Malta. This presentation also provides a survey discussing how the Maltese view the public transport and gives out interesting conclusions as to where the GIS needs to tackle. The study focuses mainly on ways as to where and how to improve the routes, promoting cultural places, buses ETA and taxi fleet handling amongst others.
This document provides an overview of traffic flow modeling and simulation methods for intelligent transportation systems. It discusses both macroscopic and microscopic modeling approaches. Macroscopic models view traffic as a continuous flow and use partial differential equations involving density, speed, and flow rate over time and space. Microscopic models treat each vehicle individually using ordinary differential equations to model driver behavior and car-following dynamics. The document also reviews several traffic simulation software tools and concludes that modeling and simulation can help design and evaluate new transportation control strategies before implementation.
This document summarizes a study analyzing the feasibility of implementing a demand-responsive transit (DRT) service in the Stockholm area. Key points:
1) The study used demographic data, travel demand matrices, and a road network to model potential demand for DRT service and identify optimal pilot project areas.
2) A gravity model and clustering analysis were applied to distribute predicted DRT demand and identify high-demand zones that could form an initial service network.
3) Two custom clustering methods were developed to select zones maximizing internal travel flows while considering spatial proximity, to identify coherent service areas.
Analysis Of Mobility Patterns For Urban Taxi CabsDustin Pytko
This summary analyzes mobility patterns from taxi cab GPS data collected in San Francisco:
1) Over 10 million GPS records from 536 taxis were collected over one month and analyzed to study characteristics like speed, location over time, hotspots, and connectivity.
2) A single taxi's day-long GPS data is examined in more detail, showing its speed varied in different areas of the city as expected from traffic conditions.
3) The data will help wireless researchers, cities, and taxis optimize operations by understanding mobility patterns and demand, helping allocate resources efficiently.
Online Bus Arrival Time Prediction Using Hybrid Neural Network and Kalman fil...IJMER
This document presents a hybrid method for predicting bus arrival times using neural networks and Kalman filters. The proposed method combines a neural network trained on historical bus location and travel time data to make initial predictions, and then uses a Kalman filter to continuously update the predictions based on real-time GPS measurements from buses. The neural network model uses seven input nodes and a double hidden layer structure. The Kalman filter equations are used to fuse the neural network predictions with current GPS observations to improve prediction accuracy over time. A case study on a real bus route in Egypt showed the hybrid method achieved satisfactory prediction accuracy.
Towards a new intelligent traffic system based on deep learning and data int...IJECEIAES
Time series forecasting is an important technique to study the behavior of temporal data in order to forecast the future values, which is widely applied in intelligent traffic systems (ITS). In this paper, several deep learning models were designed to deal with the multivariate time series forecasting problem for the purpose of long-term predicting traffic volume. Simulation results showed that the best forecasts are obtained with the use of two hidden long short-term memory (LSTM) layers: the first with 64 neurons and the second with 32 neurons. Over 93% of the forecasts were made with less than ±2.0% error. The analysis of variances is mainly due to peaks in some extreme conditions. For this purpose, the data was then merged between two different sources: electromagnetic loops and cameras. Data fusion is based on a calibration of the reliability of the sources according to the visibility conditions and time of the day. The integration results were then compared with the real data to prove the improvement of the prediction results in peak periods after the data fusion step.
This document provides an overview of the four-step transportation demand model (FSM). It describes the key components and stages of the FSM including trip generation, trip distribution, mode choice, and route assignment. It also outlines the transportation systems analysis framework that the FSM fits within. Finally, it provides a hypothetical example application of the FSM to a small study area with 4 traffic analysis zones to illustrate how the model is implemented in practice. The example defines the transportation network and activity data, then walks through applying each of the 4 steps to generate trips, distribute trips between zones, model mode choice, and assign trips to routes on the network.
This document provides an overview of a study examining the potential for a flexible transport system called VPATS (Variable Price and Attribute Transport System) to better meet transport needs, especially for disadvantaged groups. Key points:
- VPATS would allow transport attributes like availability, journey time and exclusivity of use to vary based on willingness to pay, providing integrated services at low cost.
- Existing transport often fails to serve changing travel patterns and some groups' needs. VPATS could improve access to jobs, services and social opportunities.
- The study will consider evidence on how people respond to transport attributes like fare, availability and comfort to design VPATS scenarios to test operational and implementation feasibility.
Improving transport in Malta using GIS and LBSMatthew Pulis
A presentation prepared to the University of Malta as part of my MSc. Informatics. This seminar discusses ways and improvements how can a GIS driven system help and improve the current situation in Malta. This presentation also provides a survey discussing how the Maltese view the public transport and gives out interesting conclusions as to where the GIS needs to tackle. The study focuses mainly on ways as to where and how to improve the routes, promoting cultural places, buses ETA and taxi fleet handling amongst others.
This document provides an overview of traffic flow modeling and simulation methods for intelligent transportation systems. It discusses both macroscopic and microscopic modeling approaches. Macroscopic models view traffic as a continuous flow and use partial differential equations involving density, speed, and flow rate over time and space. Microscopic models treat each vehicle individually using ordinary differential equations to model driver behavior and car-following dynamics. The document also reviews several traffic simulation software tools and concludes that modeling and simulation can help design and evaluate new transportation control strategies before implementation.
This document summarizes a study analyzing the feasibility of implementing a demand-responsive transit (DRT) service in the Stockholm area. Key points:
1) The study used demographic data, travel demand matrices, and a road network to model potential demand for DRT service and identify optimal pilot project areas.
2) A gravity model and clustering analysis were applied to distribute predicted DRT demand and identify high-demand zones that could form an initial service network.
3) Two custom clustering methods were developed to select zones maximizing internal travel flows while considering spatial proximity, to identify coherent service areas.
Analysis Of Mobility Patterns For Urban Taxi CabsDustin Pytko
This summary analyzes mobility patterns from taxi cab GPS data collected in San Francisco:
1) Over 10 million GPS records from 536 taxis were collected over one month and analyzed to study characteristics like speed, location over time, hotspots, and connectivity.
2) A single taxi's day-long GPS data is examined in more detail, showing its speed varied in different areas of the city as expected from traffic conditions.
3) The data will help wireless researchers, cities, and taxis optimize operations by understanding mobility patterns and demand, helping allocate resources efficiently.
CREATING DATA OUTPUTS FROM MULTI AGENT TRAFFIC MICRO SIMULATION TO ASSIMILATI...csandit
interface for communication between agents.
class for communication management.
Agent Factory: class for agent creation.
Agent Directory: class for agent registration.
Agent Behavior: abstract class for agent behavior definition.
Concrete Agent: concrete agent implementation.
The core of the architecture is based on three main classes:
- Manager - represents the highest level of hierarchy, manages lower level agents.
- Agent - represents basic autonomous entity, encapsulates behavior and communication.
- Structure - represents geographical area, contains reference to lower level agents.
Agents are organized hierarchically according to geographical areas they represent. Manager is
the root of hierarchy, structures represent areas and agents are located
A Computational Study Of Traffic Assignment AlgorithmsNicole Adams
The document summarizes a study comparing algorithms for solving traffic assignment problems. It classified algorithms as link-based (using link flows), path-based (using path flows), or origin-based (using link flows from origins). It reviewed literature on algorithms like Frank-Wolfe (link-based), path equilibration (path-based), and origin-based algorithm. It chose to implement representative algorithms from each class: Frank-Wolfe, conjugate Frank-Wolfe, bi-conjugate Frank-Wolfe (link-based), path equilibration, gradient projection, projected gradient, improved social pressure (path-based), and Algorithm B (origin-based) to compare their performance on benchmark problems.
A Computational Study Of Traffic Assignment AlgorithmsAlicia Buske
This document summarizes a research study that compares different algorithms for solving traffic assignment problems. The study performs a literature review of prominent traffic assignment algorithms, classifying them based on how the solution is represented (link-based, path-based, origin-based). It then implements representative algorithms from each class and conducts computational tests on benchmark networks of varying sizes. The results are analyzed to compare algorithm performance and identify the impact of different algorithm components on running time.
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.
CREATING DATA OUTPUTS FROM MULTI AGENT TRAFFIC MICRO SIMULATION TO ASSIMILATI...cscpconf
The intensive development of traffic engineering and technologies that are integrated into vehicles, roads and their surroundings, bring opportunities of real time transport mobility modeling. Based on such model it is then possible to establish a predictive layer that is capable of predicting short and long term traffic flow behavior. It is possible to create the real time model of traffic mobility based on generated data. However, data may have different geographical, temporal or other constraints, or failures. It is therefore appropriate to develop tools that artificially create missing data, which can then be assimilated with real data. This paper presents a mechanism describing strategies of generating artificial data using microsimulations. It describes traffic microsimulation based on our solution of multiagent framework over which a system for generating traffic data is built. The system generates data of a structure corresponding to the data acquired in the real world.
This document describes a multi-agent model used to develop and assess urban forms in terms of sustainability, focusing on transportation, land use distribution, and vehicle emission pollution minimization. Two city forms are examined - a compact city and a multi-nuclear city. The model generates land use maps for each city form based on transportation networks and user preferences. An activity-based transportation model then simulates travel patterns and evaluates total travel, trips, and accessibility to determine pollution emissions. Planners can provide input to adjust the computer-generated maps. The goal is to understand the planner's options for developing sustainable cities and determine the optimal city form.
Fuzzy Logic Model for Traffic CongestionIOSR Journals
Abstract: Traffic congestion has become a serious problem in the urban districts. This is mainly due to the
rapid increase in the number and the use of vehicles. Travel time, travel safety, environmental quality, and life
quality are all adversely affected by traffic congestion. Many traffic control systems have been developed and
installed to alleviate the problem with limited success. Traffic demands are still high and increasing. The main
focus of this report is to introduce a versatile fuzzy logic traffic flow model capable of making optimal traffic
predictions. This model can be used to evaluate various traffic-light timing plans. More importantly, it provides
a framework for implementing adaptive traffic signal controllers based on fuzzy logic technology. When
implemented it solved the problem of waiting time, travel cost, accident, traffic congestion.
Key words: Traffic Congestion, fuzzy logic, Traffic Density, fuzzy controller, conventional controller.
DYNAMIC RESOURCE ALLOCATION IN ROAD TRANSPORT SECTOR USING MOBILE CLOUD COMPU...IAEME Publication
Literature review revealed application of various techniques for efficient use of existing resources in road transport sector vehicles, operators and related facilities. This issue assumes bigger dimensions in situations where there are multiple routes and the demand in the routes is highly fluctuating over the day. The application of the existing techniques as reported in literature addresses above issues to a considerable extent. However the main draw back in existing techniques is lack of
proper uninterrupted information about vehicles and demand available at a central place for allocation of vehicles in different roads and huge computational times required for processing. Cloud computing is a recently developed processing tool that is used in effective utilization of resources in transport sector under dynamic resource allocation.
Applied research. Optimization of the Shuttle ServicesRAMON RIOS
Application of the queuing theory to find out the root causes of the long waiting times in the company X. The verification of the outcome was with promodel simulation software. Networking using the shortest route to optimize even better. Forecasting to predict increasing in the population and get our life cycle. Gantt chart to calculate the total days and to track the gantt chart for any delays.
This document summarizes and compares different methods for modeling traffic demand, including the traditional four-step model, activity-based models, and microsimulation/agent-based modeling. The four-step model is described as having shortcomings like focusing on aggregate behavior rather than individuals. Activity-based models provide more nuanced modeling by using "tours" rather than trips as the basic unit and considering factors like household interactions. Microsimulation and agent-based modeling simulate individual movements but may not accurately model an entire region. The document examines issues with predicting traffic from new developments and argues newer methods can better account for factors like internal capture rates and parking costs.
Modeling Truck Movements: A Comparison between the Quick Response Freight Man...inventionjournals
In recent years, with a growing realization of the important impacts of truck traffic on the economy as well as urban congestion and pollution levels, there is a keen interest in modeling truck movements with greater accuracy, robustness, and detail. This paper examines two different approaches for explicitly including truck trips into travel demand forecasting models. The approaches considered are (a) the truck modeling methodology published in the Quick Response Freight Manual (QRFM) and (b) an emerging truck tour-based approach. In this paper, the two approaches are demonstrated and compared using the Birmingham, AL region as a case study and statistical analyses are conducted to evaluate the level of accuracy of both approaches. The results demonstrate that the model using tour-based approach performs better than the one based on the QRFM approach with respect to model accuracy, when compared to field data from the study area. However, the tourbased approach requires a comprehensive data collection and processing effort, whereas the QRFM approach uses the publicly available data such as household and employment data. The decision on the best approach for adoption should be made on a case-by-case basis after considering the tradeoffs between accuracy and data availability and processing requirements. Overall, the findings from this study can be used to support the development of efficient freight truck modeling applications for the Birmingham region. Moreover, lessons learned from the Birmingham case study provide valuable insights that can guide freight modeling efforts of planning agencies in other medium sized communities in the future
INTEGRATION OF GIS AND OPTIMIZATION ROUTINES FOR THE VEHICLE ROUTING PROBLEMijccmsjournal
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.
Integration Of Gis And Optimization Routines For The Vehicle Routing Problemijccmsjournal
This document discusses integrating geographic information systems (GIS) and optimization routines to efficiently solve vehicle routing problems (VRP). Specifically, it proposes coupling a GIS with a particle swarm optimization metaheuristic. This allows generating a geographic solution by mapping optimized vehicle routes rather than just a numeric solution. The approach is demonstrated on a real-world VRP case study for a region in Tunisia. Customer locations, roads, and potential routes are modeled in GIS. Particle swarm optimization is then used to determine the minimum cost vehicle routes while respecting vehicle capacities. This integrated GIS-optimization approach allows visualizing optimized routing solutions on maps for practical transportation planning.
Public Transport Accessibility Index for Thiruvananthapuram Urban AreaIOSR Journals
Transportation planning is an important part in the development of a region. An effective transport
system and associated urban forms will improve the economic and social opportunities. Accessibility and
mobility are the two main parameters which contribute to the effective transportation system. In this paper, the
accessibility to the public transportation system is identified for the selected study area with the help of an
indexing system. The sub-area in the region was thus graded based on their accessibility and the obtained
values are found to resemble the real world.
Accessibility, indexing system, public transport system, transport planning
This document provides a review of fuzzy microscopic traffic flow models. It discusses how fuzzy logic can be used to model traffic flow and driver behavior by introducing uncertainty into variables like speed and headway. It describes fuzzy cellular automata models that represent traffic as vehicles characterized by fuzzy numbers for position and velocity. It also covers fuzzy logic car-following models that use linguistic terms and rules to model car-following behavior, and fuzzy route choice models that calculate possibility indexes to determine the most likely route. The goal of these fuzzy models is to more realistically simulate traffic flow and account for the imprecise nature of traffic data.
This document provides an overview of a student's assignment reviewing fuzzy microscopic traffic flow models. It discusses how fuzzy logic can be used to introduce uncertainty into traffic simulation models to better reflect real-world conditions. It reviews different types of fuzzy microscopic models, including fuzzy cellular models that use fuzzy numbers to represent vehicle parameters and transitions between time steps, and fuzzy logic car-following models that use fuzzy reasoning and linguistic terms to describe driver behavior. The goal is to understand how these fuzzy microscopic models work.
USING ONTOLOGY BASED SEMANTIC ASSOCIATION RULE MINING IN LOCATION BASED SERVICESIJDKP
Recently, GPS and mobile devices allowed collecting a huge amount of mobility data. Researchers from
different communities have developed models and techniques for mobility analysis. But they mainly focused
on the geometric properties of trajectories and do not consider the semantic facet of moving objects. The
techniques are good at extracting patterns, but they are hard to interpret in a specific application domain.
This paper proposes a methodology to understand mobility data and semantically interpret trajectory
patterns. The process considers four different behavior types such as semantic, semantic and space,
semantic and time, and semantic and space-time. Finally, a system prototype was developed to evaluate the
behavior models in different aspects using one of the location based services. The results showed that
applying the semantic association rules could significantly reduce the number of available services and
customize the services based on the rules.
A Framework for Traffic Planning and Forecasting using Micro-Simulation Calib...ITIIIndustries
This paper presents the application of microsimulation for traffic planning and forecasting, and proposes a new framework to model complex traffic conditions by calibrating and adjusting traffic parameters of a microsimulation model. By using an open source micro-simulator package, TRANSIMS, in this study, animated and numerical results were produced and analysed. The framework of traffic model calibration was evaluated for its usefulness and practicality. Finally, we discuss future applications such as providing end users with real time traffic information through Intelligent Transport System (ITS) integration.
This document summarizes research applying accessibility planning techniques and software from the UK to a region in North America. The research compares accessibility indicators calculated for the Twin Cities region of Minnesota to those of Greater Manchester in the UK. The research aims to test the applicability of UK guidance and software outside the UK. It calculates network and local accessibility indicators for both regions using the Accession software adapted for the Twin Cities data and road network. The results show differences in how the bus networks in each region provide access, with Greater Manchester's network penetrating further into residential areas. The research concludes UK accessibility planning concepts and software can be successfully applied at low cost outside the UK with some adaptations to guidance and data.
This document provides an introduction, literature review, and discussion of determining the range of thresholds for fuzzy input in traffic flow modeling. It discusses how fuzzy logic can be used to represent traffic parameters like density, speed, and volume linguistically rather than with precise values. The document explores applications of fuzzy logic in traffic management, advantages and disadvantages, and recommends a multidimensional analysis using data, simulations, and machine learning to establish effective threshold ranges that capture traffic dynamics.
A review on techniques and modelling methodologies used for checking electrom...nooriasukmaningtyas
The proper function of the integrated circuit (IC) in an inhibiting electromagnetic environment has always been a serious concern throughout the decades of revolution in the world of electronics, from disjunct devices to today’s integrated circuit technology, where billions of transistors are combined on a single chip. The automotive industry and smart vehicles in particular, are confronting design issues such as being prone to electromagnetic interference (EMI). Electronic control devices calculate incorrect outputs because of EMI and sensors give misleading values which can prove fatal in case of automotives. In this paper, the authors have non exhaustively tried to review research work concerned with the investigation of EMI in ICs and prediction of this EMI using various modelling methodologies and measurement setups.
CREATING DATA OUTPUTS FROM MULTI AGENT TRAFFIC MICRO SIMULATION TO ASSIMILATI...csandit
interface for communication between agents.
class for communication management.
Agent Factory: class for agent creation.
Agent Directory: class for agent registration.
Agent Behavior: abstract class for agent behavior definition.
Concrete Agent: concrete agent implementation.
The core of the architecture is based on three main classes:
- Manager - represents the highest level of hierarchy, manages lower level agents.
- Agent - represents basic autonomous entity, encapsulates behavior and communication.
- Structure - represents geographical area, contains reference to lower level agents.
Agents are organized hierarchically according to geographical areas they represent. Manager is
the root of hierarchy, structures represent areas and agents are located
A Computational Study Of Traffic Assignment AlgorithmsNicole Adams
The document summarizes a study comparing algorithms for solving traffic assignment problems. It classified algorithms as link-based (using link flows), path-based (using path flows), or origin-based (using link flows from origins). It reviewed literature on algorithms like Frank-Wolfe (link-based), path equilibration (path-based), and origin-based algorithm. It chose to implement representative algorithms from each class: Frank-Wolfe, conjugate Frank-Wolfe, bi-conjugate Frank-Wolfe (link-based), path equilibration, gradient projection, projected gradient, improved social pressure (path-based), and Algorithm B (origin-based) to compare their performance on benchmark problems.
A Computational Study Of Traffic Assignment AlgorithmsAlicia Buske
This document summarizes a research study that compares different algorithms for solving traffic assignment problems. The study performs a literature review of prominent traffic assignment algorithms, classifying them based on how the solution is represented (link-based, path-based, origin-based). It then implements representative algorithms from each class and conducts computational tests on benchmark networks of varying sizes. The results are analyzed to compare algorithm performance and identify the impact of different algorithm components on running time.
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.
CREATING DATA OUTPUTS FROM MULTI AGENT TRAFFIC MICRO SIMULATION TO ASSIMILATI...cscpconf
The intensive development of traffic engineering and technologies that are integrated into vehicles, roads and their surroundings, bring opportunities of real time transport mobility modeling. Based on such model it is then possible to establish a predictive layer that is capable of predicting short and long term traffic flow behavior. It is possible to create the real time model of traffic mobility based on generated data. However, data may have different geographical, temporal or other constraints, or failures. It is therefore appropriate to develop tools that artificially create missing data, which can then be assimilated with real data. This paper presents a mechanism describing strategies of generating artificial data using microsimulations. It describes traffic microsimulation based on our solution of multiagent framework over which a system for generating traffic data is built. The system generates data of a structure corresponding to the data acquired in the real world.
This document describes a multi-agent model used to develop and assess urban forms in terms of sustainability, focusing on transportation, land use distribution, and vehicle emission pollution minimization. Two city forms are examined - a compact city and a multi-nuclear city. The model generates land use maps for each city form based on transportation networks and user preferences. An activity-based transportation model then simulates travel patterns and evaluates total travel, trips, and accessibility to determine pollution emissions. Planners can provide input to adjust the computer-generated maps. The goal is to understand the planner's options for developing sustainable cities and determine the optimal city form.
Fuzzy Logic Model for Traffic CongestionIOSR Journals
Abstract: Traffic congestion has become a serious problem in the urban districts. This is mainly due to the
rapid increase in the number and the use of vehicles. Travel time, travel safety, environmental quality, and life
quality are all adversely affected by traffic congestion. Many traffic control systems have been developed and
installed to alleviate the problem with limited success. Traffic demands are still high and increasing. The main
focus of this report is to introduce a versatile fuzzy logic traffic flow model capable of making optimal traffic
predictions. This model can be used to evaluate various traffic-light timing plans. More importantly, it provides
a framework for implementing adaptive traffic signal controllers based on fuzzy logic technology. When
implemented it solved the problem of waiting time, travel cost, accident, traffic congestion.
Key words: Traffic Congestion, fuzzy logic, Traffic Density, fuzzy controller, conventional controller.
DYNAMIC RESOURCE ALLOCATION IN ROAD TRANSPORT SECTOR USING MOBILE CLOUD COMPU...IAEME Publication
Literature review revealed application of various techniques for efficient use of existing resources in road transport sector vehicles, operators and related facilities. This issue assumes bigger dimensions in situations where there are multiple routes and the demand in the routes is highly fluctuating over the day. The application of the existing techniques as reported in literature addresses above issues to a considerable extent. However the main draw back in existing techniques is lack of
proper uninterrupted information about vehicles and demand available at a central place for allocation of vehicles in different roads and huge computational times required for processing. Cloud computing is a recently developed processing tool that is used in effective utilization of resources in transport sector under dynamic resource allocation.
Applied research. Optimization of the Shuttle ServicesRAMON RIOS
Application of the queuing theory to find out the root causes of the long waiting times in the company X. The verification of the outcome was with promodel simulation software. Networking using the shortest route to optimize even better. Forecasting to predict increasing in the population and get our life cycle. Gantt chart to calculate the total days and to track the gantt chart for any delays.
This document summarizes and compares different methods for modeling traffic demand, including the traditional four-step model, activity-based models, and microsimulation/agent-based modeling. The four-step model is described as having shortcomings like focusing on aggregate behavior rather than individuals. Activity-based models provide more nuanced modeling by using "tours" rather than trips as the basic unit and considering factors like household interactions. Microsimulation and agent-based modeling simulate individual movements but may not accurately model an entire region. The document examines issues with predicting traffic from new developments and argues newer methods can better account for factors like internal capture rates and parking costs.
Modeling Truck Movements: A Comparison between the Quick Response Freight Man...inventionjournals
In recent years, with a growing realization of the important impacts of truck traffic on the economy as well as urban congestion and pollution levels, there is a keen interest in modeling truck movements with greater accuracy, robustness, and detail. This paper examines two different approaches for explicitly including truck trips into travel demand forecasting models. The approaches considered are (a) the truck modeling methodology published in the Quick Response Freight Manual (QRFM) and (b) an emerging truck tour-based approach. In this paper, the two approaches are demonstrated and compared using the Birmingham, AL region as a case study and statistical analyses are conducted to evaluate the level of accuracy of both approaches. The results demonstrate that the model using tour-based approach performs better than the one based on the QRFM approach with respect to model accuracy, when compared to field data from the study area. However, the tourbased approach requires a comprehensive data collection and processing effort, whereas the QRFM approach uses the publicly available data such as household and employment data. The decision on the best approach for adoption should be made on a case-by-case basis after considering the tradeoffs between accuracy and data availability and processing requirements. Overall, the findings from this study can be used to support the development of efficient freight truck modeling applications for the Birmingham region. Moreover, lessons learned from the Birmingham case study provide valuable insights that can guide freight modeling efforts of planning agencies in other medium sized communities in the future
INTEGRATION OF GIS AND OPTIMIZATION ROUTINES FOR THE VEHICLE ROUTING PROBLEMijccmsjournal
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.
Integration Of Gis And Optimization Routines For The Vehicle Routing Problemijccmsjournal
This document discusses integrating geographic information systems (GIS) and optimization routines to efficiently solve vehicle routing problems (VRP). Specifically, it proposes coupling a GIS with a particle swarm optimization metaheuristic. This allows generating a geographic solution by mapping optimized vehicle routes rather than just a numeric solution. The approach is demonstrated on a real-world VRP case study for a region in Tunisia. Customer locations, roads, and potential routes are modeled in GIS. Particle swarm optimization is then used to determine the minimum cost vehicle routes while respecting vehicle capacities. This integrated GIS-optimization approach allows visualizing optimized routing solutions on maps for practical transportation planning.
Public Transport Accessibility Index for Thiruvananthapuram Urban AreaIOSR Journals
Transportation planning is an important part in the development of a region. An effective transport
system and associated urban forms will improve the economic and social opportunities. Accessibility and
mobility are the two main parameters which contribute to the effective transportation system. In this paper, the
accessibility to the public transportation system is identified for the selected study area with the help of an
indexing system. The sub-area in the region was thus graded based on their accessibility and the obtained
values are found to resemble the real world.
Accessibility, indexing system, public transport system, transport planning
This document provides a review of fuzzy microscopic traffic flow models. It discusses how fuzzy logic can be used to model traffic flow and driver behavior by introducing uncertainty into variables like speed and headway. It describes fuzzy cellular automata models that represent traffic as vehicles characterized by fuzzy numbers for position and velocity. It also covers fuzzy logic car-following models that use linguistic terms and rules to model car-following behavior, and fuzzy route choice models that calculate possibility indexes to determine the most likely route. The goal of these fuzzy models is to more realistically simulate traffic flow and account for the imprecise nature of traffic data.
This document provides an overview of a student's assignment reviewing fuzzy microscopic traffic flow models. It discusses how fuzzy logic can be used to introduce uncertainty into traffic simulation models to better reflect real-world conditions. It reviews different types of fuzzy microscopic models, including fuzzy cellular models that use fuzzy numbers to represent vehicle parameters and transitions between time steps, and fuzzy logic car-following models that use fuzzy reasoning and linguistic terms to describe driver behavior. The goal is to understand how these fuzzy microscopic models work.
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1. In several projects currently at the Institute for
Transport Research (IVF) in the German Aerospace
Center (DLR) in Helmholtz
Furthermore, these classical approaches are based
Community are processed, it is z. B. the aim of
estimating measures in scenarios for sustainable
transport development up to the year 2030.
Macroscopic path-based models, which are currently
used in traffic planning practice, are not sufficient to
determine the necessary traffic demand. They do
not offer the possibility of reliably estimating changes
in individual daily routines (cf. Federal Ministry for
Transport, Innovation and Technology 2005: 99). In
particular, changes in the travel behavior of people,
interaction within households and changes outside
the transport system (e.g. changes in shop opening
times) cannot be mapped in this type of model (cf.
Widmer, Axhausen 2001: 6).
mostly based on the so-called four-stage algorithm
of traffic modeling (see Figure 1).
1. Introduction
Fig. 1: The traditional four-stage traffic prediction algorithm (Source: Hilty et al., 1987, p. 67)
Microscopic modeling of passenger transport demand based on time use diaries
The growing volume of traffic and the resulting traffic
problems increasingly lead to the question of which
concepts can be used to meet future traffic demand.
Christian Varschen, Peter Wagner
Traffic models are important tools in the context of
traffic planning and traffic management.
A traffic modeling should depict the traffic. However,
not only the current situation should be presented.
Rather, the traffic must be analyzed to the extent
that forecasts are possible and potential influencing
factors that affect this development can be identified
(cf. Kutter 2003: 9). There are various approaches
to achieve this goal.
Stadt Region Land – Issue 81 – AMUS 2006 conference proceedings 63
Microscopic modeling of passenger traffic
Christian Varschen
question based on time use diaries
Peter Wagner
Machine Translated by Google
2. each person in the synthetic population determines
which activities they pursue in the period under
consideration. The data from the time budget
surveys of the Federal Statistical Office are used for
this (further information from the Federal Statistical
Office 2003). This is a representative survey in
cooperation with the Ministry of Family Affairs. The
previous version of the model worked with the data
from the survey
2.1 Procedure and data basis of TAPAS
2. The TAPAS model
activities taking into account the current spatial
position and the spatial attributes of potential
opportunities, the current status of the transport
network, institutional conditions and the characteristics
of individuals and households (cf. Arentze et al.
1997: II-J/3).
Christian Varschen, Peter Wagner
For the projects at the DLR-IVF, a model must on
the one hand be able to depict future traffic, on the
other hand it must be capable of scenarios or
sensitive to measures, ie it must be able to react to
the bundle of measures that used as a basis in the
various scenarios. The TAPAS ( Travel and Activity
Patterns Simulation) transport demand model
developed at DLR-IVF is used for this purpose. It
has a modular structure and forms the traffic in a
defined space - e.g. B. a city or a district - from. So
far
it was used for the city of Cologne. A more detailed
description of the model and comments on the
Cologne application can be found in the literature
(Hertkorn 2004).
This model stands between the categories presented
because – as will be explained – observed behavior
in relation to the activities is used. But since z. For
example, if people's search area is restricted, it is
also assumed here that people are not fully informed.
In the following, an overview of how TAPAS works
and the data required for it will be given before a
procedure for adding new activity categories is
presented in a second step.
In addition to forecasting future traffic, the application
of TAPAS provides valuable insights into the
responsiveness of certain population groups to
innovative drives or vehicles.
For this model, it is necessary to include a range of
data in order to enable a realistic depiction of
individuals.
Vehicles and fuels or mobility concepts are expected.
This includes spatial and structural data, time use
data and information about the use of transport. In
the schematic representation of the model (Figure
2), the originally flowing data are marked with light
gray oval boxes.
The activity-based traffic demand models can be
kate
64
gorize. One possibility is differentiation according to
the action models used to depict the decision-making
behavior of road users (cf. Federal Ministry for
Transport, Innovation and Technology 2005: 99f). A
distinction must then be made between utility
maximization models that are based on the homo
oe conomicus and models that back the decisions
with certain heuristics in order to enable people to
find suboptimal solutions according to their level of
information (cf. Timmermans 2001, 28ff.). Whereas
with the first models mostly an activity
Stadt Region Land – Issue 81 – AMUS 2006 conference proceedings
First, a synthetic population for the study area is
generated in the model.
In order to compensate for these weaknesses and
deficits, a microscopic activity-based approach is
pursued in the projects mentioned for the small-
scale consideration. Activity-based models
correspond to the current state of research (cf.
Federal Ministry for Transport, Innovation and
Technology 2005: 100). The basic idea of this
approach is that the chronological sequence of
journeys is the result of the sequence of people's
activities (Hertkorn 2004: 2). This raises the central
questions of what activities people do, when, where,
for how long and with whom, as well as what means
of transport, if one is used. Added to this is the Pla
For this purpose, on the basis of existing population
data, it is determined for each traffic cell how many
people live there, how many households they are
distributed over and what socio-demographic
characteristics they have. After that, for
Microscopic modeling of passenger transport demand based on time use diaries
set is assigned from observed sets, in the second
category the activities and locomotion are sequentially
expanded into activity programs.
Machine Translated by Google
3. Which opportunity is specifically chosen to carry out
an activity is determined in the model based on
users who logged three days' activities, but which no
longer had to be consecutive. Furthermore, in
1991/1992 231 assets were
collected, but in 2001/2002 every ten minutes. In
the second study, the Per
On the basis of the ziodemographic and
socioeconomic characteristics that were collected in
the time budget study, a probability distribution is
obtained with which a group of people chooses a
specific activity pattern. Concrete activity programs
are then assigned to the agents of the synthetic
population according to this probability distribution.
activity codes, in the study from 2001/2002, however,
281. In the old study, va
from 1991/1992, in which 7,200 households took
part. Each person in the household has
Every five minutes, she notes which activities she
has carried out on two consecutive days.
Activities relating to unpaid work are differentiated in
great detail, so the focus of the new study is in the
area of further education and professional
qualifications; the activities are broken down
accordingly. The activity chains module is therefore
being revised with regard to the calculation of
transport demand for the base year.
Using a combination of sequence and cluster
analyses, this data is classified into groups of similar
activity patterns. About an additional clustering of
people about their so
Fig. 2: Flowchart of the TAPAS model (source: own illustration)
Christian Varschen, Peter Wagner
After determining the distribution of people and
Microscopic modeling of passenger transport demand based on time use diaries
Stadt Region Land – Issue 81 – AMUS 2006 conference proceedings 65
Households on the traffic cells and on the Mon
The data of the second federal German time budget
study has been available since autumn 2005, in
which 12,600 people took part between 2001 and 2002
dell activity chains to be simulated, it is determined
for each activity of a person at which location it takes
place. To do this, the model requires corresponding
data on the spatial location of potential opportunities
(places where activities can be pursued) and their
capacity. In addition, a travel time matrix for the area
under consideration is required in this module.
5,400 households participated. This led to changes
in the design, which were made at the suggestion of
EUROSTAT in order to enable a comparison with
time budget studies in other European countries. So
in 1991/1992 the activities were held every five
minutes
Machine Translated by Google
4. 66
After the locations and means of transport have
been selected, the travel times required are assigned
with the help of the travel time matrix. This can lead
to inconsistencies in the daily routine.
For example, a planned visit to the theater after work
could result in increased travel times in the evening
Fig. 3: Successive choice of mode of transport in TAPAS
Stadt Region Land – Issue 81 – AMUS 2006 conference proceedings
(Quelle: Hertkorn, 2004, S.89)
commuter traffic are endangered since the start of
an event is relatively fixed. In order to ensure a
certain variability in daily routines, the episodes of a
daily schedule are weighted. This weight represents
the cost of shifting the start and end times of an
activity within a daily schedule. This makes it possible
to adjust episodes and travel times to one another
using a balancing procedure. If the balance is
unsuccessful, either new destinations and modes of
transport are chosen until a balance is possible, or if
a maximum number of new attempts is reached, a
new scheme is used.
The means of transport themselves are selected
using a CHAID decision tree (Chi-Squared Automatic
Interaction Detection), which is based on a subset
of the data from the Germany-wide survey “Mobility
in Germany 2002” (cf. infas, DIW 2004, infas, DIW
2003). .
Microscopic modeling of passenger transport demand based on time use diaries
based on the model of intervening opportunities ,
which assumes that a certain alternative will be
rejected with a certain probability. The possible
opportunities for this are currently sorted according
to their travel time and assigned an attractiveness
weight based on ancillary conditions (e.g. occupancy).
As a result, potential means of transport must already
be considered at this point. In order to arrive at
meaningful daily plans, the episodes of a daily
routine are also hierarchized. Reference point and
thus episodes that have the highest hierarchical level
are those that take place at home (see Figure 3).
The locations for episodes of the next hierarchical
level (e.g. work) are then selected, as well as the
corresponding means of transport to get there.
The result of this module of destination and mode
of transport selection are consistent daily plans of
the synthetic population. The source-destination
relationships for each person and each activity that
causes a journey are therefore in these daily plans.
They form the transfer value for a traffic flow
simulation to be carried out externally. With the help
of this simulation, corresponding indicators can then
be used, e.g. B. distances or edge loads are
determined. (FEEDBACK)
This process is repeated until a person's daily
schedule is completely full. This procedure has two
decisive advantages: On the one hand, an individual
means of transport is used for a complete tour. Since
the number of cars in the synthetic population is
related to the household, account is also taken of
the fact that several people cannot use a car for
different purposes at the same time.
Christian Varschen, Peter Wagner
Machine Translated by Google
5. Corresponding adjustments now make sense in two
ways. New behaviors due to shifts in the scope and
duration of activities can be derived relatively well.
For this purpose, changes in the use of time in the
last 10 years are analyzed using a comparative data
set from the 1991/1992 time use survey of the
Federal Statistical Office and then interpolated into
the future.
technologies happened: With the ubiquitous
on the online behavior of people, whereby the four
parameters can be determined
It is therefore necessary to extend this module in
order to be able to simulate future and other
behaviors. Several approaches are possible for this.
However, this assumption for the total population
would be unrealistic. Thus, with a high probability z.
B. the traffic behavior of older people
Usability of hardware and software have for
2.3 Conclusion
The overall behavior of the population will change in
the future due to changes in the population structure.
Assuming that time use stays the same in certain
population groups, no adjustment would be
necessary, since the individual in the model – as
mentioned above – selects activity patterns using a
probability matrix. If there were a change in the
structure of the population, a change would
automatically take place via this matrix
part of the employment activities during travel has
increased significantly in importance.
The traffic demand model presented was developed
to depict an actual state and to take appropriate
measures, e.g. g. in the infrastructure sector. The
results achieved here were very satisfactory
compared to other simulations and surveys (Hertkorn
2004, 110ff.). It therefore seems generally appropriate
to calculate future traffic demand. To do this,
however, all TAPAS modules must be revised and
adapted to the conditions expected in 2030. For
example, demographic aging must be taken into
account in the synthetic population, and when
assigning activity chains, the assumed change in
time budgets – as described – must be extrapolated
into the future, or new activity categories must be
added.
People are changing because those who are
currently younger are more likely to have a driver's
license than those who are currently older. However,
this also makes it more likely that this population
group will use cars more in the future. However,
completely new activity patterns can also develop,
as has been the case in recent years due to the
ordinance
In this model, the development for the actual state
is based on observed behavior.
As described above, this model uses an activity-
based approach based on the analysis of time-use
data.
In order to be able to map completely new activity
patterns, an additional extension is necessary. To
do this, the four parameters that describe each
activity in TAPAS must be estimated: proportion and
extent of use of the activity (new to TAPAS) and the
variability of the activity over time in terms of start
time and duration.
i.e. Each module is backed with representative,
current data to ensure the most realistic possible
Christian Varschen, Peter Wagner
Therefore, the activity patterns available are limited
to those contained in the time-use data, which is a
severe constraint for forecasting.
The corresponding data required for this is generated
from surveys. For example, the activity "Use of the
Internet" can be generated from your own surveys.
Microscopic modeling of passenger transport demand based on time use diaries
Stadt Region Land – Issue 81 – AMUS 2006 conference proceedings
This activity can only be partially determined from
the time use survey. Activities relating to qualification
and online shopping are well presented there. It is
not possible to determine the extent or proportion of
information obtained via the Internet, since this was
then only included in generally designated computer
use activities. However, these do not necessarily
have to take place on the Internet. A survey was
now project-related
67
to. All parameters can be calculated directly from
this empirical (time use) data, the first two parameters
are mean values while the last two are derived from
the statistical one
2.2 Expansion of activity categories
Variation of the surveys result. In order to be able to
estimate all parameters, however, real time use data
are necessary, since otherwise the temporal
variability of the starting point could not be determined.
gen.
availability of information and communication
Machine Translated by Google
6. Modeling for traffic planning. Theoretical, empirical
and practical framework conditions. ECTL Working
Paper 21, Hamburg. http://www.vsl.tu-harburg.de/
vsl_2/Archiv/wp/wp21.pdf (07/2006)
infas, DIW (2004)
eitspapiere/1_EMVEM_bericht.pdf and
http://www.isv.tugraz.at/veroeffentlichungen/arb
68
change, or new patterns of activity emerge. You can
also use destination dialling
Widmer P.; Axhausen, K.W., (2001)
Christian Varschen, Peter Wagner
Possibilities exist, for example, with the activity patterns.
By a certain measure takes place a change between the
Mus
Mobility in Germany 2002 - Continuous survey of
traffic behavior. Project no.
Federal Ministry of Transport, Innovation and
Technology (2005) [ed.]
Timmermans, HJP (2001)
time use survey. Statistics from A to Z. http://
www.destatis.de/presse/deutsch/abisz/zei
questions. The close link with empirical data also
increases a high level of confidence
Data Needs, Data Collection and Data Quality
Requirements of Activity-Based Transport Models.
Presented at the International Confer ence on
Transport Survey Quality and Innova tion, 24-30 May
1997, Grainau, Germany. http://gulliver.trb.org/
publications/circulars/ec00
Hilty, LM ua (1998)
Cologne. http://elib.dlr.de/21014/01/fb_2004-
29_v2.pdf (07/2006)
Arentze, T.; Hofmann, F.; Kalfs, N.; Timmermans, H.
(1997)
In order to make the model scenario-capable and
measure-sensitive, it is necessary to include parameters
that calculate the influence of measures on traffic
behavior. dar
Federal Statistical Office (2003)
Nevertheless, the further development of the
model, the estimation of passenger transport demand
with special consideration of specific scientific and
political
On the other hand, the data requirements of the model
represent a limit of what is feasible
Hertkorn, G (2004)
Stadt Region Land – Issue 81 – AMUS 2006 conference proceedings
reliability of forecasts.
Appropriate modifications are made so that people who
react to measures by choosing other goals for carrying
out their activities can be mapped. It is also necessary
to show the choice of means of transport and the degree
of motorization of the households.
Principles of Household Activity Scheduling Behavior.
In: Kutter, E., Timmermans, HJP, Jones, PM (eds.):
Expertise for the Mobiplan project, research working
paper F11, Institute for Urban Planning, RWTH
Aachen University. http://www.isb.rwth-aachen.de/
publikationen/F11-Expertisen_Mobiplan.pdf (07/2006)
Intelligent infrastructure. Final report EMVEM -
Evaluation methods of traffic telematics measures
Basic study. Graz University of Technology. http://
www.isv.tugraz.at/veroeffentlichungen/arb
70.0681/2001, Urban traffic research program of
the Federal Ministry of Transport, Building and
Housing. final report.
Kutter, E. (2003)
Microscopic modeling of passenger transport demand based on time use diaries
8/workshop_j.pdf (07/2006)
infas, DIW (2003)
Instruments for the ecological assessment and
design of traffic and logistics systems Final report of
the research project MOBILE. University of Hamburg
and FAW Ulm. http://mobile-www.informatik.uni-
hamburg.de/ MOBILE/Abschlussbericht/ Aufbau.html
(07/2006)
tbudgeterhebung.htm
The only limitation that this model currently has is the
small-scale representation. In the case of the complex
model system, this limitation is due on the one hand to
the computing power. A representation of Germany with
82 million individuals would currently be unrealistic.
literature
to create image. When adapting the model for calculating
future transport demand, forecasts – e.g. B. in relation
to population development - used.
Microscopic modeling of time-dependent traffic
demand and traffic flow patterns. German Aerospace
Center, Research Report 2004-29.
To ensure meaningful microscopic modelling, very small-
scale population and structural data would be necessary,
with structural data in particular posing a problem.
Activity-oriented passenger transport models
(preliminary study). Work report on traffic and spatial
planning, 70, Institute for traffic planning, transport
technology, road and railway construction (IVT), ETH
Zurich. https://www.ivt.ethz.ch/vpl/publications/
reports/index/edit/ab70.pdf (07/2006)
Mobility in Germany: Results report. Project no.
70.0736/2003, Federal Ministry of Transport, Building
and Housing.
keitspapiere/1_EMVEM_Anlagenband.pdf
(07/2006)
Machine Translated by Google
7. Dr. Peter Wagner
German Aerospace Center in the Helmholtz
Association (DLR)
Christian Varschen, Peter Wagner
Christian Varschen, MA
Rutherfordstr. 2, 12489 Berlin
Peter.Wagner@dlr.de
69
German Aerospace Center in the Helmholtz
Association (DLR)
Rutherfordstr. 2, 12489 Berlin
Christian.Varschen@dlr.de
Stadt Region Land – Issue 81 – AMUS 2006 conference proceedings
Microscopic modeling of passenger transport demand based on time use diaries
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8. Stadt Region Land – Issue 81 – AMUS 2006 conference proceedings
70
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