With the great prosperity of national economy, there has been a dramatic rise of vehicles on city road, which makes increasing pressure of road transportation. Currently, many countries are confronting the severe situ...With the great prosperity of national economy, there has been a dramatic rise of vehicles on city road, which makes increasing pressure of road transportation. Currently, many countries are confronting the severe situation of traffic jam in different degrees. Nevertheless, there are many triggers contributing to this congestion, one of which is the blocking of residential quarters towards vital traffic line. Therefore, it is extremely necessary to study whether the opening of residential quarters can improve the road capacity of the entire city and remit the traffic pressure. Our paper is based on graph theory, density theory and random utility theory. First of all, we demonstrate a mathematical model of road traffic. Secondly, we explore the influence of residential quarters opening on urban traffic, taking three factors into account listed as road traffic capacity, road network density and network average running time. On the basis of above contents, the impact analysis of vehicle traffic caused by pedestrians is added afterwards. Finally, our paper takes three different types of residential areas into account as an example to empirically analyze the tangible impact of the opening, and finally come to the benefit of the traffic system after the opening.展开更多
Traffic congestion is associated with increased environmental pollutions, as well as reduced socio-economic productivity due to significant delays in travel times. The consequences are worse in least developed countri...Traffic congestion is associated with increased environmental pollutions, as well as reduced socio-economic productivity due to significant delays in travel times. The consequences are worse in least developed countries where motorized road transport networks are often inefficiently managed in addition to being largely underdeveloped. Recent research on traffic congestion has mostly focused on infrastructural aspects of road networks, with little or no emphasis at all on motorists’ on-the-road behavior (MB). The current study thus aimed to bridge this knowledge gap by characterizing traffic jam incidents (TJI) observed over a period of 80 days in Uganda’s Capital City, Kampala. MB as well as road network infrastructural factors such as road blockage (RB), were captured for each of the observed TJI. A total of 483 peak-time TJI were recorded, and exploratory data analysis (EDA) subsequently performed on the TJI dataset. EDA involved Hierarchical clustering analysis (HCA) and K-means clustering of the TJI dataset, as well as a detailed descriptive statistical analysis of both the entire dataset and the emerging TJI clusters. A highlight finding of this study is that 48.2% of the observed TJIs were as a result of on-the-road motorist behavior. Furthermore, the intervention of traffic police officers in a bid to regulate traffic flow was equally responsible for 25.9% of the TJIs observed in this study. Overall, these results indicate that whereas road infrastructural improvement is warranted in order to improve traffic flow, introducing interventions to address inappropriate on-the-road motorists’ behavior could alone improve traffic flow in Kampala, by over 48%. Additionally, in-order to effectively regulate traffic flow in Kampala and other least developed cities with similar traffic congestion management practices, motorists’ on-the-road behavior ought to be factored into any data-driven mechanisms deployed to regulate traffic flow and thus potentially significantly curbing traffic congestion.展开更多
道路网密度是反映交通与城市发展水平的综合性指标,已经纳入国土空间规划和城市体检的核心指标体系。但目前对路网密度的评价往往简单地引用规范推荐值或对标国际先进城市,存在不够精准,缺乏系统性的问题。为此,本文首先从路网核心功能...道路网密度是反映交通与城市发展水平的综合性指标,已经纳入国土空间规划和城市体检的核心指标体系。但目前对路网密度的评价往往简单地引用规范推荐值或对标国际先进城市,存在不够精准,缺乏系统性的问题。为此,本文首先从路网核心功能出发,提炼评价路网密度的4个维度,包括路网的结构、效率、公平性和韧性,以4个维度为基础构建涵盖10项指标的路网密度评价体系;然后,针对多维度多指标存在的量纲不一致和各维度权重不易确定等问题,采用改进的CRITIC(CRiteria Importance Through Intercriteria Correlation)赋权法对指标体系进行分级赋权,通过求解一级权重和二级权重,得到最终的综合评价结果;最后,以广州市天河区珠江新城—金融城片区为例,设定3种典型的路网密度发展模式,构建路网模型开展实证研究。结果显示,对于CBD(中央商务区)地区,路网效率和公平性指标的权重最高;分维度的评价结果显示,路网密度过高对效率有所抑制,路网密度增加到一定程度后,对结构和韧性的提升呈现边际效用递减趋势。因此,对CBD地区而言,存在适宜路网密度,而非路网密度越高越好。本文提出的指标体系可避免单一评价指标的局限性,实现对不同功能区路网的差异化综合评价。展开更多
文摘With the great prosperity of national economy, there has been a dramatic rise of vehicles on city road, which makes increasing pressure of road transportation. Currently, many countries are confronting the severe situation of traffic jam in different degrees. Nevertheless, there are many triggers contributing to this congestion, one of which is the blocking of residential quarters towards vital traffic line. Therefore, it is extremely necessary to study whether the opening of residential quarters can improve the road capacity of the entire city and remit the traffic pressure. Our paper is based on graph theory, density theory and random utility theory. First of all, we demonstrate a mathematical model of road traffic. Secondly, we explore the influence of residential quarters opening on urban traffic, taking three factors into account listed as road traffic capacity, road network density and network average running time. On the basis of above contents, the impact analysis of vehicle traffic caused by pedestrians is added afterwards. Finally, our paper takes three different types of residential areas into account as an example to empirically analyze the tangible impact of the opening, and finally come to the benefit of the traffic system after the opening.
文摘Traffic congestion is associated with increased environmental pollutions, as well as reduced socio-economic productivity due to significant delays in travel times. The consequences are worse in least developed countries where motorized road transport networks are often inefficiently managed in addition to being largely underdeveloped. Recent research on traffic congestion has mostly focused on infrastructural aspects of road networks, with little or no emphasis at all on motorists’ on-the-road behavior (MB). The current study thus aimed to bridge this knowledge gap by characterizing traffic jam incidents (TJI) observed over a period of 80 days in Uganda’s Capital City, Kampala. MB as well as road network infrastructural factors such as road blockage (RB), were captured for each of the observed TJI. A total of 483 peak-time TJI were recorded, and exploratory data analysis (EDA) subsequently performed on the TJI dataset. EDA involved Hierarchical clustering analysis (HCA) and K-means clustering of the TJI dataset, as well as a detailed descriptive statistical analysis of both the entire dataset and the emerging TJI clusters. A highlight finding of this study is that 48.2% of the observed TJIs were as a result of on-the-road motorist behavior. Furthermore, the intervention of traffic police officers in a bid to regulate traffic flow was equally responsible for 25.9% of the TJIs observed in this study. Overall, these results indicate that whereas road infrastructural improvement is warranted in order to improve traffic flow, introducing interventions to address inappropriate on-the-road motorists’ behavior could alone improve traffic flow in Kampala, by over 48%. Additionally, in-order to effectively regulate traffic flow in Kampala and other least developed cities with similar traffic congestion management practices, motorists’ on-the-road behavior ought to be factored into any data-driven mechanisms deployed to regulate traffic flow and thus potentially significantly curbing traffic congestion.
文摘道路网密度是反映交通与城市发展水平的综合性指标,已经纳入国土空间规划和城市体检的核心指标体系。但目前对路网密度的评价往往简单地引用规范推荐值或对标国际先进城市,存在不够精准,缺乏系统性的问题。为此,本文首先从路网核心功能出发,提炼评价路网密度的4个维度,包括路网的结构、效率、公平性和韧性,以4个维度为基础构建涵盖10项指标的路网密度评价体系;然后,针对多维度多指标存在的量纲不一致和各维度权重不易确定等问题,采用改进的CRITIC(CRiteria Importance Through Intercriteria Correlation)赋权法对指标体系进行分级赋权,通过求解一级权重和二级权重,得到最终的综合评价结果;最后,以广州市天河区珠江新城—金融城片区为例,设定3种典型的路网密度发展模式,构建路网模型开展实证研究。结果显示,对于CBD(中央商务区)地区,路网效率和公平性指标的权重最高;分维度的评价结果显示,路网密度过高对效率有所抑制,路网密度增加到一定程度后,对结构和韧性的提升呈现边际效用递减趋势。因此,对CBD地区而言,存在适宜路网密度,而非路网密度越高越好。本文提出的指标体系可避免单一评价指标的局限性,实现对不同功能区路网的差异化综合评价。
