scholarly journals A District Approach to Smart Mobility

10.28945/4859 ◽  
2021 ◽  
Vol 6 ◽  
pp. 001-018
Author(s):  
Conor M Dowling ◽  
Matthew Mullarkey ◽  
Siobhán Clarke

“As a Smart City district evolves, and its success as a business location of choice grows, we need to ensure that mobility challenges are addressed for all communities. Smart technologies are a major factor.” – Ronan Herron Ronan Herron had recently been appointed the Smart Dublin Coordinator with responsibility for Smart Sandyford and was travelling to its launch on the modern Luas light rail system. Ronan found himself marvelling at the changes to the Sandyford area since he first started working in the Council twelve years earlier: Gone was the old industrial landscape with pockets of sad-looking housing estates, and in its place was a vibrant business district with multiple household name multinational companies, nestled with modern residential areas. Sandyford was a short distance from Dublin city centre but just ten short years prior, few would have anticipated the economic and business transformation that had overcome this once maligned and side-lined district of Dublin. While Ronan had managed to get a seat on the packed Luas tram, he noticed multiple congested areas in and around the route to the launch. Clearly, this had become a very popular district indeed! Since starting in his post, Ronan had observed that the Dún Laoghaire Rathdown County Council (DLR), responsible for Smart Sandyford, was very excited about the future for the Sandyford district, anticipating (and indeed, planning for) significant growth in the number of businesses moving there, and additional residential areas. Ronan contemplated what impact this was likely to have on on-going mobility for everyone living and working in the district. Given his background in smart technologies, and Smart Sandyford’s position as a part of Smart Dublin, Ronan naturally found himself contemplating technology as a means to address Sandyford’s growing mobility challenges. He was on his way to launch Smart Sandyford, and surely, smart technology could contribute to solutions to those challenges. This Smart District offered a means to answer some of the pressing questions around mobility for Dublin: How might technology deployment improve mobility services? How would mobility solutions impact all stakeholders in the community? Can technology alleviate the impact of transport on the environment? How would the data needed to enable smart mobility be collected and analysed? What data would even be needed?

Author(s):  
Agus Salim ◽  
Nunung Isnaini Dwi Ningsih ◽  
Albertus Sulaiman

The port area is a diverse business district, both industry and other activities. Even though it is positioned far from residential areas, the impact of its activities indirectly still reaches the surrounding community. The environmental conditions of the port area need to be controlled routinely so that their management does not violate applicable regulations. Environmental management is needed so that risks arising from all activities can be controlled. Panjang Port as one of the well-developed fuel storage terminals as part of the Pelindo II region. This study has been designed to assess air quality and seawater quality around Panjang Port, Bandar Lampung, Indonesia. Several air quality parameters and marine water quality parameters were monitored from 2011 to 2013. The air quality sampling conducted in the fuel storage tank area and chemicals as well as supporting facilities. The air quality parameters are SO2, NO2, O3, CO, H2S, and dust. The results of data analysis showed several air quality parameters such as SO2, NO2, O3, dust, H2S, and NH3 are below the threshold of minimum quality standard. Only the CO parameter tends to increase semester to semester. The seawater quality parameters include physical, chemical, and biological quality. Almost the physical quality parameters are below the quality standard, thus the chemical quality too, except the pH and TSS tends to higher than a quality standard. In general, these studies on air quality and seawater quality at the Panjang Port have been carried out well and the results show that the environmental conditions for the Panjang Port area are still quite good, only it is recommended to add a green area around the site.


2018 ◽  
Vol 32 (2) ◽  
pp. 131-145
Author(s):  
Yutri Aprillia ◽  
Bitta Pigawati

The population and economic growth increase the need of space leading to an increase in built-up area. There is an increased activity in the city centre which results in the residents feeling less comfortable to live in the area. Hence, the growth of the settlement area tends to head towards the periphery. This condition is an indication of the developments of the built-up area in the periphery. Urban sprawl is a phenomenon of development of an irregular built-up area which leads to the suburbs. Urban development as a result of urban sprawl will trigger an increase in the demand for supporting facilities and infrastructure. An urban Sprawl in Semarang City has resulted in the establishment of residential areas in a conserved region, which is against zoning regulations in the Semarang City Spatial Planning Document (RTRW). Urban Sprawl Typology Research in Semarang City aims to analyse the urban sprawl typology in the city. By knowing the typology, it can minimise the impact of urban sprawl. This research was conducted using the remote sensing method and geographic information system (GIS) with the Shannon's Entropy approach. The results indicated that in 2006 and 2016, urban sprawl in Semarang City had three types of typology that can be classified as typology I (low level), typology II (medium level) and typology III (high level). The impact of urban sprawl on typology II and III can be minimised through the provision of affordable housing with adequate infrastructure, and an improvement in the permit system for housing and settlement development.


2020 ◽  
Vol 2020 ◽  
pp. 1-12
Author(s):  
Yu Zhao ◽  
Qingwei Yang ◽  
Peiyin Yuan

The acoustic environment of urban residential areas is closely related to road traffic noise. More specifically, the effect of the light rail on the old residential area in Chongqing is potentially profound. Using geographic information system (GIS) to construct a map of the urban light rail’s influence on the acoustic environment of residential areas, the influence of noise can be determined. Very few studies exist on the impact of light rails on the acoustic environment of residential areas, and there is no literature on the impact of light rails on the acoustic environment of residential areas using GIS. In this study, the degree of influence of a light rail on nearby residential areas and the diffusion degree of light rail noise in these areas during various times of the day were analysed by measuring the objective indicators of acoustic landscape elements and evaluating subjective indicators. The layout mode of the residential areas and the light rail were superimposed, and other traffic noise influences were eliminated. This method provides a scientific basis for the planning, design, and reconstruction of residential areas.


Designs ◽  
2020 ◽  
Vol 4 (4) ◽  
pp. 55
Author(s):  
Sarah M. Al-Thani ◽  
Raffaello Furlan

Emergent communities have integrated land use and transportation plan based on transit-oriented developments (TODs) and light rail transit with the sole purpose to enliven and redevelop the constructed environment. Doha has undergone some major transformation in urban growth context due to surge in the economy instigated by oil and gas production. It is noticed that the rapid growth has led to negative impacts in terms of urban design, connectivity, and transportation. It is essential to understand the impact of the TOD model with regards to the challenges and approaches in terms of planning procedures and tactics. The purpose of TOD module is to facilitate access for public transportation and to enable transit commutation which is a missing aspect in the current setting. TODs support and enable sustainable urbanism by revitalizing the livability through integration of land use schemes in the city. This paper focuses on bringing together TOD livability approaches within West Bay, the business district of Doha and its adjacent surroundings. The objective of this research is to assess the livability in West Bay with the implementation of the TOD model. The research findings help to revisit the design and application of TOD models and to enhance the livable conditions for its occupants. The finding suggests a design model based on livability, compactness, public realms, walkability, and accessibility.


1996 ◽  
Vol 11 (S2) ◽  
pp. S47-S47 ◽  
Author(s):  
James M. Atkins ◽  
Brian S. Zachariah

Hypothesis: First responder organizations with automated external defibrillators (AEDs) can have a larger impact on survival of out-of-hospital cardiac arrest than placing AEDs in large buildings.Methods: To evaluate the impact, all cardiac arrests handled by a large urban fire department for 1994 were analyzed. Each 5.6 square mile area of the city was defined as business (Bus), high (HilRes), middle (MilRes), or low income (LoIRes) residential. For each area, the CPR rates were calculated for the number of arrests/100 ambulance dispatches, and were stratified by percent of adults over age 65.Results: Of the 1,222 cardiac arrests, only 85 occurred in business and industrial areas, 1,041 occurred in residential areas. The downtown business district had only 77 arrests with half of those being outside of buildings or in shelters.


2020 ◽  
Vol 57 ◽  
pp. 3-34
Author(s):  
Ulf Schiefelbein ◽  
Frieda Engel ◽  
Franziska Masberg ◽  
Svea Lübke ◽  
Johann Schiefelbein ◽  
...  

Die Flechtendiversität und -quantität wurde in den Jahren 2017/2018 in Rostock an 53 Bäumen erfasst. Die Ergebnisse wurden mit den Ergebnissen einer Kartierung von 1994/1995 verglichen. Ferner wurden die Feuchtigkeitsverhältnisse und der Grad der Eutrophierung bzw. die Luftqualität an den Bäumen der Gattungen Tilia und Acer anhand des bekannten Verhaltens der nachgewiesenen Flechten bezüglich Luftfeuchtigkeit/Niederschlägen, Eutrophierung und pH-Verhältnissen bewertet. 2017/2018 wurden 79 Flechtenarten und 14 lichenicole Pilzarten nachgewiesen. Die Gesamtzahl der im Untersuchungsgebiet nachgewiesenen epiphytischen Flechtenarten erhöhte sich damit auf 80. Die meisten Flechtenarten kommen an Tilia spec. (60), Acer pseudoplatanus (43) und A. platanoides (34) vor. Die häufigsten Arten sind Phaeophyscia orbicularis, Physcia adscendens, Ph. tenella und Xanthoria parietina. Candelariella xanthostigmoides, Flavoparmelia soredians, Hyperphyscia adglutinata, Intralichen lichenum, Lecanora subcarpinea, Parmelia serrana, Parmelina quercina und Taeniolella delicata sind Neufunde für Mecklenburg-Vorpommern. Hinsichtlich der Verbreitung und des Charakters der Fundorte können die nachgewiesenen Flechten und lichenicolen Pilze drei Gruppen zugeordnet werden: 1. Arten, die auch an stark befahrenen Straßen oder in eng bebauten Wohngebieten mit wenig Grünflächen und in den Stadtgebieten Kröpeliner Tor-Vorstadt oder Stadtmitte vorkamen, 2. Arten, die auch noch in locker bebauten, grünreichen Wohngebieten und in kleineren Grünlagen der Neubaugebiete vorkamen, aber nicht mehr in der Kröpeliner Tor-Vorstadt und Stadtmitte nachgewiesen wurden, 3. Arten, die nur an Bäumen vorkamen, die sich in der Nähe zum Offenland befinden. Der ersten Gruppe wurden 22, der zweiten Gruppe 32 und der dritten Gruppe 25 Flechtenarten zugeordnet. Dem Verhältnis zwischen der Frequenzsumme der stark nitrophytischen Arten und der Frequenzsumme der a-, schwach und mäßig nitrophytischen Arten auf den Bäumen entsprechend, wird die Luftqualität an 15 Bäumen der Gattungen Acer und Tilia für gut, an 14 Bäumen für mäßig und an 13 Bäumen für schlecht befunden. Auf der Grundlage des Verhältnisses zwischen der Anzahl basiphytischer Arten und der Summe an Arten an sauren oder/und subneutralen Borken wurden sechs Standorte als wenig, 21 Standorte als mäßig und 15 Standorte als stark schadstoffbelastet eingestuft. Meso- bis hygrophytische Flechten kamen an zehn Standorten mit nur ein oder zwei Arten, an 21 Standorten mit drei bis fünf Arten und an elf Standorten mit mehr als fünf Arten vor. Die epiphytische Flechtenflora hat sich in Rostock seit 1995 gravierend verändert. Es nahmen 69 Flechten im Bestand zu, von denen sich 52 Arten erst nach 1995 angesiedelt haben. Bei 32 Flechten ist eine schwache, bei 19 Flechten eine mäßige und bei 18 Flechten eine starke Zunahme zu verzeichnen. Lecanora conizaeoides kam 2017/2018 nicht mehr vor, vier Arten haben im Bestand abgenommen. Changes in the epiphytic lichen flora in the urban area of Rostock between 1994/1995 and 2017/2018 In 2017/2018, diversity and quantity of lichens were studied on 53 trees in Rostock city. The results were compared with the results of a mapping project in 1994/1995. Humidity conditions and degree of eutrophication at trees of the genera Tilia and Acer were interpreted with reference to the known indicator characteristcs of the lichen species concerning air humidity/precipitation, eutrophication and pH conditions. In 2017/2018, 79 lichen species and 14 lichenicolous fungus species were found. The total number of lichens increased to 80 species. Most species were found on Tilia spec. (60), Acer pseudoplatanus (43) and A. platanoides (34). The most common species are Phaeophyscia orbicularis, Physcia adscendens, Ph. tenella and Xanthoria parietina. Candelariella xanthostigmoides, Flavoparmelia soredians, Hyperphyscia adglutinata, Intralichen lichenum, Lecanora subcarpinea, Parmelia serrana, Parmelina quercina and Taeniolella delicata are new to Mecklenburg-Western Pomerania. The distribution and characteristics of the collection sites allow for deviding the species into three groups: 1. species also present along streets with heavy traffic or in densely populated residential areas with a lack of green areas and in the districts Kröpeliner Tor-Vorstadt or City Centre, 2. species still present in sparse residential areas and smaller green areas but not in the districts Kröpeliner Tor-Vorstadt or City Centre, 3. species only colonizing trees close to the open landscape. Twenty-two species were assigned to the first, 32 species to the second and 25 species to the latter group. According to the proportion between the sum of frequencies of the strongly nitrophytic lichens and the sum of frequencies of the anitrophytic and moderately nitrophytic lichens on trees, air quality was indicated to be good at 15 trees of the genera Acer and Tilia, moderate at 14 trees and bad at 13 trees. Based on the proportion between the number of basiphytic lichen species and the sum of species colonizing acidophytic and subneutrophytic bark, six locations were categorized as little, 21 locations as moderately and 15 locations as strongly polluted. Mesophytic or hygrophytic lichens were present with only one or two species at ten locations, three to five species at 21 locations and over five species at 11 locations. Within the period under consideration, the epiphytic lichen flora of the Rostock urban area changed considerably. The populations of 69 lichen species increased, with 52 lichens newly establishing after 1995. In 32 lichen species a slight, in 19 species a moderate, and in 18 species a strong population increase was recorded. Lecanora conizaeoides disappeared and the populations of four species decreased.


2020 ◽  
Vol 68 (4) ◽  
pp. 303-314
Author(s):  
Yuna Park ◽  
Hyo-In Koh ◽  
University of Science and Technology, Transpo ◽  
University of Science and Technology, Transpo ◽  
University of Science and Technology, Transpo ◽  
...  

Railway noise is calculated to predict the impact of new or reconstructed railway tracks on nearby residential areas. The results are used to prepare adequate counter- measures, and the calculation results are directly related to the cost of the action plans. The calculated values were used to produce noise maps for each area of inter- est. The Schall 03 2012 is one of the most frequently used methods for the production of noise maps. The latest version was released in 2012 and uses various input para- meters associated with the latest rail vehicles and track systems in Germany. This version has not been sufficiently used in South Korea, and there is a lack of standard guidelines and a precise manual for Korean railway systems. Thus, it is not clear what input parameters will match specific local cases. This study investigates the modeling procedure for Korean railway systems and the differences between calcu- lated railway sound levels and measured values obtained using the Schall 03 2012 model. Depending on the location of sound receivers, the difference between the cal- culated and measured values was within approximately 4 dB for various train types. In the case of high-speed trains, the value was approximately 7 dB. A noise-reducing measure was also modeled. The noise reduction effect of a low-height noise barrier system was predicted and evaluated for operating railway sites within the frame- work of a national research project in Korea. The comparison of calculated and measured values showed differences within 2.5 dB.


Author(s):  
Ling-Kun Chen ◽  
Peng Liu ◽  
Li-Ming Zhu ◽  
Jing-Bo Ding ◽  
Yu-Lin Feng ◽  
...  

Near-fault (NF) earthquakes cause severe bridge damage, particularly urban bridges subjected to light rail transit (LRT), which could affect the safety of the light rail transit vehicle (“light rail vehicle” or “LRV” for short). Now when a variety of studies on the fault fracture effect on the working protection of LRVs are available for the study of cars subjected to far-reaching soil motion (FFGMs), further examination is appropriate. For the first time, this paper introduced the LRV derailment mechanism caused by pulse-type near-fault ground motions (NFGMs), suggesting the concept of pulse derailment. The effects of near-fault ground motions (NFGMs) are included in an available numerical process developed for the LRV analysis of the VBI system. A simplified iterative algorithm is proposed to assess the stability and nonlinear seismic response of an LRV-reinforced concrete (RC) viaduct (LRVBRCV) system to a long-period NFGMs using the dynamic substructure method (DSM). Furthermore, a computer simulation software was developed to compute the nonlinear seismic responses of the VBI system to pulse-type NFGMs, non-pulse-type NFGMs, and FFGMs named Dynamic Interaction Analysis for Light-Rail-Vehicle Bridge System (DIALRVBS). The nonlinear bridge seismic reaction determines the impact of pulses on lateral peak earth acceleration (Ap) and lateral peak land (Vp) ratios. The analysis results quantify the effects of pulse-type NFGMs seismic responses on the LRV operations' safety. In contrast with the pulse-type non-pulse NFGMs and FFGMs, this article's research shows that pulse-type NFGM derail trains primarily via the transverse velocity pulse effect. Hence, this study's results and the proposed method can improve the LRT bridges' seismic designs.


2021 ◽  
Vol 13 (13) ◽  
pp. 2537
Author(s):  
Yangcen Zhang ◽  
Xiangnan Liu ◽  
Meiling Liu ◽  
Xinyu Zou ◽  
Qian Zhang ◽  
...  

High-frequency disturbance forest ecosystems undergo complex and frequent changes at various spatiotemporal scales owing to natural and anthropogenic factors. Effectively capturing the characteristics of these spatiotemporal changes from satellite image time series is a powerful and practical means for determining their causes and predicting their trends. Herein, we combined the spatiotemporal cube and vegetation indices to develop the improved spatiotemporal cube (IST-cube) model. We used this to acquire the spatiotemporal dynamics of forest ecosystems from 1987 to 2020 in the study area and then classified it into four spatiotemporal scales. The results showed that the cube-core only exists in the increasing IST-cubes, which are distributed in residential areas and forests. The length of the IST-cube implies the duration of triggers. Human activities result in long-term small-scope IST-cubes, and the impact in the vicinity of residential areas is increasing while there is no change within. Meteorological disasters cause short-term, large scope, and irregular impacts. Land use type change causes short-term small scope IST-cubes and a regular impact. Overall, we report the robustness and strength of the IST-cube model in capturing spatiotemporal changes in forest ecosystems, providing a novel method to examine complex changes in forest ecosystems via remote sensing.


2018 ◽  
Vol 10 (10) ◽  
pp. 3761 ◽  
Author(s):  
Huafei Yu ◽  
Yaolong Zhao ◽  
Yingchun Fu ◽  
Le Li

Urban rainstorm waterlogging has become a typical “city disease” in China. It can result in a huge loss of social economy and personal property, accordingly hindering the sustainable development of a city. Impervious surface expansion, especially the irregular spatial pattern of impervious surfaces, derived from rapid urbanization processes has been proven to be one of the main influential factors behind urban waterlogging. Therefore, optimizing the spatial pattern of impervious surfaces through urban renewal is an effective channel through which to attenuate urban waterlogging risk for developed urban areas. However, the most important step for the optimization of the spatial pattern of impervious surfaces is to understand the mechanism of the impact of urbanization processes, especially the spatiotemporal pattern of impervious surfaces, on urban waterlogging. This research aims to elucidate the mechanism of urbanization’s impact on waterlogging by analysing the spatiotemporal characteristics and variance of urban waterlogging affected by urban impervious surfaces in a case study of Guangzhou in China. First, the study area was divided into runoff plots by means of the hydrologic analysis method, based on which the analysis of spatiotemporal variance was carried out. Then, due to the heterogeneity of urban impervious surface effects on waterlogging, a geographically weighted regression (GWR) model was utilized to assess the spatiotemporal variance of the impact of impervious surface expansion on urban rainstorm waterlogging during the period from the 1990s to the 2010s. The results reveal that urban rainstorm waterlogging significantly expanded in a dense and circular layer surrounding the city centre, similar to the impervious surface expansion affected by urbanization policies. Taking the urban runoff plot as the research unit, GWR has achieved a good modelling effect for urban storm waterlogging. The results show that the impervious surfaces in the runoff plots of the southeastern part of Yuexiu, the southern part of Tianhe and the western part of Haizhu, which have experienced major urban engineering construction, have the strongest correlation with urban rainstorm waterlogging. However, for different runoff plots, the impact of impervious surfaces on urban waterlogging is quite different, as there exist other influence factors in the various runoff plots, although the impervious surface is one of the main factors. This result means that urban renewal strategy to optimize the spatial pattern of impervious surfaces for urban rainstorm waterlogging prevention and control should be different for different runoff plots. The results of the GWR model analysis can provide useful information for urban renewal strategy-making.


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