This thesis focuses on the experiences of the ‘disorderly’ neighbourhood of Rosemary Lane and Rag Fair in the eastern suburbs of London in c.1690 to 1765. Rosemary Lane and Rag Fair possessed one of the most powerfully articulated reputations for disorder of any London street. In the imagination of both novelists and social investigators it was thought to be squalid, dangerous, dirty - the stereotypical ‘den of iniquity’. Using a wide range of material including parish records, Middlesex session papers, eighteenth century newspapers, and digital sources such as the Old Bailey On-Line and London Lives this thesis will explore the streets and alleyways of Rag Fair. It will go beyond the simple perception of a disorderly neighbourhood, to describe the individual communities and forces which created that disorder. It will show that the poor of Rosemary Lane, generally, did not see themselves as a problem waiting to be solved, they were resourceful and they had their own way of surviving - they were active players in a changing City that was shaking off its medieval roots and embracing the modern. By looking in detail at this community; at its structures and divisions, and at its power relations, its self-identity will be revealed.

We use the social force model to study the behaviour of two crowds of pedestrians in a bi-directional flow. There are two main goals of the project. The first goal is to study the effects of perception anisotropy on lane formation of the two crowds. The perception anisotropy models the fact that people actually do not perceive their surroundings equally well in all directions, i.e they have a field of vision. The second goal is to develop pedestrian viscosity indices to characterize the motion of the crowds. Our concepts of viscosity indices estimate how fluid the motion of the crowds are. We develop two viscosity indices. A lane viscosity index which gives information of the flow on large timescales, and a space-dependent viscosity index which can pinpoint where in space the motion is less fluid. Our results indicate that there is a small correlation between the perception anisotropy and the lane formation of the two crowds. The two viscosity indices work as intended but more refinement is needed to cope with simultaneous space-time changes.

No description available.

A malha rodoviária brasileira é constituída predominantemente de rodovias de pista simples e boa parte delas encontra-se em regiões montanhosas. Rodovias de pista simples em regiões montanhosas possuem dificuldades de modelagem, porque as rampas elevadas e os raios de curvatura pequenos possuem impacto significativo no desempenho do tráfego. Adicionalmente, existem poucos estudos de simulação de tráfego de veículos em rodovias de pista simples, sobretudo em regiões montanhosas. Sendo assim, a combinação de rodovias de pista simples com região montanhosa é ainda mais restrita para codificação dessas redes em microssimuladores de tráfego. Dados de geometria de rodovias são comumente obtidos por meio de plataformas como o Google Earth, contudo sua precisão pode ser insuficiente para uma boa representação em regiões montanhosas, devido à influência significativa dos perfis planialtimétricos no desempenho do tráfego em rodovias de pistas simples. O presente trabalho desenvolveu uma metodologia para a codificação de rodovias de pista simples em região montanhosa. Esta metodologia foi aplicada em um estudo de simulação de tráfego através do microssimulador de tráfego VISSIM. O trecho de estudo de caso corresponde à 16 km de extensão da ERS-115 entre as cidades de Três Coroas e Gramado na Serra Gaúcha. A partir de dois bancos de dados (Google Earth e levantamento veicular a Laser), foram desenvolvidos três modelos: (i) modelo baseado nos dados originais do Google (Google original), (ii) modelo com perfil altimétrico suavizado (LOESS) e (iii) modelo com perfil planialtimétrico baseado em levantamento de campo a Laser (Laser). A comparação do perfil altimétrico dos três modelos revelou diferenças significativas entre o modelo do Google original em relação aos demais. O perfil altimétrico decorrente dos dados originais do Google Earth apresentou grandes declividades, na prática, incompatíveis com a classe da rodovia. O método proposto de suavização (LOESS) resultou em um modelo bem mais próximo do perfil real da rodovia, representado pelo modelo construído a partir do levantamento a laser. Com o objetivo de avaliar o desempenho através da simulação de tráfego nos 3 modelos foram executados 11 cenários de simulação. Os cenários envolveram 2 níveis de demanda: demanda baixa, compatível com condições de fluxo livre e uma demanda representativa das condições típicas de tráfego verificadas no trecho. Em relação à demanda em fluxo livre, veículos nos modelos Laser e LOESS apresentaram velocidades similares ao longo do estaqueamento, enquanto que o modelo Google original revelou diferenças significativas de velocidades. A análise do desempenho do tráfego nos cenários de demanda típica foi baseada nos tempos de viagem. Cenários nesta análise envolveram a segmentação da rodovia em trechos homogêneos e variações na proporção de veículos por sentido (split direcional). A comparação entre os tempos de viagem dos modelos LOESS e Laser resultou em R²=0,99, enquanto que R² obtidos entre os modelos Google original e Laser variaram no intervalo de 0,04 a 0,99. Os resultados obtidos apontam a importância da metodologia desenvolvida pelo presente trabalho na modelagem de rodovias de pista simples, sobretudo em região montanhosa. / The Brazilian road network consists predominantly of two-lane highways and great part of them are in mountainous regions. Two-lane highways in mountainous regions have modeling difficulties because high slopes and small bend radii have a significant impact on traffic performance. Additionally, there are few simulation studies of vehicle traffic on two-lane highways, especially in mountainous regions. Thus, the combination of two-lane highways and mountainous region is even more restricted for coding these networks into traffic microsimulators. Road geometry data are commonly obtained through platforms such as Google Earth, but their accuracy may be insufficient for good representation in mountainous regions due to significant influence of planialtimetric profiles on traffic performance on two-lane highways. The present work developed a methodology for the codification of two-lane highways in mountainous region. This methodology was applied in a simulation study of traffic through the VISSIM traffic microsymulator. The case study section corresponds to the 16 km extension of the ERS-115 between the cities of Três Coroas and Gramado in the Serra Gaúcha. From two databases (Google Earth and Laser Vehicle Survey), three models were developed: (i) model based on original Google data (Google original), (ii) model with smoothed altimetric profile (LOESS) and (iii) model with planialtimetric profile based on laser field survey (Laser). The comparison of altimetric profiles of the three models revealed significant differences between the Google original model in relation to the others. The altimetric profile derived from the original data of Google Earth presented great slopes, in practice, incompatible with the highway class. The proposed smoothing method (LOESS) resulted in a model that is closer to the actual road profile, represented by the model constructed from the laser survey. In order to evaluate the performance through the simulation of traffic in the three models, 11 simulation scenarios were executed. The scenarios involved two levels of demand: low demand, compatible with free flow conditions and a representative demand of the typical traffic conditions verified in the road segment. Regarding the free-flow demand, vehicles in Laser and LOESS models presented similar speeds along the road, while the Google original model revealed significant differences in speeds. The analysis of traffic performance in typical demand scenarios was based on travel times. Scenarios in this analysis involved the segmentation of the highway in homogeneous segments and variations in the proportion of vehicles by direction (directional split). The comparison of travel times of the LOESS and Laser models resulted in R² = 0.99, while R² obtained between the Google original and Laser models varied in the range of 0.04 to 0.99. The results obtained point out the importance of the methodology developed by the present work in the modeling of two-lane highways, especially in the mountainous region.

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Architecture, 1993. / Includes bibliographical references (leaves 107-111). / This thesis is developed as a critical study of the representations of the Cairene house in the contexts of colonial and post-colonial times. Based on the observation that the introverted image of the house remains constant over the two eras, it explores the underlying cultural agendas with relation to the issue of gender segregation in the house. The two canonical representations of the house in their respective times; by Edward W. Lane in mid 19th century and by Hassan Fathy in mid and late 20th century, defined the Cairene house with constant thematic focus on its introverted character. This inwardness is inextricably related with the social practice of separation of genders in the Cairene society which was addressed in both representations in varying degrees. In colonial representation, the focus on the introverted character of the Cairene house became a venue for commenting on the social practice of subjugating woman in the Cairene society. Certain selected type of urban residences affirmed the colonial thesis of segregation of woman in the house. Thus the representation showed an overt emphasis on harem quarter and its associated architectural and spatial elements. The harem was highlighted to assert the difference between the social norms of the colonized and the colonizing cultures. The Middle Eastern society was thus categorically reduced to a segregative and inferior Other which in reciprocity defined the liberal and superior identity of the colonizing West. The post-colonial representation perpetuated the same introverted image of the Cairene house to establish an Arab identity. This identity is anti-western, which looked for its precedents in examples considered uncontaminated by the western Influence. Climatic and social rationalization established the same interiority as appropriate and contextual. In this reversal of connotation, segregation became privacy. The anti-colonial rhetoric of identity of the self is both a reaction to and a derivation from the colonial representation of the Other. The post-colonial search for identity paradoxically ends up in replicating the colonial image of the Cairene house. The post-colonial representation of the Cairene house exploits the traditional and segregated role of woman in the domestic space in establishing an anti-western identity. This speaks of an internal male-female power hierarchy, as Asish Nandy observes, " ... the internal colonialism in turn uses the fact of external threat to legitimize and perpetuate itself." Caught in the politics of identity, the representations of the Cairene house affirmed the secluded existence of woman in the society. / by Asiya Chowdhury. / M.S.

Interstate highways are one of the most important components of the transportation infrastructure in America. Freeway ramps play an important role in the whole interstate transportation system. This paper researches the traffic flow characteristics of four typical exit ramps in USA, which are tapered one-lane exit, tapered two-lane exit, parallel one-lane exit and parallel two-lane exit. Computer simulation software, such as CORSIM and HCS are applied as the main tools in this research. ANOVA and Tukey are used for statistical purpose. It compares the maximum capacity, average running speed and the total lane change number of those four exit ramps. It is found that no matter in terms of traffic discharging rate or total lane charging number; the tapered two-lane exit has the best operational performance. Tapered one-lane exit ramp has the least capacity. Parallel one-lane exit and parallel two-lane exit have very limited traffic operational difference in terms of capacity and running speed. It is recommended that parallel two-lane exit ramp should not be designed along the freeway if the right of way along arterial road is enough. It is observed from the simulation data that the grade of freeway, truck percentage, restricted to the truck use of certain lane(s) and the location of exit sign have significant impact on the running speed and total lane change number. An uphill can decrease the running speed dramatically while more truck brings more lane change, causing safety concerns. It is found that when trucks are restricted to the right two most lane, there will be less lane change number comparing with trucks are not restricted. Location of exit sign operates well at the distance between 4000 ft to 5000 ft. does have a significant impact on the operational speed and total lane change number before, within or after functional area of an exit, based on the data analysis of simulation runs.

No description available.

Highway lane closures cause reductions in the traffic throughput which lead to premature queuing. To minimize user delays, contractors are required to keep highway lanes open during the peak traffic hours and work at nights. However, these limitations can reduce the quality of the work and extend project duration. Finding a right balance between the times that the lanes can be closed and the times they should be kept open can increase the efficiency of the contractors’ work. Over 100 hours of throughput data were collected in two phases from 2007 to 2010 from Southern Ontario highways. Using regression analysis, a generic and a highway specific model were developed predicting the mean throughput in approximately 50% of cases within one hundred vehicles per hour per lane of the actual mean. Also the Simplified Work Zone User Delay Analysis model, developed in Phase 1, was refined to investigate the resulting queues.

Highway lane closures cause reductions in the traffic throughput which lead to premature queuing. To minimize user delays, contractors are required to keep highway lanes open during the peak traffic hours and work at nights. However, these limitations can reduce the quality of the work and extend project duration. Finding a right balance between the times that the lanes can be closed and the times they should be kept open can increase the efficiency of the contractors’ work. Over 100 hours of throughput data were collected in two phases from 2007 to 2010 from Southern Ontario highways. Using regression analysis, a generic and a highway specific model were developed predicting the mean throughput in approximately 50% of cases within one hundred vehicles per hour per lane of the actual mean. Also the Simplified Work Zone User Delay Analysis model, developed in Phase 1, was refined to investigate the resulting queues.

We address a number of operational challenges encountered in two emerging types of practices in the procurement of truckload transportation services: collaboration and auctions. The main objective in these two types of procurement strategies is identifying and exploiting synergies between the lanes of a carrier's network. In shipper collaboration, we take the perspective of a shipper who collaborates with other shippers to seek synergy between his lanes and other participants' lanes. On the other hand, in procurement auctions, although we take the carriers' perspective in our work, a shipper tries to discover the carrier (or carriers) whose network has the most synergy with his lanes. The first part of the thesis concerns the solution of optimization problems arising in collaborative transportation procurement networks where a group of shippers comes together and jointly negotiates with carriers for the procurement of transportation services. Through collaboration, shippers may be able to identify and submit sequences of continuous loaded movements to carriers, reducing the carriers' need for repositioning, and thus lowering the carriers' costs. A portion of the carriers' cost savings may be returned to the shippers in the form of lower prices. We discuss optimization technology that helps identify repeatable, dedicated truckload continuous move tours with little truck repositioning. Timing considerations are critical to practical viability and are a key focus of our efforts. We demonstrate the effectiveness of our algorithms on randomly generated instances as well as on instances derived from real-world data. The second part concerns the pricing of transportation services offered by the trucking companies (carriers). We look at the bid determination problem faced by carriers in transportation procurement auctions where a shipper requests quotes from multiple carriers and purchases the services of the lowest bidder. The specific problem being studied is the bid valuation problem in the case where the carrier must place bids on multiple lanes simultaneously. We model the problem as a stochastic optimization problem and propose a coordinate search algorithm for solving this problem. Then, we conduct a simulation study to demonstrate the positive impact of the approach on carrier profits.