Abstract

This study uses multiple regression to investigate the effects of land and building use on population, land price, and passengers. Initially, we abstract annual data on land and buildings usage within a radius of 0 m–400 m for railway stations and 400 m–800 m for subway stations in Fukuoka, Japan by using the GIS. We then analyze the relationships between 13 factors of land use and 8 factors of building usage, as well as the related population, land price, and passengers using the quantitative expression method. Using several categories of land use and building usage as explanatory variables, we analyze the degree to which the selected categories affect population, land price, and passengers by using the multiple regression method. This research can aid the further development of land and building usage in the future.

Abstract

Sex specific temporal trends in the incidence and prevalence of hospitalization for heart failure (HF), particularly in conjunction with reduced and preserved left ventricular ejection fraction (EF) remain unclear, especially in Asian general populations. We conducted a community based HF registration study over a 10 year period in an aging cohort of the Japanese general population. A total of 2598 cases of hospitalized HF were registered during the survey period. Of these 1413 cases (55%) were initial admissions for HF (incident case). The study period was divided into five 2-year terms (T1, 2003–2004, T2, 2005–2006, T3, 2007–2008, T4, 2009–2010, T5, 2011–2012), and data were compared among the terms. Age adjusted incidence of HF (per 105 person-year) remained stable in men, but decreased significantly by 25% in women (from 104 at T1 to 79 at T5, p for trend < 0.05). Among incident cases who underwent echocardiography (≈ 90%), the proportion of HF with preserved EF increased in men (from 32% at T1 to 43% at T5, p for trend < 0.05), and was relatively high and remained stable throughout the study period in women (from 52% at T1 to 58% at T5, p for trend, NS). Although the incidence of HF has declined especially in women between 2003 and 2012 in the study population, the proportion of HF with preserved EF has increased over time. These trends suggest a future prevalence of HF with preserved EF rather than HF with reduced EF in aging Asian populations.

Abstract

International audience; Incident reporting is a very well-known technique in application domains such as air traffic management and health, where specialized users are trained to provide detailed information about problems. Incident reporting systems are indeed complex systems that include many actors including the users reporting incidents, user’s colleagues and neighbors, stakeholders, policymakers, systems integrations. Incident report systems might change (positively or negatively) the users’ environment in many ways. In recent years, this kind of technique has been also been used in crisis management such as the hurricane Katrina. However, despite the fact that incident reporting systems using mobile technology are becoming more common, little is known about its actual use by the general population and which factors affect the user experience when using such system. In this paper we discuss the use of incident reporting system in critical context of use. In this paper we discuss the use of incident reporting system in several application domains. In particular we report findings in terms of dimensions that are aimed to identify social and technical aspects that can affect the design, development and use of incident reporting systems. Document type: Part of book or chapter of book

Abstract

Urban sprawl combined with low density development causes unsustainable development patterns including accessibility and mobility problems, especially for those who do not have the capacity to own a vehicle or access to quality public transport services. Sustainable transportation development is crucial in order to solve transport disadvantage problems in urban settlements. People who are affected by these problems are referred to as ‘transportation disadvantaged’. Transportation disadvantage is a multi-dimensional problem that combines socio-economics, transportation and spatial characteristics or dimensions. However, a substantial number of transportation disadvantage studies so far only focus on the socio-economic and transportation dimensions, while the latter dimension of transportation disadvantage has been neglected. This chapter investigates the spatial dimension of transportation disadvantage by comparing the travel capabilities of residents and their accessibility levels with land use characteristics. The analysis of the study identifies significant land use characteristics with travel inability, and is useful for identifying the transportation disadvantaged population. Document type: Part of book or chapter of book

Abstract

International audience; The resolution of Air Traffic Control (ATC) conflicts is a constrained optimization problem : the goal is to propose, for a certain number, n, of aircraft, which might be in conflict in a near future, trajectories that satisfy the separation constraints between aircraft, and minimizes the delays due to the conflict's resolution. The type of conflict resolution trajectories we use allows to split the problem in two steps: first we choose, and freeze, what we call a configuration of the problem, i.e. for each aircraft, the direction in which the aircraft is diverted, and for each pair of aircraft, which of the two aircraft passes first at the crossing point of the two aircraft trajectories. We can then compute the optimal trajectories corresponding to this configuration, by solving a simple linear optimization problem. Thus we can use an Genetic Algorithm, along with a linear optimization algorithm, such as the simplex algorithm: the elements of the population, on which the GA operates, code configurations of the problem, and are evaluated using a linear optimization program.The advantage of this approach is that we get, as well as the fitness of an element of the population, the local optima corresponding to the configuration coded by this element. The GA actually searches for the global optimum among these local optima. We applied this methods to conflicts in which up to 6 aircraft are involved, and obtained really promising results. Document type: Part of book or chapter of book

Abstract

Today, more than half of Haiti’s population calls cities and towns their home, in a major shift from the 1950s when around 90 percent of Haitians lived in the countryside. Urbanization is usually paired with economic growth, increased productivity, and higher living standards, but in Haiti it has taken a different course. Potential benefits have been overshadowed by immense challenges, all of which require immediate action. To better understand the factors that constrain the sustainable and inclusive development of Haitian cities, this Urbanization Review organizes the challenges along three dimensions of urban development namely planning, connecting, and financing. Planning reviews the challenges in supporting resilient growth to create economically vibrant, environmentally sustainable, and livable cities. Connecting focuses on the obstacles of physically linking people to jobs and businesses to markets, while financing focuses on identifying the key capital, governance, and institutional constraints that are hurdles to successful planning and connecting. Document type: Book

Abstract

This chapter presents an analysis of transport services in the context of regional transport planning. It proposes to use specially designed accessibility indicators, which allow to really apprehend the quality of the services supplied to different segments of the population and help to assess alternatives solutions. The methodology is applied to the case of Lille as a region capital, and in particular to its main stated objective of enabling people to reach the region capital in less than one hour from the major surrounding urban centres. The improvement of accessibility may be classically measured in many ways, especially using GIS techniques. Nevertheless, the classical accessibility indicators do not provide a correct measurement of the travel times through a scheduled transport system. The railway service architecture –the way omnibuses and expresses are associated in the transport supply– and the intramodal transfers cause strong bias in the usual measurements of the travel times. Moreover, the travel demand is strongly constrained by the daily urban rhythms and the location of the major traffic attracting activities. These are the source of difficult peak hours traffics to which transport supply should be better adapted. To deal with these problems, new accessibility measurements are proposed, which use scheduled graph modelling. They integrate the full information of transport time-tables of the regional rail transport system in order to model the transport supply of a usual week day. The accessibility measurements produced by this model provide an assessment of the way the transport system can address the spatial planning policy objective of setting the major regional urban centres within one hour of Lille. Document type: Part of book or chapter of book

Abstract

Between 1900 and 2000, the length of paved roads in the United States increased from 240 km to 6,400,000 km (Peat 2002, BTS 2002) with virtually 100% of the U.S. population having almost immediate access to paved roadways. Similarly, in 1830 there were 37 km of railroad in the United States, but by 1920 total track mileage had increased more than ten-thousand times to 416,000 km miles, however since then, rail track mileage has shrunk to about 272,000 km (Garrison 1996, BTS 2002). The growth (and decline) of transport networks obviously affects the social and economic activities that a region can support; yet the dynamics of how such growth occurs is one of the least understood areas in transport, geography, and regional science. This is revealed time and again in the long-range planning efforts of metropolitan planning organizations (MPOs), where transport network changes are treated exclusively as the result of top-down decision-making. Changes to the transport network are rather the result of numerous small decisions (and some large ones) by property owners, firms, developers, towns, cities, counties, state department of transport districts, MPOs, and states in response to market conditions and policy initiatives. Understanding how markets and policies translate into facilities on the ground is essential for scientific understanding and improving forecasting, planning, policy-making, and evaluation. Document type: Part of book or chapter of book

Abstract

“Shared prosperity” is a common phrase in current development policy discourse. Its most widely used operational definition—the growth rate in the average income of the poorest 40% of a country’s population—is a truncated measure of change in social welfare. A related concept, the shared prosperity premium—the difference between the growth rate of the mean for the bottom 40% and the growth rate in the overall mean—is similarly analogous to a measure of change in inequality. This article reviews the relationship between these concepts and the more established ideas of social welfare, poverty, inequality, and mobility."/p" "p"Household survey data can be used to shed light on recent progress in terms of this indicator globally. During 2008–2013, mean incomes for the poorest 40% rose in 60 of the 83 countries for which we have data. In 49 of them, accounting for 65% of the sampled population, it rose "italic"faster"/italic" than overall average incomes, thus narrowing the income gap."/p" "p"In the policy space, there are examples both of “pre-distribution” policies (which promote human capital investment among the poor) and “re-distribution” policies (such as targeted safety nets), which when well-designed have a sound empirical track record of both raising productivity and improving well-being among the poor. Document type: Book