The effectiveness of congestion charges and parking prices as monetary disincentives to reduce car traffic and alleviate congestion in highly demanded urban areas is investigated, focusing on Jerusalem's diverse and congested city center. A tailored MATSim agent-based simulation model was used to examine various payment scenarios and assess the congestion level impacts of entry charges to the city center. Entry charges directly influence the number of vehicles entering the area; parking prices mostly the dwell time. Implementing a moderate daily payment of €10, either as a combined charge or separately, resulted in a substantial 25% reduction in congestion and potentially a reduction of 7.5% to 30% of emissions in the city center. Parking pricing advantages are augmented as the charged area expands. Strategic implementation of these monetary tools can effectively allow cities to manage traffic congestion, reduce pollution, and encourage a shift to sustainable transportation modes.

Public transport network design is the goal of numerous projects, and the models and algorithms that facilitate this design are the focus of transportation science research. Yet this great variety of tools is hardly employed in planning practice. We claim that the reason for this gap is the inability of the formal approaches to make the planner a part of the sustainable mobility design. To bridge between the analytical methods and planners we propose a novel Transit Planning Support System (TPSS). The TPSS is based on heuristic optimization algorithms for establishing and canceling transit lines, and agent-based models for assessing travelers' adoption of the proposed changes. TPSS remains open for the planner's intervention at every stage, bringing the sustainable mobility mindset into the design process.

Based on the anonymized dataset of one million shared scooter rides collected by the Tel Aviv municipality, we investigate the behavior of the shared e-scooter users in Tel Aviv and the resulting dynamics of the scooters’ spatio-temporal patterns. The users’ choice of the shared e-scooters as a transportation mode follows fast and frugal heuristics: the user who activated the shared scooter’s application continues with the ride when the closest available scooter is close enough, at up to 50-100 meters from her. Riders strongly prefer bike paths for riding and essentially deviate from the shortest path between the origin and destination and choose the routes with the higher percentage of bike paths. The longer the route, the higher the fraction of the bike paths in the rider’s route and the difference between the shortest and chosen paths. We also demonstrate that the operators fail to match the supply to the demand and the scooters are oversupplied in the central part of the city, where the demand is high, and undersupplied in the rest of the city, where the demand is essentially lower. Based on the analysis we propose a new policy of spatial adjustment between the demand and supply.

Parallel traffic simulation requires partitioning the road network into several components that can be assigned to different computing nodes (CPNs). Existing studies focus more on reducing edge-cuts (message-passing pipes between CPNs) to decrease synchronization message amongst CPNs for efficiency improvement. However, even reducing edge-cuts drastically, the volume of messages transmitted might still be high, which does not significantly improve performance. Based on observation that some traffic clusters (TCs) exist during simulation, i.e., areas with high internal and low external traffic density. For high-performance urban transport simulation, we propose a data-driven parallel approach named PATRIC, which can generate parallel partitions automatically based on traffic clustering. Specifically, the TC-based automatic partitioner (TAP) is designed to automatically identify TCs and then construct partitions in parallel. We present a partition-growing algorithm that prevents traffic-intensive TCs being split across multiple CPNs when distributing computing workloads, resulting in more balanced load and fewer synchronization operations. Unlike prior work using fixed thresholds for load balancing, we develop the adaptive partition updater (APU) to fit the dynamic traffic in the road network, which achieves a better trade-off between balancing workload and lowering communication for higher efficiency. Experiments on real-world datasets demonstrate that our approach outperforms the state-of-the-art methods.

We employ calibrated and validated MATSim multi-modal model of the Jerusalem Metropolitan Area traffic for assessing the effectiveness of Demand-Responsive-Transport (DRT) with ridesharing as a possible game-changer of the existing equilibrium between public transport and private cars. We investigate the combined effect of congestion charges, parking prices, and shared DRT services on the modal split and demonstrate that the DRT is effective when introduced together with congestion charges or parking prices. The policy effectiveness depends on the choice of the deterrence mechanism – given the overall payment for entering the controlled area, the effect of congestion charges depends on the size of the area. At the same time, parking prices are equally effective for an area of any size and, thus, seem advantageous.

By definition, the Mobility-as-a-Service (MaaS) system integrates transportation modes of very different flexibility - taxis, buses, light rail, ride-hailing. MaaS major unknown is the effectiveness of the ride-sharing modes. We employ a calibrated and validated MATSim multi-modal traffic model of the Jerusalem Metropolitan Area (JMA) to assess the introduction of Shared Autonomous Vehicles (SAV), as a possible game-changer of the existing equilibrium between the Public Transport (PT) and private cars. First, we confirm the recent empirical observations that ride-sharing modes mostly attract PT users, while their attractiveness for private car users is relatively low. Second, we investigate the problem of preserving travelers' flows to the Jerusalem center while reducing personal car use. For this purpose, we investigate the effect of parking prices and congestion charges in the system with the additional SAV fleet that serves trips to-and-from the center of the city. We propose a balanced set of carrot-and-stick measures to enforce a sustainable modal shift in JMA towards the use of PT and SAV service.

Parking occupancy in the area is defined by three major parameters - the rate of cars arrivals, the dwell time of already parked cars, and the willingness of drivers who are searching but yet did not find a vacant parking spot, to continue their search. We investigate a series of theoretical and numeric models, deterministic and stochastic, that describe parking dynamics in the area as dependent on these parameters, over the entire spectrum of the demand to supply ratio, focusing on the case when the demand is close to or above the supply. We demonstrate that a simple deterministic model provides a good analytical approximation for the major characteristics of the parking system - the average fraction of cars among the arriving that will find parking in the area, the average number of cars that cruise for parking, and average cruising time. Stochastic models make it possible to estimate the distributions of these characteristics as well as the parameters that are related to the variance of these distributions, like the fraction of the arriving cars that find parking in less than t minutes.

The partition of the Mobile Phone Network (MPN) service area into the cell towers' Voronoi polygons (VP) may serve as a coordinate system for representing the location of the mobile phone devices. This view is shared by numerous papers that exploit mobile phone data for studying human spatial mobility. We investigate the credibility of this view by comparing volunteers' locational data of two kinds: (1) Cell towers' that served volunteers' connections and (2) The GPS tracks of the users at the time of connection. In more than 60% of connections, user's mobile device was found outside the VP of the cell tower that served for the connection. We demonstrate that the area of possible device's location is many times larger than the area of the cell tower's VP. To comprise 90% of the possible locations of the devices that may be connected to the cell tower one has to consider the tower's VP together with the two rings of the VPs adjacent to the tower's VPs. An additional, third, ring of the adjacent VPs is necessary to comprise 95% of possible locations of the devices that can be connected to a cell tower. The revealed location uncertainty is in the nature of the MPN structure and service and entail essential overlap between the cell towers' service areas. We discuss the far-reaching consequences of this uncertainty in regards to the estimating of locational privacy and urban mobility. Our results undermine today's dominant opinion that an adversary, who obtains the access to the database of the Call Detail Records maintained by the MPN operator, can identify a mobile device without knowing its number based on a very short sequence of time-stamped field observations of the user's connection.

Abstract. Transportation Network Companies (TNC), like Uber, Lyft, and VIA, started their activities a decade ago with a far-reaching hope that Mobility-On-Demand (MOD) transportation services would decelerate or even stop the ever-growing congestion. However, it didn't happen; the negative incentives, like congestion charges and higher parking prices, seem to be the only policy tools for influencing congestion and associated negative externalities like pollution and noise. The question is whether we can establish socially acceptable congestion charges and parking prices that will effectively reduce the arrivals and traffic in highly congested areas and become the background for the future MOD arrangement? We employ the MATSim agent-based simulation model (Horni et al., 2016) of multi-modal traffic in Jerusalem Metropolitan Area (JMA) to address this problem. We investigate whether the combination of congestion and parking prices can force drivers to use Public Transport (PT), thus reducing arrivals with the private cars into the center of the city. The model study demonstrates that a reasonable charge of 7–12€ for entering the city center could decrease arrivals by 25%. From the transport policy point of view, the effects of congestion charges and parking prices are different – the increase in the congestion charges decreases arrivals. In contrast, the increase in parking prices decreases the dwell time. We discuss the policy consequences of employing each of the two mechanisms.

The traditional approach to mobile phone positioning is based on the assumption that the geographical location of a cell tower recorded in a Call Details Record (CDR) is a proxy for a device's location. A Voronoi tessellation is then constructed based on the entire network of cell towers and this tessellation is considered as a coordinate system, with the device located in a Vomnoi polygon of a cell tower that is recorded in the CDR. If Voronoi-based positioning is correct, the uniqueness of the device trajectory is very high, and the device can be identified based on 3-5 of its recorded locations. We investigate a probabilistic approach to device positioning that is based on knowledge of each antennas' parameters and number of connections, as dependent on the distance to the antenna. The critical difference between the Voronoi-based and the real world layout is in the essential overlap of the antennas' service areas: The device that is located in a cell tower's polygon can be served by a more distant antenna that is chosen by the network system to balance the network load. Combining data on the distance distribution of the number of connections available for each antenna in the network, we resolve the overlap problem by applying Bayesian inference and construct a realistic distribution of the device location. Probabilistic device positioning demands a full revision of mobile phone privacy and new full set of tools for data analysis.

The traditional approach to mobile phone positioning is based on the assumption that the geographical location of a cell tower recorded in a call details record (CDR) is a proxy for a device's location. A Voronoi tessellation is then constructed based on the entire network of cell towers and this tessellation is considered as a coordinate system, with the device located in a Voronoi polygon of a cell tower that is recorded in the CDR. If Voronoi-based positioning is correct, the uniqueness of the device trajectory is very high, and the device can be identified based on 3-4 of its recorded locations. We propose and investigate a probabilistic approach to device positioning that is based on knowledge of each antennas' parameters and number of connections, as dependent on the distance to the antenna. The critical difference between the Voronoi-based and the real world layout is in the essential overlap of the antennas' service areas: the device that is located in a cell tower's polygon can be served by a more distant antenna that is chosen by the network system to balance the network load. This overlap is too significant to be ignored. Combining data on the distance distribution of the number of connections available for each antenna in the network, we succeed in resolving the overlap problem by applying Bayesian inference and construct a realistic distribution of the device location. Probabilistic device positioning demands a full revision of mobile phone data analysis, which we discuss with a focus on privacy risk estimates.

This paper aims to improve existing results about using averaging method for analysis of dynamic systems on time scales. We obtain a more accurate estimate for proximity between solutions of original and averaged systems regarding $\Delta$-periodic and $\Delta$-quasiperiodic systems, which are introduced for the first time. To illustrate the application of the averaging theorem for such kind of system we considered an example and conducted numerical modelling. Obtained results extend an application area for previously developed numerically-asymptotic method of solution for optimal control problems on time scales.

Control systems with a small parameter on the time scale, as well as optimal control problems with terminal and vector quality criteria, are considered. The justification of the averaging method on the asymptotically large period of time and the matching algorithm of the controls of the original and averaged systems are presented for these systems. The numerical-asymptotic method for solving problems of the optimal control of systems on time scales is given.

In this paper we develop conditions for various types of stability in social networks governed by Imitation of Success principle. Considering so-called Prisoners Dilemma as the base of node-to-node game in the network we obtain well-known Hopfield neural network model. Asymptotic behavior of the original model and dynamic Hopfield model have a certain correspondence. To obtain more general results, we consider Hopfield model dynamic system on time scales. Developed stability conditions combine main parameters of network structure such as network size and maximum relative nodes degree with the main characteristics of time scale, nodes inertia and resistance, rate of input-output response.

A numerical-asymptotic method for the solution of the problem of optimal control over the system on time scales is substantiated.

Chumaeva Julia, Golikovа Vladislava, Nekhoroshkova Julia, Ogulenko Alexey, Shafran Leonid. Creating a system of medical and psychological rehabilitation of extreme professions representatives (firemen-rescuers as a model). Journal of Education, Health and Sport. 2015;5(8):197-209. ISSN 2391-8306. DOI 10.5281/zenodo.28064 http://dx.doi.org/10.5281/zenodo.28064 http://ojs.ukw.edu.pl/index.php/johs/article/view/2015%3B5%288%29%3A197-209 https://pbn.nauka.gov.pl/works/607738 Formerly Journal of Health Sciences. ISSN 1429-9623 / 2300-665X. Archives 2011–2014 http://journal.rsw.edu.pl/index.php/JHS/issue/archive Deklaracja. Specyfika i zawartość merytoryczna czasopisma nie ulega zmianie. Zgodnie z informacją MNiSW z dnia 2 czerwca 2014 r., że w roku 2014 nie będzie przeprowadzana ocena czasopism naukowych; czasopismo o zmienionym tytule otrzymuje tyle samo punktów co na wykazie czasopism naukowych z dnia 31 grudnia 2014 r. The journal has had 5 points in Ministry of Science and Higher Education of Poland parametric evaluation. Part B item 1089. (31.12.2014). © The Author (s) 2015; This article is published with open access at Licensee Open Journal Systems of Kazimierz Wielki University in Bydgoszcz, Poland and Radom University in Radom, Poland Open Access. This article is distributed under the terms of the Creative Commons Attribution Noncommercial License which permits any noncommercial use, distribution, and reproduction in any medium, provided the original author(s) and source are credited. This is an open access article licensed under the terms of the Creative Commons Attribution Non Commercial License (http://creativecommons.org/licenses/by-nc/3.0/) which permits unrestricted, non commercial use, distribution and reproduction in any medium, provided the work is properly cited. This is an open access article licensed under the terms of the Creative Commons Attribution Non Commercial License (http://creativecommons.org/licenses/by-nc/3.0/) which permits unrestricted, non commercial use, distribution and reproduction in any medium, provided the work is properly cited. The authors declare that there is no conflict of interests regarding the publication of this paper. Received: 05.06.2015. Revised 15.07.2015. Accepted: 12.08.2015. CREATING A SYSTEM OF MEDICAL AND PSYCHOLOGICAL REHABILITATION OF EXTREME PROFESSIONS REPRESENTATIVES (FIREMEN-RESCUERS AS A MODEL) Julia Chumaeva1, Vladislava Golikovа1,2, Julia Nekhoroshkova1, Alexey Ogulenko1, Leonid Shafran1 1Ukrainian Scientific and Research Institute of Transport Medicine, Odessa, Ukraine 2Odessa National Maritime Academy, Odessa, Ukraine Abstract Background. Working conditions of representatives of extreme professions (firemen-rescuers are a good example), are connected with disregulations and disorders of physiologic functions, fatigue accumulation and disadaptation. The medical and psychological rehabilitation is an effective way for occupational health and reliability restoration. However, last one is characterized by an empirical approach and conducted by priority of medical component, that significantly reduces effectiveness of the undertaken measures. So, it is necessary to develop a system of combined medical and psychological rehabilitation (MPR). Materials and methods. In this progect MPR was carried out in 238 specialists of three professional groups: firemen-rescuers (146), fire-engine drivers (44) and inspectors of fire safety (48 - control). Psychophysiological examination included the computerized program “MORTEST”, variant “SPAS-14” performance, answers to the individual-typological questionnaire (ITQ) and Eysenck personal test (EPT). The levels of epinephrine (Е), norepinephrine (NЕ), dopamine (DА) and dioxyphenylalanine (DOPA) urinal excretion, the vanillylmandelic (VMA) and homovanillic acids (HVA) levels in urine were also defined. The survey is conducted three times: at the beginning, middle and the end of a 12-day rehabilitation course. Statistical data processing was carried out by common programs in Microsoft Excel. Results and discussion. The studies have shown that the attributes to identify individual-typological differences are indicators of extroversion-introversion and anxiety in tests ITO and EPT. The results were divided into three clusters: extroverts with low anxiety (52.9%); ambiverts with low (27.7%) and high anxiety (19.4%). Simultaneously it was assigned different types of SAS response in the rehabilitation process: basic or balanced, epinephrinic, norepinephrinic, and with low secretory activity. Low efficiency of rehabilitation measures occurred in 40.7 ± 5,1% of surveyed firefighters with epinephrinic response type and SAS functional exhaustion. The type of SAS response allocated 3 levels of stress in fire-rescuers: adequate to professional load, with the signs of hormonal and mediatorial dissociation, and dangerous - with the depletion of all links of SAS. Conclusion. According to the results of the performed researches it was developed a system of MPR, which allows to conduct a differentiated remediation of firemen-rescuers in the view of occupational features, individually-typological properties of the rehabilitants’ personality, the nature and degree of changes in the central nervous, autonomic and hormonal systems. The developed approaches included in the elaborated Methodical Guidelines, implemented in practice. Key words: extreme professions, firemen-rescuers, medical and psychological rehabilitation, psychophysiological assessment, psychological markers, catecholamines excretion, effective measures elaboration.

Состояние проблемы. Успешность, надежность и безопасность трудовой деятельности, особенно в операторских и «экстремальных» профессиях зависят от формирования и актуализации системы профессионально важных качеств (ПВК). Она не существует в готовом виде, а формируется в ходе приобретения профессиональных знаний, навыков и умений. Современные психограммы нередко просто перечисляют входящие в те или иные категории ПВК, психологические и психофизиологические элементы (их эквиваленты), характерные для определенного вида деятельности, тогда как необходимо детальное изучение структуры системы ПВК для целей прогноза развития, управления деятельностью, повышения надежности операторов. Цель исследования. Выявить структуру комплексов ПВК представителей различных профессиональных групп работников АЭС для повышения качества профессионального психофизиологического отбора и соответствующего сопровождения данных контингентов в процессе трудовой деятельности. Материалы и методы исследования. Под наблюдением находились 278 сотрудников Запорожской АЭС (ЗАЭС). Комплексное обследование осуществляли с помощью автоматизированного аппаратно-программного комплекса «МОРТЕСТ» (вариант АПК «СПАС-14»). Разработанная в Украинском НИИ медицины транспорта технология психофизиологической экспертизы (ПФЭ) включает тесты на исследование высших психических и интеллектуальных функций. В качестве математического инструмента снижения размерности пространства показателей использовали факторный анализ с вращением факторов по методу «варимакс», реализованный в пакете статистического анализа PASW Statistics 18.0. Результаты. По результатам профессиографического анализа деятельности выделены три профессиональных группы сотрудников АЭС: водители, технический персонал и операторы энергетических систем, для которых и была проведена процедура факторного анализа. На основе полученных факторов были построены структурные модели, позволяющие проследить наиболее значимые соотношения ПВК. Выделенные факторы отражают три основных блока ВНД, обеспечивающих прием и переработку информации, создание программ собственных действий и контроль за их успешным выполнением, функционирующих как единое целое. У водителей легкий эмоциональный стресс оказывает стимулирующее действие, увеличивая активацию ВНД до уровня оптимального функционирования, что характерно для лиц с сильной и средней нервной системой при средней подвижности нервных процессов. У операторов показатели внимания занимают центральное место, объединяя три фактора в единую функциональную систему. Мобилизация внимания способствует сосредоточению высших психических функций, одновременно выступая как показатель степени общей внутренней организованности психического аппарата, слаженности его работы. Для технического персонала, обеспечивающего рабочее состояние оборудования и объектов, было также выделено 4 фактора, объясняющих 68,8 % дисперсии. Их ПВК не имеют явно выраженного центрального блока. Однако первый, второй и четвертый факторы имеют ряд узловых пересечений, образуя связанные комплексы, в которых важная роль принадлежит подвижности нервных процессов, объему, концентрации и переключению внимания, вербальному мышлению, оперативной памяти. Их сочетания образуют динамические подсистемы ПВК в зависимости от содержания решаемых задач. Выводы. Выделена структура факторов ПВК для водителей, техперсонала и операторов АЭС, которая отражает особенности их профессиональной деятельности, указывает на характер внутрисистемных связей и их удельное значение. Сформулирована гипотеза динамической перестройки комплекса психофизиологических свойств оператора, обеспечивающих профессиональную деятельность при смене производственных задач. Результаты исследования могут быть использованы для совершенствования критериально-методической базы психофизиологического освидетельствования операторов различного профиля.

ПСИХОФИЗИОЛОГИЧЕСКИЕ ОСОБЕННОСТИ СТРУКТУРЫ ПРОФЕССИОНАЛЬНО ВАЖНЫХ КАЧЕСТВ ОПЕРАТОРОВ АЭСШафран Л. М. 1 , Чумаева Ю. В. 1 , Огуленко А. П. 1 , Стадник А