A decentralized transportation system

1.

Decentralization is a form of social relations and content proction formed in the development of the Internet. It is a new type of network content proction process relative to "centralization"

decentralizing is not to do without the center, but to let the nodes freely choose and decide the center. In short, centralization means that the center determines the node. The node must depend on the center, and the node cannot survive without the center. In a decentralized system, anyone is a node, and anyone can be a center. Any center is not permanent, but phased, and no center is mandatory for nodes

extended materials:

content

from the perspective of Internet development, decentralization is the form of social relationship and content proction formed in the process of Internet development, and is a new type of network content proction process relative to "centralization"

compared with the early Internet (WEB 1.0) era, today's Internet (Web 2.0) content is no longer proced by professional websites or specific groups of people, but is the result of the joint participation and equal power of all Internet users. Anyone can express their views or create original content on the Internet to proce information together

with the diversification of network service forms, the decentralized network model becomes more and more clear and possible. After the rise of Web2.0, the services provided by Wikipedia, Flickr, blogger and other network service providers are decentralized. Any participant can submit content, and Internet users can create or contribute content together

after that, with the emergence of more simple and easy-to-use decentralized network services, the characteristics of Web2.0 become more and more obvious. For example, the birth of services more suitable for ordinary Internet users, such as twitter and Facebook, makes it easier and more diversified to proce or contribute content to the Internet, thus enhancing the enthusiasm of Internet users to participate in the contribution and recing the threshold of procing content. Eventually, every netizen becomes a tiny and independent information provider, making the Internet more flat and content proction more diversified

2.

Decentralization is a form of social relations and content proction formed in the development of the Internet. It is a new type of network content proction process relative to "centralization"

decentralizing is not to do without the center, but to let the nodes freely choose and decide the center. In short, centralization means that the center determines the node. The node must depend on the center, and the node cannot survive without the center. In a decentralized system, anyone is a node, and anyone can be a center. Any center is not permanent, but phased, and no center is mandatory for nodes

extended data:

in a system with many nodes, each node has a high degree of autonomy. Nodes can connect freely to each other to form a new connection unit. Any node may become the stage center, but it does not have the mandatory central control function. The influence between nodes will form nonlinear causality through the network. This open, flat and equal system phenomenon or structure is called decentralization

with the deepening of the interaction between subject and object, the constant balance of cognitive function and the continuous improvement of cognitive structure, the indivial can be released from the egocentric state, which is called decentralization

3.

Decentralization is a form of social relations and content proction formed in the development of the Internet. It is a new type of network content proction process relative to "centralization"

decentralizing is not to do without the center, but to let the nodes freely choose and decide the center. In short, centralization means that the center determines the node. The node must depend on the center, and the node cannot survive without the center. In a decentralized system, anyone is a node, and anyone can be a center. Any center is not permanent, but phased, and no center is mandatory for nodes

extended data:

in a system with many nodes, each node has a high degree of autonomy. Nodes can connect freely to each other to form a new connection unit. Any node may become the stage center, but it does not have the mandatory central control function. The influence between nodes will form nonlinear causality through the network. This open, flat and equal system phenomenon or structure is called decentralization

with the deepening of the interaction between subject and object, the constant balance of cognitive function and the continuous improvement of cognitive structure, the indivial can be released from the egocentric state, which is called decentralization

4. Decentralization is a form of social relations and content proction formed in the development of the Internet. It is a new type of network content proction process relative to "centralization"
compared with the early Internet (WEB 1.0) era, Web 2.0 content is no longer proced by professional websites or specific groups, but the result of participation and creation by all Internet users with equal rights. Anyone can express their views on the Internet or create original content to proce information together
with the diversification of network service forms, the decentralized network model becomes more and more clear and possible. After the rise of Web 2.0, the services provided by Wikipedia, Flickr, blogger and other network service providers are decentralized. Any participant can submit content, and Internet users can co create or contribute content
with the emergence of more simple and easy-to-use decentralized network services, the characteristics of Web2.0 become more and more obvious. For example, the birth of services more suitable for ordinary Internet users, such as twitter and Facebook, makes it easier and more diversified to proce or contribute content to the Internet, thus enhancing the enthusiasm of Internet users to participate in the contribution and recing the threshold of procing content. Eventually, every netizen becomes a tiny and independent information provider, making the Internet more flat and content proction more diversified.

7.

In a system with many nodes, each node has a high degree of autonomy. Nodes can connect freely to each other to form a new connection unit. Any node may become the stage center, but it does not have the mandatory central control function. The influence between nodes will form nonlinear causality through the network. This open, flat and equal system phenomenon or structure is called decentralization

with the deepening of the interaction between subject and object, the constant balance of cognitive function and the continuous improvement of cognitive structure, the indivial can be released from the egocentric state, which is called decentralization< br />

8. Each node of the crowd node system has a high degree of autonomy, and the nodes are free to connect with each other. Any node can have a mandatory control function in stages. The nonlinear relationship between nodes can be expanded, flattened, and equal. The phenomenon or structure of the system is called by me The cognitive structure is broken and the physical self state is relieved

9. With the increase of urban population and urban traffic flow, the traffic problems in cities, especially in big cities, have generally become the focus. The problems of poor road network, insufficient facilities and traffic congestion are becoming more and more prominent; The problems of driving, parking and traffic disorder are becoming more and more prominent, and the impact and pressure on urban traffic management are increasing. Urban road traffic congestion has become one of the bottlenecks restricting economic development, recing people's quality of life and weakening economic vitality. According to the data released by Texas Institute of transportation at the end of 2006, the annual economic loss caused by traffic jams in the United States, known as the "automobile kingdom", is as high as 100 billion US dollars. In 2007, the Institute of quantitative economics and technical economics of the Chinese Academy of Social Sciences estimated that the social cost caused by traffic jams in Beijing reached 40 million yuan per day, with an annual loss of 14.6 billion yuan. As for the worldwide problem of traffic jam, governments and people of all countries are doing extensive research to solve this problem< 1. Urban transportation and urban transportation system 1) Urban transportation. Urban traffic refers to the traffic within the scope of urban area, and it is the flow of people and things between all kinds of land in the city. Urban traffic is a unique traffic system composed of various types of traffic. These flows are based on a certain urban land as the starting point, to a certain urban land as the end point, through a certain urban land 2) Urban transportation system. Urban transportation system is a subsystem of urban social and economic system. Modern urban traffic system has developed into a three-dimensional and comprehensive system. Urban transportation system is mainly composed of three parts: first, urban transportation infrastructure system, including urban road, bridge, rail system, etc; Second, the urban passenger and freight transport system, including buses, trams, taxis, subways, light rail, tricycles, bicycles, motorcycles, private car systems, indivial passenger transport systems, as well as the urban internal freight transport system; Third, urban traffic control system, including traffic signs, signal system, traffic information collection, transmission, control and other traffic control systems
urban transportation is a field integrating economy and social welfare, including management system, urban planning layout, investment and financing system, transportation mode selection, public transportation operation organization, traffic demand management, traffic flow control and management, involving management, laws and regulations, planning, engineering, finance, ecation, environment, energy Information, humanities and other social and economic disciplines. These aspects are integrated to form a complex urban transportation system
2. Traffic congestion and traffic jam“ "Traffic congestion" and "traffic jam" are two confusing concepts. Traffic congestion is the superposition of traffic congestion and traffic jam. First of all, traffic congestion refers to the phenomenon of accumulating excessive traffic flow in a certain period of time and in a certain road space. Congestion, in a sense, is just the increase of traffic flow or even excessive traffic flow, but the traffic flow is still in motion. Secondly, traffic jam refers to the phenomenon that the traffic flow stops for some reason in a certain period of time and in a certain road space. Finally, traffic congestion, for travelers, is mainly a sense of time and speed, that is, vehicles queuing or moving slowly on the road or intersection. The Ministry of public security of our country defines the congested intersection and congested road section respectively: vehicles are blocked on the roadway at the intersection without signal control and the queue length is more than 250 meters, or vehicles are at the intersection with signal control and the green light shows that they fail to pass the intersection three times is defined as congested intersection; A congested road section is defined as a state in which vehicles are blocked on the roadway and the queue length exceeds 1 km. In a broad sense, congestion is caused by the separation of people's living and shopping, work, study, entertainment and other places. It is the proct of the imbalance between traffic supply and travel demand. Its characteristics, location and severity are determined by where people work, shop and live and how they travel between these locations. Usually, when these problems occur at the same time, congestion will increase. The resulting traffic congestion may be cyclical or non cyclical. Periodic congestion usually occurs in the same place and at the same time. Aperiodic congestion is caused by some kind of accident. Such as traffic accidents or traffic jams caused by closing a road< Second, the main problems and causes of urban traffic congestion. For a long time, China's Urban Road area per capita has been at a low level. Take Taiyuan City as an example. In 2006, the average road area per capita in national cities was 10.6 square meters, that in Taiyuan city was 6.8 square meters, and that in foreign cities was 15-20 square meters. In recent years, Taiyuan city has stepped up the efforts of urban road reconstruction. The area of urban real roads has increased from 14.27 million square meters in 2000 to 23.57 million square meters in 2006, with an average annual growth rate of 8.7%. The growth rate is fast, but it still can not catch up with the average annual growth rate of 14.9% of urban civil car ownership. According to the survey, there are 37 large cities with a population of more than one million in China. There are 31 cities whose per capita Road area is lower than the national average. Road construction is rising, but traffic congestion is still so serious, the direct reason is the serious shortage of Road area. First of all, the per capita Road area of big cities in China is less than 1 / 3 of that of developed countries. Secondly, the urban areas of big cities in China are in the process of spreading from the central area to suburbanization. In recent years, the increase of urban road construction is mainly distributed in the newly developed urban areas and suburbs. Relatively speaking, the road area ratio in the central area has decreased slightly. Thirdly, urban real estate development is concentrated in the central area, resulting in excessive traffic. Cause road overload. In addition. The problem of occupying roads and sidewalks in Chinese cities has not been effectively solved. The newly increased road area in cities is often occupied by various vendors, markets and parking lots one after another, which makes the serious shortage of Road area even more tense. The reason of insufficient Road area lies in the lag of road construction. This lag is not only confused and inefficient by the city's existing road function, but also causes a huge loss of time and driving cost. According to the Research Report of Shanghai urban road traffic modernization, its direct economic loss accounts for 1% of GDP. Some big cities may reach about 10% of their GDP
2. In recent years, the growth rate of motor vehicles in big cities is the fastest, with an average annual growth rate of more than 15% for buses, private cars and even trucks. Taking Taiyuan City as an example, by the end of 2006, the number of civil cars in Taiyuan city had reached 288000, 2.3 times of that in 2000, with a net increase of 16000. With the continuous and rapid development of the national economy and the continuous improvement of people's quality of life, the proportion of passenger cars, especially cars, in the private car ownership has further increased. In 2006, there were 89000 private cars, an increase of 169.7% over 2000, an increase of 56000; The proportion of car ownership increased from 25.8% in 2000 to 30.9%
according to the analysis of China's car growth, when the annual growth rate of car ownership exceeds 20%, the urban traffic will deteriorate in that year and the following years. Since the 1980s, the first time that China exceeded 20% was in 1985 (33.3%), 1986 (42.3%) and 1987 (27.0%) for three consecutive years. The second time was in 1992 (31.9%) and 1993 (55.6%) for two consecutive years. These two car growth periods are also the two most tense periods of traffic in big cities, far exceeding the supply possibility of road construction in normal years. After entering 2L ~ t, ED, China is facing a new round of High-speed Automobile growth period. The existing urban road network is generally a low-speed transportation system with low density, large distance between one thousand roads, shortage of branch roads and chaotic functions, which is difficult to meet the needs of modern automobile transportation and hinders the realization of automobile in cities
3. The technical level of traffic management is low. Due to historical and cognitive reasons, there are few modern facilities for traffic control and safety management in big cities in China. Compared with Tokyo, Beijing and Tokyo have a traffic control center, but the number of intersections controlled by Beijing traffic control center is only 5% of Tokyo's, the number of pedestrian sedan is 4.8% of Tokyo's, the number of underground sidewalks is only

5% of Tokyo's, and the number of traffic signs per kilometer is only 35% of Tokyo's. Beijing's traffic management facilities should be quite good in cities all over the country. However, e to the obvious shortage of facilities and many management omissions, the traffic accident rate remains high. From the perspective of parking lot, there is a serious shortage of parking facilities in big cities, especially in the central area. Most of the vehicles park on the roads and sidewalks, which aggravates the congestion and accidents. In addition, the information and intelligent management system that is being studied and used in the world is only available in a few big cities in China
4. Lack of overall transportation development strategy. Urban traffic construction is a systematic project, which not only studies the balance of traffic demand and supply, but also considers the possibility of land and financial resources. It is a decision-making work
some big cities are keen on building large-scale traffic projects with high standards, such as overpasses, elevated roads and urban ring roads. They think that only large-scale traffic projects with high standards can solve the traffic problems once and for all. In fact, this method can only alleviate the temporary contradictions, and the problem of crowding is not solved, and even leads to more traffic, It causes structural "negative effect". Urban traffic is a dynamic whole, and it is impossible to solve traffic problems only by a few major projects
5. Uncivilized behaviors of road users. Shenzhen and Hong Kong, for example, have 383000 registered motor vehicles. In addition, there are 50000 resident vehicles and 100000 mobile vehicles from other places in Shenzhen. The total number of vehicles is only 500000. According to the population of 7 million in Shenzhen, the vehicle share is 14%. The existing roads in Shenzhen are more than 2200 km. There are 520000 vehicles in Hong Kong, including 340000 private cars. The total length of roads is 1911km, which is comparable to that in Shenzhen, but the traffic is orderly. Moreover, about half of the roads in Shenzhen are two-way six lane roads, and the road quality and width are much higher than those in Hong Kong and Macao. So what is the cause of the traffic jam in Shenzhen? According to the "investigation on vehicle morality of Guangzhou road drivers" organized by Guangzhou Youth Volunteer Association, uncivilized traffic behaviors such as driving without "vehicle morality" have become a major "culprit" hindering the urban traffic order in Guangzhou. According to the online survey of 6340 people, nearly 5000 people think that the reason for poor traffic is related to poor driver morality. 68% of drivers admitted that they had "lack of car morality" behavior, and 46% of drivers had been fined or dected points for uncivilized driving behavior. In the traffic system composed of people, vehicles, roads, environment and other factors, the behavior of an indivial traffic participant who violates the traffic ethics and traffic regulations will not only cause local congestion, but also have a serious impact on the orderly flow of the whole road and even the whole traffic system
the above five aspects reflect the basic characteristics of urban transportation in China, which can be summarized as follows

10. Urban rail transit planning and design