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<strong>LATEST</strong> <strong>TRENDS</strong> on URBANPLANNING and TRANSPORTATION3rd WSEAS International Conference on URBAN PLANNING ANDTRANSPORTATION (UPT '10)Corfu Island, GreeceJuly 22-24, 2010Mathematics and Computers in Science EngineeringA Series of Reference Books and TextbooksPublished by WSEAS Press ISSN: 1792-4286www.wseas.org ISBN: 978-960-474-204-2

<strong>LATEST</strong> <strong>TRENDS</strong> on URBANPLANNING and TRANSPORTATION3rd WSEAS International Conference on URBAN PLANNING ANDTRANSPORTATION (UPT '10)Corfu Island, Greece, July 22-24, 2010Mathematics and Computers in Science EngineeringA Series of Reference Books and TextbooksPublished by WSEAS Presswww.wseas.orgCopyright © 2010, by WSEAS PressAll the copyright of the present book belongs to the World Scientific and Engineering Academy andSociety Press. All rights reserved. No part of this publication may be reproduced, stored in a retrievalsystem, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, orotherwise, without the prior written permission of the Editor of World Scientific and Engineering Academyand Society Press.All papers of the present volume were peer reviewed by two independent reviewers. Acceptance wasgranted when both reviewers' recommendations were positive.See also: http://www.worldses.org/review/index.htmlISSN: 1792-4286ISBN: 978-960-474-204-2World Scientific and Engineering Academy and Society

<strong>LATEST</strong> <strong>TRENDS</strong> on URBANPLANNING and TRANSPORTATION3rd WSEAS International Conference on URBAN PLANNING ANDTRANSPORTATION (UPT '10)Corfu Island, GreeceJuly 22-24, 2010

Editors:Prof. Manoj Jha, UNITED STATESInternational Program Committee Members:Azami Zaharim, MALAYSIABlaise Nsom, FRANCEDimitrios Pavlou, GREECEC Booth, UKR Brandtweiner, AUSTRIAEnrique Arias, SPAINFaridatulazna Ahmad Shahabuddin, MALAYSIAGavriletea Marius, ROMANIAGherghinescu Sorin, ROMANIAG Fadda, CHILES Macedo, BRAZILBruno Grbac, CROATIAClaudio Guarnaccia, ITALYCruceanu Catalin, ROMANIADavid Greiner, SPAINHoratiu Teodorescu, ROMANIAKhan Amanat, BANGLADESHKuei-Yang Wu, TAIWANM.Reza Emami Azadi, IRANMadalina Calbureanu, ROMANIAMatthew Karlaftis, GREECEMichelle Duffy, AUSTRALIAMircea Badescu, ROMANIAMurude Celikag, CYPRUSRoxana Marinescu, ROMANIASaeed-Reza Sabbagh Yazdi, IRANSeyed Yousef Sadjadi, UNITED KINGDOMShahriar Quayyum, BANGLADESHSlavka Zekovic, SERBIASmaranda Adina Cosma, ROMANIASonia Degeratu, ROMANIAVassilis Gekas, GREECEAbir Kassem, EGYPTAgita Livina, LATVIAAhadollah A'zami, IRANAndroniki Tsouchlaraki, GREECEAng-cheng kris Ho, TAIWANAsghar Mohammad Moradi, IRANXin Wang, CHINA

PrefaceThis year the 3rd WSEAS International Conference on URBAN PLANNING ANDTRANSPORTATION (UPT '10) was held on Corfu Island, Greece, July 22-24, 2010. Theconference remains faithful to its original idea of providing a platform to discuss urban planningstrategy and development, social differences and urbanization, environmental protection,intelligent urban planning systems, transportation in the modern city, urban tourism, sustainablemarine ecosystems, climate and global change, cleaner energy systems, energy conservation inindustry, air pollution and its effects on ecosystems, soil and agricultural issues, landscapearchitecture, transportation systems and environment, transportation engineering, public healthand transportation, construction-design of roads, airports and harbours design, fuels and fuelspolicy, air and noise pollution, influence of transportation systems on real estate, transportationin extreme weather conditions etc. with participants from all over the world, both from academiaand from industry.Its success is reflected in the papers received, with participants coming from several countries,allowing a real multinational multicultural exchange of experiences and ideas.The accepted papers of this conference are published in this Book that will be indexed by ISI.Please, check it: www.worldses.org/indexes as well as in the CD-ROM Proceedings. They willbe also available in the E-Library of the WSEAS. The best papers will be also promoted in manyJournals for further evaluation.A Conference such as this can only succeed as a team effort, so the Editors want to thank theInternational Scientific Committee and the Reviewers for their excellent work in reviewing thepapers as well as their invaluable input and advice.The Editors

Table of ContentsPlenary Lecture 1: Strategies of Urban Pollution Diminishing by Controlling Emissions ofAutomotive EnginesCorneliu Cofaru11Plenary Lecture 2: Traffic Incident Management System in Urban Area 12Sadko MandzukaPlenary Lecture 3: Analysis and CFD Simulation of Flooding Flows and Scouring AroundBridges and Transportation StructuresM. Kostic13Plenary Lecture 4: Blends of Gasoline-Ethanol, Methanol used in Internal Combustion Engine 15Charalampos ArapatsakosEconomic Feasibility of a Rainwater Recovery System - Case Study for a Residential Area inPortugalCristina Matos, Julia Lourenco, Luis Ramos, Tiago Pinto, Isabel Bentes17Naturalistic Forest Landscape in Urban Areas: Challenges and Solutions 21Ilze Jankovska, Inga Straupe, Thomas PanagopoulosTraffic Flow Simulation by 2D Macro- and Microscopic Models 27Boris Chetverushkin, Natalia Churbanova, Ilya Furmanov, Marina TrapeznikovaAn Urban Chemical Disaster Traffic Simulation Model: A Case Study for No-noticeEmergency Evacuation DevelopmentEvangelos I. Kaisar, Scott A. Parr, Panagiotis Scarlatos33Direct Solar and Diffuse Daylight Analysis for Apartment Buildings in Urban Planning 48Hendrik Voll, Teet-Andrus Koiv, Monika SergejevaThe Renewal Planning of Migrant Community in Urban Fringe: A Comparison Between theChina and FranceWang Ting53Post-Socialist Transition and Spatial Development of Serbia 60Miodrag Vujosevic, Slavka Zekovic, Tamara MaricicA Frequent Complain: Cracking of Concrete in Slabs-on-Ground 66Andreea MirceaRP Surveys on Socio-Economic, Demographic Characteristics and Consumer Behaviour in aMiddle-Sized City. An Integrated System of Models to Forecast Freight Demand andPassengers Demand for Purchase TripsFederica Crocco, Salvatore De Marco, Pietro Iaquinta, Domenico Mongelli70Strategies of Urban Pollution Diminishing by Controlling Emissions of Automotive Engines 76Corneliu Cofaru

Data Acquisition Methods for Estimate the Noise Generated by the Road Traffic 82Daniela Florea, Corneliu Cofaru, Dinu Covaciu, Janos TimarAspects Regarding the Road Traffic Noise and Its Effect on the Population 86Dinu Covaciu, Corneliu Cofaru, Daniela Florea, Janos TimarDefining Semantic Relations in the Domain of Traffic Engineering: Urban Transport 92Mihaela PopescuThe Methodology of Chemical Pollutants Approximation Model 96Stelian Tarulescu, Corneliu CofaruProject Management for an Earthquake Risk Response 102Virgil Popa, Dorina Tanasescu, Marius Gatej, Madalina BarnaPreliminary Study for Implementation of Long Lasting Flexible Road Pavements in Romania 111Andrei Radu, Ioan Tanasele, Elena PuslauResearch and Studies of Land Information System in Some European Countries – EfficientTool to Understand and Manage Urban Development in RomaniaSorin I. Herban117Landscape Evaluation as an Integrant Part of the Rehabilitation Process in Urban Landscapes 123Bibiana Rodrigues Ramos, Thomas PanagopoulosDevelopment of CFD Simulation for 3-D Flooding Flow and Scouring Around a BridgeStructureB. R. Tulimilli, P. Majumdar, M. Kostic, S. A. Lottes129Geoinformation Support – Impact on Urban Planning, Environment and Society 136Carmen GreceaAnalysis of Agricultural Water-Saving Potential of Handan 142Lixin He, Xiaoqiang Jia, Lina WangFeasibility of Rainwater Utilization of Handan City 147Lixin He, Xiaoqiang Jia, Lina WangA Novel Parking Solution for Metropolitan Parking Garages 153Vikas Ganjigunte Ashok, Ajay Gupta, Sandeep Shiva, Hersh Iyer, Darshan Gowda, Srinivas A.The Behaviour of a Metropolis-Hastings Algorithm under Different Prior Distributions: AnApplication to Ozone Measurements in Mexico CityJorge A. Achcar, Gisela Ortiz-Rodriguez, Eliane R. Rodrigues160The Relationship Between Housing Market and the Financial Crisis 166Milena Lopreite, Antonio ScarpinoA Cellular Automata Model for Fire Spreading Prediction 173Joseph Quartieri, Nikos E. Mastorakis, Gerardo Iannone, Claudio GuarnacciaPort Management Importance in Port Activities Development 180Mihaela-Carmen Muntean, Daniela Nechita, Costel Nistor, Daniela SarpeAuthors Index 186

Latest Trends on Urban Planning and Transportationdrawing (Fig. 2). The streets layer in the AutoCADmap was not enough for the needs of LimA. Eachstreet must be broken in segments with the sametraffic data. A street segment is a linear noise source[1]. The second map source was the digital mapROAD 2006 (Fig. 3); this was the main source forthe streets segmentation. The buildings wereextracted from the initial AutoCAD drawing, andother buildings were added based on the orto-photomap. The green areas inside the city were drawnbased on the orto-photo map. The total surface of thegreen areas covers about 14% of the city.A big problem was the terrain model, since theinitial drawing didn’t include enough information.Some additional curves were drawn using existingtopographic maps as model (paper and digital maps).The altitude interval between the level curves wasestablished to 2 meters [15]. Initially, the levelcurves were 2D polylines, and altitude informationwas added as text entities in the drawing. Using acustom function (AutoLISP), the altitudeinformation was extracted from the text entities andadded to the 2D polyline as elevation – this is astandard property of the AutoCAD objects. This wasthe digital terrain layer.The building layer is composed by closed polylines(one entity for each building). The height of eachbuilding is added as thickness, which is also astandard property. Using the standard properties forAutoCAD entities is convenient because are easilytransferred to LimA software, through DXF files.Unfortunately, some additional data cannot betransferred through the same DXF file. These are,for the building layer, the type of each building(industrial building, medical or educationalinstitution, residential buildings), the number ofinhabitants and dwellings in case of the residentialbuildings.The metadata can be stored in the drawing using theActiveX functions [7], and then exported to LimAusing Access tables. The link between the Accesstable and the AutoCAD objects is assured by an IDfield, which is the handle of the entity, unique in adrawing.The streets layer (Fig. 4) is composed by openpolylines according to [10]. Since each segmentshould contain specific data related to vehicle traffic,it was decided to use a single line entity for eachstreet segment. The noise mapping software (Lima)accepts both polylines and lines. Each line entity hasthe traffic data associated as custom properties, ormetadata.Fig.2 - Aerial view and “street” layerFig.3 - ROAD 2006 map (main source for streetssegmentation)There are three types of streets: main streets,connection streets and residential streets. The trafficdata for residential streets are the same for all thesegments, and also for the connection streets. In caseof the main streets, traffic data was collected orestimated for each segment, and there are moremetadata associated.Fig.4 - The streets layer, detailIt is important to mention that the additionalinformation associated to the geometric entitiesISSN: 1792-4286 87 ISBN: 978-960-474-204-2

Latest Trends on Urban Planning and Transportationmakes the drawing larger and the regenerationprocess much slower. It is not easy to maintain thebalance between the volume of metadata and thecalculation speed.The entities in the other layers (like terrain modeland green areas) don’t contain additional data. In(Fig. 5) is represented a part of the complete basemap, with all the layers included.Fig.5 - The complete base map, detailthe result. On the other hand, there was a limitationfound when trying to plot the resulted map on alarge format (ISO A0) – the user control is quitepoor and it was not possible to configure LimA forplotting on that format. Taken these facts intoconsideration, it was chosen to do the postprocessing outside the simulation software, usingcustom software developed by the team members.The development platform was againAutoCAD/AutoLISP.After the first simulation was done and the firstversion of the noise map ready, the values obtainedwas compared with the noise values measured onsite (see the feedback line in Fig. 1). Some of themeasuring and validation points are shown in (Fig.7). The measuring points are in most cases the sameor nearest the points where traffic volumes wasmeasured.3. CalculationAs mentioned before, the input data for thesimulation software (LimA) are stored in Accesstables, which are connected to the AutoCADdrawings using the entities handle. The base maplayers are imported in LimA through DXF files. Forthe buildings, the height information is sent as colorproperty (the conversion between thickness andcolor was done previously on the AutoCADdrawing) – (Fig. 6).Fig.7 - Measuring pointsIn case of differences greater than 3 dB(measurement versus simulation result), the inputdata was corrected and the calculation process wasrepeated until the differences were fitted in theapproved domain.Fig.6 - Buildings prepared for LimAAfter importing the geometry some checks should bedone in LimA: closing polygons to ensure thecorrect modeling, especially for buildings;recognizing and preventing multiple existences ofobjects; linking objects to prevent gaps in the model;smoothing polygons to reduce the number of vectorsand speed up calculations [16].The whole city was split in 97 tiles, each tilecontaining up to 10,200 grid points, the distancebetween points being 10 meters. The calculus is verycomplex and time consuming; for a single run ittaken almost 48 hours (only the running time, notincluding the data preparation and visualization of4. Post processing and resultsThe output of LimA includes the ERT files, text filesthat can be processed with external programs. Insidethe ERT file, each line corresponds to a point of thecalculation grid. The information for each point is:X, Y coordinates in km, Lday and Lngt (equivalentnoise level for day and night respectively), Z(altitude), Levg (equivalent noise level for evening),Lden (equivalent noise level for the whole day). Thealtitude is not useful for plotting the noise map, sothe z coordinate of each point can be the noise level.The color legend for points is defined in 5dBintervals [15]. Finally, each point can berepresenting as a square of 10x10 (10 meters is thesize of calculation grid).The final result is the plotted noise map (Fig. 9),presenting the complex noise information in a clearISSN: 1792-4286 88 ISBN: 978-960-474-204-2

Latest Trends on Urban Planning and Transportationand simple way. In addition, for each noise map(Lden, Lngt) is created a conflict map (Fig. 14).Conflict maps show the difference between thepredicted noise level and the noise limits (70dB forLden, 60dB for Lngt).Using the noise maps and the conflict maps ispossible to identify the hot spots and also the quietareas, and to estimate the number of annoyed peoplefor Lden and Lngt. The quiet areas are defined asareas of at least 4.5 hectares with a maximum noiselevel of 55 dB. In order to identify these areas, it isfirst necessary to convert the grid cells of the noisemap in noise surfaces. Technically, all the points ofthe grid cells must be converted in squares and thesquares of the same color will compose a surface(the object type is region). Then the regions areconverted in closed polylines. The area of a regionor closed polylines can be obtained using standardAutoCAD requests. Only the contours with an areagreater than 4.5 hectares and a corresponding noiselevel of less than 55 dB are maintained. An exampleis given in (Fig. 8). Only those quiet areas placed inresidential areas will be taken into consideration.Here another problem was identified: if the trafficvolume and speed for residential streets are usedaccording to [14] and [15], the noise level on thestreets is over 55 dB and these streets interfere withsome possible quiet residential areas.In this phase all the necessary data for ascertainingthe number of people exposed to various noise levelsare established. For each building is known thenumber of inhabitants (stored as metadata). From thenoise map is possible to identify the exposure ofeach façade of the building to each noise level (Fig.10). The grid cells are colored according to theequivalent noise level (intervals of 5 dB). The exactnoise value is stored as Z coordinate of the cell;adding this value as metadata is not a good ideabecause the very high number of cells will make theexecution of any other command very slow.Fig.10 - Exposure of the facadesThe first step is to find all the intersections betweenthe building contour lines and the squaresrepresenting the grid cells in the noise map. Only thex, y coordinates are used to calculate theintersections, because z is the noise value. For eachintersection found the value of the noise associatedto the respective grid cell is added to a list – theblack list in (Fig. 11). This list is added to thebuilding object in the drawing as metadata.Fig.11 - Metadata associated to a residential buildingFig.8 - Example of a “quiet” area identified: morethan 9 ha under 55 dB, over 500 inhabitantsIn the second phase, it is calculated the number ofinhabitants exposed to each 5dB interval of noiselevel, then these values are added to the list ofexposed people (see Fig. 12).Fig.12 - People exposed to different noise levels,calculation resultFig.9 - Noise maps; source: road traffic - Lden (left),Lngt (right)Based on these results, difficult to read andunderstand for most people, are created the chartsshown in (Fig. 13). The red bars represent the peopleexposed to a noise level higher than the limitallowed for the respective period (day or night).These red bars are in direct relation with the areasmarked in the conflict maps.ISSN: 1792-4286 89 ISBN: 978-960-474-204-2

Latest Trends on Urban Planning and TransportationThe measures which lead us to the difference map in(Fig. 15) are related only to the road surfaceconstruction of the main streets. Other globalmeasures, with significant effects, are difficult to betaken. A detail view of the original and the updatednoise maps is given in figure 16.Fig.13 - People exposed to different noise levels,chartFig.15 - Example of a difference mapFig.14 - Part of a conflict map (road traffic noise),detailThe colors used in the conflict maps are: green for anoise level with maximum 5 dB lower than the limit(in Romania the limit for the noise generated by theroad traffic is 70 dB for day/evening/night and 60dB for night); red is for a noise level with maximum5 dB higher than the limit and blue is for a noiselevel of more than 5 dB over the admitted limit.Based on the conflict maps and the number ofpeople exposed to high noise level, the localauthorities should propose action plans for reducingthe noise level and its effect on the population.Taken into consideration the proposed measures,new noise maps can be created and, again, thenumber of people exposed to high noise levels canbe ascertained. From the initial and the estimatednoise maps it can be generated the difference maps,like the one shown in (Fig. 15). The color scale ofdifference maps is for intervals of 1dB; in the givenexample orange means no change (0 dB), greenmeans a gain of 3-4 dB.Fig.16 - Details of the initial and after noise mapIn the map on bottom half of figure 16, the intenseblue color (the highest level of noise) was disappearand, in general near the main streets, each color isturned into the next lower level. There are nochanges across the buildings which are not close tothe main roads, because the secondary roads werenot affected by the proposed measures.The difference maps and the noise maps post- actionplans are just what could be, not what will be. Onlythe representatives of the local authorities can decideISSN: 1792-4286 90 ISBN: 978-960-474-204-2

Latest Trends on Urban Planning and Transportationto apply the proposed measures entirely, or just onsome parts of the city.5. ConclusionsRoad noise mapping has usually three phases:preparing the input data (base map and traffic dataacquisition), calculation and analysis of the effects(people exposed). Then can be defined action plansfor reducing the noise in such manner that thenumber of the people exposed to high level of noiseto be reduced significantly. In a classic way, the firstphase is managed using GIS software, the secondand the last phases are done with the noisecalculation software. We have realized the noisemap in a different way: the first was done usingAutoCAD and some custom application developedin AutoLISP; the second phase using LimA (noisemapping software) and the last phase was doneusing again AutoCAD and custom AutoLISPapplications.It is very difficult to propose realistic measures forreducing the noise in an urban agglomeration. Manyof the possible measures are related to road trafficmanagement and should be integrated in a morecomplex action plan, not only intended for noisereduction. So the action plans is better to be basednot only on the existing noise maps, but also on roadtraffic studies.References:[1] CERTU: Road Traffic Noise, New Frenchcalculation method including meteorologicaleffects, NMPB’96, Prediction of RoadTraffic Noise, January 2007.[2] CERTU: Comment réaliser les cartes debruit stratégiques en agglomeration, Mettreen oeuvre la directive 2002/49/CE, CERTU9, rue Juliette Récamier 69456 Lyon,France, Reference 58, http://www.certu.fr[3] C. Cofaru,, J. Timar, D. Florea, D. Covaciu,,Study regarding the simulation andoptimisation of urban traffic noise in Tg.Mureş City, CHER-2009 Intl. Conference,Sozopol 2009.[4] C. Cofaru, J. Timar, D. Florea, D. Covaciu,Study Regarding the Simulation of UrbanTraffic Noise in Braşov City, WSEASConference of Advances in Environmentaland Geological Science and Engineering,Transylvania University of Brasov,September 24-26, 2009, pp.154-157.[5] European Commission Working GroupAssessment of Exposure to Noise (WG-AEN), Good practice guide for strategicnoise mapping and the production ofassociated data on noise exposure, Version2, 13th January 2006[6] European Commission, Environment Dir.:Position paper on EU noise indicators,2000, ISBN 92-828-8953-X. E.C., Belgium.[7] D. Florea, Road Traffic Management (inromanian), Second Edition, “Transilvania”University of Brasov Publishing House,2000.[8] D. Covaciu, D. Florea, J. Timar, Strategicnoise-map for Tîrgu-Mureş city, TAIEXRTP 32784, Seminar on EnvironmentalNoise Management, Târgu Mureş, 2009.[9] D. Covaciu, D. Florea, I. Preda, J. Timar,Using GPS Devices For Collecting TrafficData, SMAT2008 International Conference,Craiova, 2008.[10] D. Covaciu, D. Florea, I. Preda, J. Timar,Gh. Ciolan, Analysis of vehicles travel speedin the completion of noise maps for urbanareas (romanian), Intelligent TransportationSystems ITS,Romania-2009, InternationalConference, Bucuresti.[11] IMAGINE, Improved Methods forAssessment of the use of traffic models fornoise mapping and noise action planning,Deliverables 1-15, Contract nr. SSPI-CT-2003-503549-IMAGINE.[12] Ion Preda, Gh. Ciolan, D. Covaciu - SystemsBased on GPS Devices Used for VehiclesDynamic- Behaviour Study (in romanian),Intelligent Transportation Systems ITS-Romania-2009, International Conference,Bucuresti[13] Nikolaos, E., Konstantinos, V., and Fotini,K., Evaluation of Noise Levels in UrbanEnvironment in Greece, WSEAS Transactionson Environment and Development,Issue 8, Vol. 2, August 2006, pp.1065-1071.[14] *** OM 678/1344/915/1397, 2006 - Orderof the Ministry for approval of the Guideregarding the interim methods forcalculation the noise indicators, concerningthe noise generated by industry, road traffic,railway traffic and airports.[15] *** OM 1830/2007 – Order of the Ministryfor approval of the Guide for creating,analyzing and avaluating the strategic noisemaps.[16] *** Lima 7812 User’s Manual.ISSN: 1792-4286 91 ISBN: 978-960-474-204-2