Simulating the re-concentration of dispersed habitation in the peripheral urban area using an artificial society approach

Figures & data

Figure 1. Dispersed habitation urban scheme.

Figure 2. Six types of linked trips.

Figure 3. Process of relocation of household agents.

Table 1. Parameter settings based on socio-demographic data and other statistics published by official institutions (Ministry of Land, Infrastructure and Transport 2017; MIAC 2017) and previous studies (Taniguchi et al. 2010; Nagai and Kurahashi 2021).

Parameters of urban scheme	Setting values
Bicycle parking fare $m_{bp}$	1.5 (EUR)
Railway fare (one way) $m_{rw}$	1.6 (EUR)
Vehicle parking fare $m_{cp}$	8 (EUR)
Gas price $m_g$	0.01 (EUR/h)
Tram fare (one way) $m_{tr}$	1.6 (EUR)
Land rent coefficient of residence ${\eta }_R^r$	1.5 (EUR)
Land rent coefficient of workplace ${\eta }_R^j$	15 (EUR)
Area size of residence $A^r$	140 (m${ }^2$)
Area size of workplace $A^j$	140 (m${ }^2$)
Parameters of household agents	Setting values
Walk velocity $V_w$	4 (km/h)
Bicycle velocity $V_b$	12 (km/h)
Railway velocity $V_{rw}$	55 (km/h)
Vehicle velocity $V_N$	24 (km/h)
Vehicle velocity on major road $V_H$	60 (km/h)
Tram velocity $V_{tr}$	12 (km/h)
Time cost coefficient ${\eta }_t$	0.5 (EUR/min)
Fatigue cost coefficient for walking $f_w$	1.8 (EUR/min)
Fatigue cost coefficient for bicycle $f_b$	4 (EUR/min)
Fatigue cost coefficient for railway $f_{rw}$	0.6 (EUR/min)
Fatigue cost coefficient for vehicle $f_c$	0.6 (EUR/min)
Fatigue cost coefficient for railway $f_{tr}$	0.6 (EUR/min)
Greedy rate $\epsilon$	0.5
Learning rate $\alpha$	0.5
Attenuate rate $\gamma$	0.94

Figure 4. Distribution of residences at the initial state and the start of the simulation.

Table 2. Value of each indicator at the initial state and the start of the simulation.

	Representative transport method				CO ${ }_2$	Travel	SD
Scenario	Walk	Bicycle	Railway	Vehicle	emission	time	E-W	N-S
Initial State	0%	0%	100%	0%	17.2%	33.7 min	8.0	8.0
A	1.3%	2.4%	7.3%	89.0%	100%	9.3 min	22.9	9.8

Figure 5. Final distribution of residences in Experiment 1.

Table 3. Results of each indicator in experiment 1.

	Representative transport method				CO ${ }_2$	Travel	SD
Scenario	Walk	Bicycle	Railway	Vehicle	emission	time	E-W	N-S
SA	1.0%	2.3%	2.4%	94.2%	90.5%	6.5 min	27.5	11.6
SE0	1.0%	1.5%	2.4%	95.1%	97.4%	20.4 min	22.2	14.3
SE10	1.2%	1.2%	2.2%	95.4%	97.2%	20.0 min	22.2	14.1
SE20	1.0%	1.4%	2.2%	95.4%	98.5%	20.0 min	22.5	14.2
SE30	1.1%	1.3%	2.5%	95.2%	99.0%	20.2 min	22.7	14.1

Figure 6. Schematic of tramlines.

Figure 7. Linked trips using tram.

Figure 8. Final distribution of residences in experiment 2.

Table 4. Results of each indicator in experiment 2.

	Representative transport method						CO ${ }_2$	Travel	SD
Scenario	Walk	Bike	Rail	Vehicle	Rail+Tram	Tram	emission	time	E-W	N-S
SA	0.8%	1.3%	1.5%	93.4%	1.3%	1.7%	89.3%	7.5 min	27.3	11.7
SEt0	0.7%	0.9%	1.7%	94.1%	1.5%	1.2%	95.4%	20.9 min	21.6	14.2
SEt10	0.6%	0.6%	1.7%	94.5%	1.4%	1.2%	97.1%	21.1 min	21.9	14.2
SEt20	0.8%	0.7%	1.4%	91.8%	1.9%	3.3%	94.8%	21.3 min	21.9	14.3
SEt30	2.3%	0.9%	4.1%	44.9%	12.3%	35.6%	54.2%	37.4 min	22.5	14.2
SEt30+	0.8%	0.9%	1.4%	10.0%	19.4%	67.5%	20.6%	43.7 min	20.5	12.9

Figure 9. Shift in urban area in Japan and residential area in the model.

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