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Data-driven approaches have emerged as a popular tool for addressing challenges in urban computing. However, current research efforts have primarily focused on limited data sources, which fail to capture the complexity of urban data arising from multiple entities and their interconnections. Therefore, a comprehensive and multifaceted dataset is required to enable more extensive studies in urban computing. In this paper, we present CityNet, a multi-modal urban dataset that incorporates various data, including taxi trajectory, traffic speed, point of interest (POI), road network, wind, rain, temperature, and more, from seven cities. We categorize this comprehensive data into three streams: mobility data, geographical data, and meteorological data. We begin by detailing the generation process and basic properties of CityNet. Additionally, we conduct extensive data mining and machine learning experiments, including spatio-temporal predictions, transfer learning, and reinforcement learning, to facilitate the use of CityNet. Our experimental results provide benchmarks for various tasks and methods, and also reveal internal correlations among cities and tasks within CityNet that can be leveraged to improve spatiotemporal forecasting performance. Based on our benchmarking results and the correlations uncovered, we believe that CityNet can significantly contribute to the field of urban computing by enabling research on advanced topics.

This is the fourth paper of our series of works studying winds from hot accretion flows around black holes. In the first two papers, we have shown the existence of strong winds in hot accretion flows using hydrodynamical and magnetohydrodynamical (MHD) simulations. In the third paper, by using three dimensional general relativity MHD numerical simulation data of hot accretion flows and adopting a "virtual particle trajectory" data analysis approach, we have calculated the properties of wind, such as its mass flux and velocity. However, that paper focuses only on a non-spinning black hole and SANE (standard and normal accretion). In the present paper, we extend the third paper by including cases of a rapidly rotating black hole and MAD (magnetically arrested disk). We focus on investigating the effect of spin and magnetic field on the properties of wind and jet. It is found that a larger spin and stronger magnetic field usually enhance the wind and jet. The formulae describing the mass flux, poloidal velocity, and fluxes of momentum, kinetic energy, and total energy of wind and jet are presented. One interesting finding, among others, is that even in the case of very rapidly spinning black hole where the jet is supposed to be the strongest, the momentum flux of jet is smaller than that of wind, while the total energy flux of jet is larger than that of wind by at most a factor of 10. This result suggests that wind potentially plays a more important role than jet at least for some problems in active galactic nuclei feedback., Comment: 21 pages, 16 figures, accepted for publication in ApJ

Three-dimensional numerical simulations of a hot accretion flow around a supermassive black hole are performed using the general relativity magneto-hydrodynamic (GRMHD) code Athena++. We focus on the case of SANE, with the initial magnetic field consisting of multiple loops with oppositely directed poloidal magnetic field in the torus. Using the simulation data, we investigate the formation of flux ropes, follow the forming of flux ropes atop the disk, and their release into corona., Comment: 6 pages, 13 figures; to appear in RAGtime22 conference Proceedings

Ride-hailing platforms generally provide various service options to customers, such as solo ride services, shared ride services, etc. It is generally expected that demands for different service modes are correlated, and the prediction of demand for one service mode can benefit from historical observations of demands for other service modes. Moreover, an accurate joint prediction of demands for multiple service modes can help the platforms better allocate and dispatch vehicle resources. Although there is a large stream of literature on ride-hailing demand predictions for one specific service mode, little efforts have been paid towards joint predictions of ride-hailing demands for multiple service modes. To address this issue, we propose a deep multi-task multi-graph learning approach, which combines two components: (1) multiple multi-graph convolutional (MGC) networks for predicting demands for different service modes, and (2) multi-task learning modules that enable knowledge sharing across multiple MGC networks. More specifically, two multi-task learning structures are established. The first one is the regularized cross-task learning, which builds cross-task connections among the inputs and outputs of multiple MGC networks. The second one is the multi-linear relationship learning, which imposes a prior tensor normal distribution on the weights of various MGC networks. Although there are no concrete bridges between different MGC networks, the weights of these networks are constrained by each other and subject to a common prior distribution. Evaluated with the for-hire-vehicle datasets in Manhattan, we show that our propose approach outperforms the benchmark algorithms in prediction accuracy for different ride-hailing modes.

This paper studies the optimal spatial pricing for a ride-sourcing platform subject to a congestion charge. The platform determines the ride prices over the transportation network to maximize its profit, while the regulatory agency imposes the congestion charge to reduce traffic congestion in the urban core. A network economic equilibrium model is proposed to capture the intimate interactions among passenger demand, driver supply, passenger and driver waiting times, platform pricing, vehicle repositioning and flow balance over the transportation network. The overall optimal pricing problem is cast as a non-convex program. An algorithm is proposed to approximately compute its optimal solution, and a tight upper bound is established to evaluate its performance loss with respect to the globally optimal solution. Using the proposed model, we compare the impacts of three forms of congestion charge: (a) a one-directional cordon charge on ride-sourcing vehicles that enter the congestion area; (b) a bi-directional cordon charge on ride-sourcing vehicles that enter or exit the congestion area; (c) a trip-based congestion charge on all ride-sourcing trips. We show that the one-directional congestion charge not only reduces the ride-sourcing traffic in the congestion area, but also reduces the travel cost outside the congestion zone and benefits passengers in these underserved areas. We further show that compared to other congestion charges, the one-directional cordon charge is more effective in congestion mitigation: to achieve the same congestion-mitigation target, it imposes a smaller cost on passengers, drivers, and the platform. On the other hand, compared with the other charges, the trip-based congestion charge is more effective in revenue-raising: to raise the same tax revenue, it leads to a smaller loss to passengers, drivers, and the platform.

Recently, some transportation service providers attempt to integrate the ride services offered by multiple independent ride-sourcing platforms, and passengers are able to request ride through such third-party integrators or connectors and receive service from any one of the platforms. This novel business model, termed as third-party platform-integration in this paper, has potentials to alleviate the cost of market fragmentation due to the demand splitting among multiple platforms. While most existing studies focus on the operation strategies for one single monopolist platform, much less is known about the competition and platform-integration as well as the implications on operation strategy and system efficiency. In this paper, we propose mathematical models to describe the ride-sourcing market with multiple competing platforms and compare system performance metrics between two market scenarios, i.e., with and without platform-integration, at Nash equilibrium as well as social optimum. We find that platform-integration can increase total realized demand and social welfare at both Nash equilibrium and social optimum, but may not necessarily generate a greater profit when vehicle supply is sufficiently large or/and market is too fragmented. We show that the market with platform-integration generally achieves greater social welfare. On one hand, the integrator in platform-integration is able to generate a thicker market and reduce matching frictions; on the other hand, multiple platforms are still competing by independently setting their prices, which help to mitigate monopoly mark-up as in the monopoly market.

This paper considers off-street parking for the cruising vehicles of transportation network companies (TNCs) to reduce the traffic congestion. We propose a novel business that integrates the shared parking service into the TNC platform. In the proposed model, the platform (a) provides interfaces that connect passengers, drivers and garage operators (commercial or private garages); (b) determines the ride fare, driver payment, and parking rates; (c) matches passengers to TNC vehicles for ride-hailing services; and (d) matches vacant TNC vehicles to unoccupied parking garages to reduce the cruising cost. A queuing-theoretic model is proposed to capture the matching process of passengers, drivers, and parking garages. A market-equilibrium model is developed to capture the incentives of the passengers, drivers, and garage operators. An optimization-based model is formulated to capture the optimal pricing of the TNC platform. Through a realistic case study, we show that the proposed business model will offer a Pareto improvement that benefits all stakeholders, which leads to higher passenger surplus, higher drivers surplus, higher garage operator surplus, higher platform profit, and reduced traffic congestion.

Mathematical modeling of epidemic spreading has been widely adopted to estimate the threats of epidemic diseases (i.e., the COVID-19 pandemic) as well as to evaluate epidemic control interventions. The indoor place is considered to be a significant epidemic spreading risk origin, but existing widely-used epidemic spreading models are usually limited for indoor places since the dynamic physical distance changes between people are ignored, and the empirical features of the essential and non-essential travel are not differentiated. In this paper, we introduce a pedestrian-based epidemic spreading model that is capable of modeling indoor transmission risks of diseases during people's social activities. Taking advantage of the before-and-after mobility data from the University of Maryland COVID-19 Impact Analysis Platform, it's found that people tend to spend more time in grocery stores once their travel frequencies are restricted to a low level. In other words, an increase in dwell time could balance the decrease in travel frequencies and satisfy people's demand. Based on the pedestrian-based model and the empirical evidence, combined non-pharmaceutical interventions from different operational levels are evaluated. Numerical simulations show that restrictions on people's travel frequency and open-hours of indoor places may not be universally effective in reducing average infection risks for each pedestrian who visit the place. Entry limitations can be a widely effective alternative, whereas the decision-maker needs to balance the decrease in risky contacts and the increase in queue length outside the place that may impede people from fulfilling their travel needs.

We report the synthesis and systematic studies of a new layered ternary telluride TaPdTe5 with quasi-one-dimensional PdTe2 chains. This compound crystalizes in a layered orthorhombic structure with space group Cmcm. Analysis of its curved field-dependent Hall resistivity, using the two-band model, indicates the hole-dominated transport with a high mobility ${\mu}_h$ = 2.38 $\times$ 10$^3$ cm$^2$ V$^{-1}$ s$^{-1}$ at low temperatures. The in-plane magnetoresistance (MR) displays significant anisotropy with field applied along the crystallographic $b$ axis. The MR with the current applied along the $c$-axis is also measured in high magnetic fields up to 51.7 T. Remarkably, it follows a power-law dependence and reaches (9.5 $\times$ 10$^3$)% at 2.1 K without any signature of saturation. The De Haas-van Alphen oscillations show a small Fermi-surface pocket with a nontrivial Berry phase. The Shubnikov-de Haas (SdH) oscillations are detected at low temperatures and under magnetic fields above 28.5 T. Two effective masses $m^*$ (0.26$m_e$ and 0.41$m_e$) are extracted from the oscillatory SdH data. Our first-principles calculations unveil a topological Dirac cone in its surface states, and, in particular, the topological index indicates that TaPdTe$_5$ is a topologically nontrivial material., Comment: 12 pages,6 figures