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As a green, safe, fast, large-capacity, and sustainable public transit, urban rail transit can improve traffic congestion, environmental pollution, and other issues. In order to provide theoretical basis for the calculation of urban rail transit network scale, calculation model of urban rail transit (URT) share rate is established based on game theory between managers and travelers. To analyze the costs of managers and travelers, the model considers energy and environment cost for managers, and it selects economy, efficiency, and safety cost for travelers. To analyze the benefits of managers and travelers, it is assumed that managers’ benefit is operating income, and travelers’ benefit is comfort benefit, which is analyzed by structural equation method. Taking Harbin of China as case, this chapter introduces the specific calculation methods and steps, and the result shows that the reasonable share rate of URT is 18.26% for Harbin city. This method can provide references for transportation planning and it also has a certain application value for traffic operation environment improvement and energy conservation.

First, four transportation forecasting methods were analyzed, and these characteristics and applicable conditions were summarized, so we can conclude that the disaggregate model is more suitable to predict the public bicycle traffic mode choice. Secondly, the utility function model of bike, bus and motor vehicle was established to determine the utility of each traffic mode and predict the share rate by disaggregate function model. Finally, the analysis of public bicycle transportation impact factors through an example, and gives quantitative indicators.

Parking time differences characteristics of the commercial and residential area of the city center area was discussed, actual case shows that the proportion of parking time is less than one hour accounted for 48.2% in commercial area, and the proportion of parking time is less than one hour accounted for 22.9% in residential area. The problem of parking in the central city was indicated, and the suggestions focusing on the problem of parking were put forward to improve operational efficiency and alleviate these problems of parking difficulty, parking chaos in central city.

First, the public bicycle traffic evaluation index system is established by six indicators measured, including system characteristics, environmental pollution and service levels. Further, the function models are established. Last, comparing comprehensive evaluation index value of bicycle, bus and motor vehicle three traffic kinds of transportation by a case, the result shows that public bicycle traffic has an absolute advantage among them within 3 kilometers.

Introduced the course of development of the public bicycle transportation, elaborated public bicycle traffic characteristics systematically, determined the applicable conditions by actual survey data, and proposed the layout of the public bicycle transportation planning points.

In Josang’s subjective logic, the fusion operator is not able to fuse three or more opinions at a time and it cannot consider the effect of time factors on fusion. Also, the base rate (a) and non-informative prior weight (C) could not change dynamically. In this paper, we propose an Improved Subjective Logic Model with Evidence Driven (ISLM-ED) that expands and enriches the subjective logic theory. It includes the multi-agent unified fusion operator and the dynamic function for the base rate (a) and the non-informative prior weight (C) through the changes in evidence. The multi-agent unified fusion operator not only meets the commutative and associative law but is also consistent with the researchers’s cognitive rules. A strict mathematical proof was given by this paper. Finally, through the simulation experiments, the results show that the ISLM-ED is more reasonable and effective and that it can be better adapted to the changing environment. Keywords Dynamic Weight, Evidence Driven, Subjective Logic

In the title dinuclear complex, [Pb(2)(C(7)H(4)ClO(2))(4)(C(10)H(8)N(2))], the Pb(II) atom is five-coordinated by four carboxyl-ate O atoms from two 2-chloro-benzoate ligands and one N atom from a bridging 4,4'-bipyridine (4,4'-bpy) ligand, displaying a hemi-directed coordination. The 4,4'-bpy ligand has an inversion center at the mid-point of the central C-C bond. The empty side of the metal ion is capped by two carboxyl-ate O atoms from a neighboring mol-ecule, with weak Pb⋯O contacts [Pb⋯O = 3.069 (2) and 3.071 (3) Å]. The crystal structure is stabilized by C-H⋯O hydrogen bonds and π-π stacking inter-actions between the benzene and pyridine rings [centroid-centroid distance = 3.749 (3) Å].

To improve operation efficiency, the signal timing method for bicycle is studied at the intersection with the larger bicycle traffic flow based on the vehicle-bicycle conflict analysis with different flow direction. From the view of an overlap phase, the early end of green time for bicycle traffic flow is demarcated. Taking bicycle traffic flow as the key flow, the critical value is determined and then the signal timing parameters are calculated. Using the signal timing method, the vehicle-bicycle conflict can be lessened and even avoided. The delay of bicycle traffic flow is decreased and operation efficiency of the intersection is increased.

In the title coordination polymer, {[Ag(4)Er(2)(C(6)H(4)NO(2))(5)(C(2)O(4))(2)(NO(3))(H(2)O)]·4H(2)O}(n), each Er(III) atom is coordinated in a bicapped trigonal-prismatic coordination geometry by three O atoms from two isonicotinate (IN) ligands, four O atoms from two oxalate ligands and one O atom from either a nitrate ion or a water mol-ecule, both of which are half-occupied over the same site. One Ag(I) atom has a Y-shaped geometry defined by one N atom from one IN ligand, one O atom from another IN ligand and one O atom from an oxalate ligand. The other Ag(I) atom is coordinated by two IN ligands and one O atom from an oxalate ligand. One of the IN ligands is disordered over an inversion center and forms a bridge between two centrosymmetric Ag(I) ions. Due to the disorder, this IN ligand coordinates to the Ag atom through either the pyridyl N or the carboxyl-ate O atoms. The IN and oxalate ligands link the Er and Ag atoms into a three-dimensional coordination framework. O-H⋯O and C-H⋯O hydrogen bonds are observed in the crystal structure.

In the title coordination polymer, {[Ag4Er2(C6H4NO2)5(C2O4)2(NO3)(H2O)]·4H2O}n, each ErIIIatom is coordinated in a bicapped trigonal–prismatic coordination geometry by three O atoms from two isonicotinate (IN) ligands, four O atoms from two oxalate ligands and one O atom from either a nitrate ion or a water molecule, both of which are half-occupied over the same site. One AgIatom has a Y-shaped geometry defined by one N atom from one IN ligand, one O atom from another IN ligand and one O atom from an oxalate ligand. The other AgIatom is coordinated by two IN ligands and one O atom from an oxalate ligand. One of the IN ligands is disordered over an inversion center and forms a bridge between two centrosymmetric AgIions. Due to the disorder, this IN ligand coordinates to the Ag atom through either the pyridyl N or the carboxylate O atoms. The IN and oxalate ligands link the Er and Ag atoms into a three-dimensional coordination framework. O—H...O and C—H...O hydrogen bonds are observed in the crystal structure.

In the title compound, [PdCl(2)(C(6)H(6)N(2)O(2))(2)], the Pd(II) atom is coordinated in a distorted square-planar geometry by two N atoms from two 4-nitro-aniline ligands and two Cl atoms in a trans arrangement. Inter-molecular N-H⋯Cl hydrogen bonds involving the amino groups and chloride anions lead to a chain along [100]. These chains are further self-assembled into a three-dimensional network through N-H⋯O and N-H⋯Cl hydrogen bonds.