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The localization of a vehicle is an important task in the field of intelligent transportation systems. It is well known that sensor fusion helps to create more robust and accurate systems for autonomous vehicles. Standard approaches, like extended Kalman Filter or Particle Filter, are inefficient in case of highly non-linear data or have high computational cost, which complicates using them in embedded systems. Significant increase of precision, especially in case when GPS (Global Positioning System) is unavailable, may be achieved by using landmarks with known location — such as traffic signs, traffic lights, or SLAM (Simultaneous Localization and Mapping) features. However, this approach may be inapplicable if a priori locations are unknown or not accurate enough. We suggest a new approach for refining coordinates of a vehicle by using landmarks, such as traffic signs. Core part of the suggested system is the Bayesian framework, which refines vehicle location using external data about the previous traffic signs detections, collected with crowdsourcing. This paper presents an approach that combines trajectories built using global coordinates from GPS and relative coordinates from Inertial Measurement Unit (IMU) to produce a vehicle's trajectory in an unknown environment. In addition, we collected a new dataset, including from smartphone GPS and IMU sensors, video feed from windshield camera, which were recorded during 4 car rides on the same route. Also, we collected precise location data from Real Time Kinematic Global Navigation Satellite System (RTK-GNSS) device, which can be used for validation. This RTK-GNSS system was used to collect precise data about the traffic signs locations on the route as well. The results show that the Bayesian approach helps with the trajectory correction and gives better estimations with the increase of the amount of the prior information. The suggested method is efficient and requires, apart from the GPS/IMU measurements, only information about the vehicle locations during previous traffic signs detections.

In this paper, a comparative analysis of the exact and heuristic algorithms presented by the method of branches and boundaries, genetic and ant algorithms, respectively, is carried out to find the optimal solution to the traveling salesman problem using the example of a courier robot. The purpose of the work is to determine the running time, the length of the obtained route and the amount of memory required for the program to work, using the method of branches and boundaries and evolutionary heuristic algorithms. Also, the most appropriate of the listed methods for use in the specified conditions is determined. This article uses the materials of the conducted research, implemented in the format of a computer program, the program code for which is implemented in Python. In the course of the study, a number of criteria for the applicability of algorithms were selected (the time of the program, the length of the constructed route and the amount of memory necessary for the program to work), the results of the algorithms were obtained under specified conditions and conclusions were drawn about the degree of expediency of using one or another algorithm in various specified conditions of the courier robot. During the study, it turned out that for a small number of points  $\leqslant10$, the method of branches and boundaries is the most preferable, since it finds the optimal solution faster. However, when calculating the route by this method, provided that the points increase by more than 10, the operating time increases exponentially. In this case, more effective results are obtained by a heuristic approach using a genetic and ant algorithm. At the same time, the ant algorithm is distinguished by solutions that are closest to the reference ones and with an increase of more than 16 points. Its relative disadvantage is the greatest resource intensity among the considered algorithms. The genetic algorithm gives similar results, but after increasing the points more than 16, the length of the found route increases relative to the reference one. The advantage of the genetic algorithm is its lower resource intensity compared to other algorithms.

The practical significance of this article lies in the potential possibility of using the results obtained for the optimal solution of logistics problems by an automated system in various fields: warehouse logistics, transport logistics, «last mile» logistics, etc.

The work investigates the search for inefficient edges in the model of stable dynamics by Nestrov – de Palma (2003). For this purpose, we prove several general theorems about equilibrium properties, including the condition of equal costs for all used routes that can be extended to all paths involving edges from equilibrium routes. The study demonstrates that the standard problem formulation of finding edges whose removal reduces the cost of travel for all participants has no practical significance because the same edge can be both efficient and inefficient depending on the network’s load. In the work, we introduce the concept of an inefficient edge based on the sensitivity of total driver costs to the costs on the edge. The paper provides an algorithm for finding inefficient edges and presents the results of numerical experiments for the transportation network of the city of Anaheim.

We consider one of the problems of transport modelling — searching the equilibrium distribution of traffic flows in the network. We use the classic Beckman’s model to describe time costs and flow distribution in the network represented by directed graph. Meanwhile agents’ behavior is not completely rational, what is described by the introduction of Markov logit dynamics: any driver selects a route randomly according to the Gibbs’ distribution taking into account current time costs on the edges of the graph. Thus, the problem is reduced to searching of the stationary distribution for this dynamics which is a stochastic Nash – Wardrope equilibrium in the corresponding population congestion game in the transport network. Since the game is potential, this problem is equivalent to the problem of minimization of some functional over flows distribution. The stochasticity is reflected in the appearance of the entropy regularization, in contrast to non-stochastic case. The dual problem is constructed to obtain a solution of the optimization problem. The universal primal-dual gradient method is applied. A major specificity of this method lies in an adaptive adjustment to the local smoothness of the problem, what is most important in case of the complex structure of the objective function and an inability to obtain a prior smoothness bound with acceptable accuracy. Such a situation occurs in the considered problem since the properties of the function strongly depend on the transport graph, on which we do not impose strong restrictions. The article describes the algorithm including the numerical differentiation for calculation of the objective function value and gradient. In addition, the paper represents a theoretical estimate of time complexity of the algorithm and the results of numerical experiments conducted on a small American town.

A new discrete ecological-evolutionary mathematical model is presented, in which the search mechanisms for evolutionarily stable migration routes of fish populations are implemented. The proposed adaptive designs have a small dimension, and therefore have high speed. This allows carrying out calculations on long-term perspective for an acceptable machine time. Both geometric approaches of nonlinear analysis and computer “asymptotic” methods were used in the study of stability. The migration dynamics of the fish population is described by a certain Markov matrix, which can change during evolution. The “basis” matrices are selected in the family of Markov matrices (of fixed dimension), which are used to generate migration routes of mutant. A promising direction of the evolution of the spatial behavior of fish is revealed for a given fishery and food supply, as a result of competition of the initial population with mutants. This model was applied to solve the problem of optimal catch for the long term, provided that the reservoir is divided into two parts, each of which has its own owner. Dynamic programming is used, based on the construction of the Bellman function, when solving optimization problems. A paradoxical strategy of “luring” was discovered, when one of the participants in the fishery temporarily reduces the catch in its water area. In this case, the migrating fish spends more time in this area (on condition of equal food supply). This route is evolutionarily fixes and does not change even after the resumption of fishing in the area. The second participant in the fishery can restore the status quo by applying “luring” to its part of the water area. Endless sequence of “luring” arises as a kind of game “giveaway”. A new effective concept has been introduced — the internal price of the fish population, depending on the zone of the reservoir. In fact, these prices are Bellman's private derivatives, and can be used as a tax on caught fish. In this case, the problem of long-term fishing is reduced to solving the problem of one-year optimization.

Carpooling has gained considerable importance as an effective solution for reducing pollution, mitigation of traffic and congestion on the roads, reduced demand for parking facilities, lesser energy and fuel consumption and most importantly, reduction in carbon emission, thus improving the quality of life in cities. This work presents a hybrid GA-A* algorithm to obtain optimal routes for the carpooling problem in the domain of multiobjective optimization having multiple conflicting objectives. Though the Genetic Algorithm provides optimal solutions, the A* algorithm because of its efficiency in providing the shortest route between any two points based on heuristics, enhances the optimal routes obtained using the Genetic algorithm. The refined routes obtained using the GA-A* algorithm, are further subjected to dominance test to obtain non-dominating solutions based on Pareto-Optimality. The routes obtained maximize the profit of the service provider by minimizing the travel and detour distance as well as pick-up/drop costs while maximizing the utilization of the car. The proposed algorithm has been implemented over the Salt Lake area of Kolkata. Route distance and detour distance for the optimal routes obtained using the proposed algorithm are consistently lesser for the same number of passengers when compared to the corresponding results obtained from an existing algorithm. Various statistical analysis like boxplots have also confirmed that the proposed algorithm regularly performed better than the existing algorithm using only Genetic Algorithm.

This article presents a classification of cities, taking into account their spatial planning and possible transport solutions for cities of various types. It also discusses examples of various strategies for the development of urban public transport in Russia and the European Union with a comparison of their efficiency. The article gives examples of the impact of urban planning on mobility of citizens. To implement complex strategic decisions, it is necessary to use micro and macro models which allow a comparison of situations “as is” and “as to be” to predict consequences. In addition, the authors propose a methodology to improve public transport route network and road network, which includes determining population needs in working and educational correspondences, identifying bottlenecks in the road network, developing simulation models and developing recommendations based on the simulation results, as well as the calculation of efficiency, including the calculation of a positive social effect, economic efficiency, environmental friendliness and sustainability of the urban transport system. To prove the suggested methodology, the macro and micro models of the city under study were built taking into account the spatial planning and other specifics of the city. Thus, the case study of the city of Naberezhnye Chelny shows that the use of our methodology can help to improve the situation on the roads by optimizing the bus route network and the road infrastructure. The results showed that by implementing the proposed solutions one can decrease the amount of transport load on the bottlenecks, the number of overlapping bus routes and the traffic density.

This article describes possible improvements for the simultaneous multi-stage transport model code for speeding up computations and improving the model detailing. The model consists of two blocks, where the first block is intended to calculate the correspondence matrix, and the second block computes the equilibrium distribution of traffic flows along the routes. The first block uses a matrix of transport costs that calculates a matrix of correspondences. It describes the costs (time in our case) of travel from one area to another. The second block presents how exactly the drivers (agents) are distributed along the possible paths. So, knowing the distribution of the flows along the paths, it is possible to calculate the cost matrix. Equilibrium in a two-stage traffic flow model is a fixed point of a sequence of the two described models. Thus, in this paper we report an attempt to influence the calculation speed of Dijkstra’s algorithm part of the model. It is used to calculate the shortest path from one point to another, which should be re-calculated after each iteration of the flow distribution part. We also study and implement the road pricing in the model code, as well as we replace the Sinkhorn algorithm in the calculation of the correspondence matrix part with its faster implementation. In the beginning of the paper, we provide a short theoretical overview of the transport modelling motivation; we discuss current approaches to the modelling and provide an example for demonstration of how the whole cycle of multi-stage transport modelling works.

This work provides a new approach for constructing high-precision routes based on data from transport detectors inside the SUMO traffic modeling package. Existing tools such as flowrouter and routeSampler have a number of disadvantages, such as the lack of interaction with the network in the process of building routes. Our rlRouter uses multi-agent reinforcement learning (MARL), where the agents are incoming lanes and the environment is the road network. By performing actions to launch vehicles, agents receive a reward for matching data from transport detectors. Parameter Sharing DQN with the LSTM backbone of the Q-function was used as an algorithm for multi-agent reinforcement learning.

Since the rlRouter is trained inside the SUMO simulation, it can restore routes better by taking into account the interaction of vehicles within the network with each other and with the network infrastructure. We have modeled diverse traffic situations on three different junctions in order to compare the performance of SUMO’s routers with the rlRouter. We used Mean Absoluter Error (MAE) as the measure of the deviation from both cumulative detectors and routes data. The rlRouter achieved the highest compliance with the data from the detectors. We also found that by maximizing the reward for matching detectors, the resulting routes also get closer to the real ones. Despite the fact that the routes recovered using rlRouter are superior to the routes obtained using SUMO tools, they do not fully correspond to the real ones, due to the natural limitations of induction-loop detectors. To achieve more plausible routes, it is necessary to equip junctions with other types of transport counters, for example, camera detectors.

The study of the mechanism for the development of mass panic in view of its extreme importance and social danger is an important scientific task. Available information about the mechanism of her development is based mainly on the work of psychologists and belongs to the category of inaccurate. Therefore, the theory of fuzzy sets has been chosen as a tool for developing a mathematical model of a person's susceptibility to panic situations. As a result of the study, an fuzzy model was developed, consisting of blocks: “Fuzzyfication”, where the degree of belonging of the values of the input parameters to fuzzy sets is calculated; “Inference” where, based on the degree of belonging of the input parameters, the resulting function of belonging of the output value to an odd model is calculated; “Defuzzyfication”, where using the center of gravity method, the only quantitative value of the output variable characterizing a person's susceptibility to panic situations is determined Since the real quantitative values for linguistic variables mental properties of a person are unknown, then to assess the quality of the developed model, without endangering people, it is not possible. Therefore, the quality of the results of fuzzy modeling was estimated by the calculated value of the determination coefficient R2, which showed that the developed fuzzy model belongs to the category of good quality models $(R^2 = 0.93)$, which confirms the legitimacy of the assumptions made during her development. In accordance with to the results of the simulation, human susceptibility to panic situations for sanguinics and cholerics can be attributed to “increased” (0.88), and for phlegmatics and melancholics — to “moderate” (0.38). This means that cholerics and sanguinics can become epicenters of panic and the initiators of stampede, and phlegmatics and melancholics — obstacles to evacuation routes. What should be taken into account when developing effective evacuation measures, the main task of which is to quickly and safely evacuate people from adverse conditions. In the approved methods, the calculation of normative values of safety parameters is based on simplified analytical models of human flow movement, because a large number of factors have to be taken into account, some of which are quantitatively uncertain. The obtained result in the form of quantitative estimates of a person's susceptibility to panic situations will increase the accuracy of calculations.