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Journal of Advanced Transportation
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Route Redundancy-Based Network Topology Measure of Metro Networks
Weiwei Jing,1 Xiangdong Xu,1 and Yichao Pu2
1The Key Laboratory of Road and Traffic Engineering, Ministry of Education, Tongji University, Shanghai 201804, China
2Shanghai Shentong Metro Group, Shanghai 201103, China
Correspondence should be addressed to Xiangdong Xu; nc.ude.ijgnot@uxgnodgnaix
Received 4 April 2019; Accepted 28 May 2019; Published 3 July 2019
Academic Editor: David Llorca
Copyright © 2019 Weiwei Jing et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.
The metro system plays a very important role in the urban multimodal transportation system, yet it is susceptible to accidents. A well-designed metro system needs to provide alternative routes to travellers both in the disruptive events and the normal operating conditions for providing rerouting opportunities and balancing crowded lines. This paper provides a new dimension of assessing metro network performance—travellers' route redundancy (or route diversity), which is defined as the number of behaviourally effective routes between each origin-destination (O-D) pair in the network. The route redundancy of metro network is evaluated by statistical indicators of the distribution of the O-D-level number of effective routes. Compared with the existing connectivity and accessibility measures of topology network performance, route redundancy is also based on the topology network, but it takes the travellers' route choice into consideration. Specifically, the effective routes between each O-D pair would provide disaggregated information from the travellers' perspective. Case studies in four metropolises in the world, i.e., Shanghai, Beijing, London, and Tokyo, are conducted to examine the predisaster preparedness of the four metro networks explicitly from the perspective of route redundancy. The results indicate that the London metro network has the best route redundancy performance in terms of the statistical indicators of the distribution of the O-D level number of effective routes. Furthermore, the results of route redundancy are compared with typical measures of topology network performance in terms of measuring connectivity and accessibility of metro networks. Their differences are attributed to the fact that the route redundancy measure considers the travellers' O-D-level route choice beyond the pure network topology and the shortest path considerations of the existing measures. The route redundancy proposed in this paper could assist in evaluating the predisaster preparedness of current or planning metro networks from O-D level to network level.
The metro system is becoming a priority choice to mitigate the traffic pressure in many cities, due to its promising advantages such as large capacity, high efficiency, low energy consumption, low pollution, and land resource saving [1]. As of July 2018, as summarized in Wikipedia [2–4], about 180 cities in 54 countries have opened their metro systems, and 40 cities are planning to open a metro system in the future. With the development of economy and technology, metro systems are developing towards high density, high efficiency, and networking [5]. In China, metro systems have received a rapid development in past decades, and 35 cities have opened their metro systems with a total distance of 4,898 kilometres by July 2018. For example, in Shanghai, there are 16 metro lines and 395 stations in operation with the total mileage of 673 kilometres. On the other hand, the metro ridership also continues to increase significantly. For example, in the Beijing metro system, the average daily ridership has a breakneck growth since 2008, and the maximum daily ridership has exceeded 13 million by July 2018.
Accidents (e.g., collapse, leak, terrorist attack, fire, and suicide) frequently occur in metro networks [6]. When an accident causes the failure of a station, it would affect not only the individual metro line but also multiple lines or even the whole network [7]. Since the metro network is susceptible to disruptions, measuring its performance under uncertainties has attracted a lot of attention from both researchers and practitioners. Recently, network resilience is being increasingly considered to be an important aspect of network performance or network behaviour following disruptions [8–10]. Resilience is often used in association with several threatening events, which may show critical and catastrophic phases such as terrorist attacks and natural disasters [11]. The White House [12] defined resilience as the ability to prepare for and adapt to changing conditions and withstand and recover rapidly from disruptions. Resilience engineering offers a much broader sociotechnical framework to cope with infrastructure threats and disruptions by focusing on three aspects: readiness and preparedness, response and adaptation, and recovery and adjustment [13].
According to Bruneau et al. [14], resilience can be characterized by the four "R's" concept: redundancy, robustness, resourcefulness, and rapidity. Redundancy is one of the key dimensions of resilience [15], which is defined as "the extent to which elements, systems, or other units of analysis exist that are substitutable". A resilient network should be redundant as redundancy reflects the predisaster preparedness of a network. In other words, a redundant network would provide alternative choices to reduce the impact of disruptions [16, 17]. Note that the redundancy evaluation of the metro network is different from the vulnerability analysis, which focuses on the consequences caused by disruptions or incidents. Interested readers are directed to the book by Taylor [10] which charts the development and a comprehensive overview of transportation network vulnerability analysis. However, very limited attention has been paid to the redundancy of public transportation networks, as shown by the more detailed reviews to be presented in Section 2.
This paper provides a new dimension of metro network performance assessment—travellers' route redundancy, which is measured by the distribution characteristics of the number of effective routes (or paths) between each O-D pair in a metro network. The route redundancy describes the O-D effective connections explicitly from the users' perspective. We should point out that route redundancy is still based on the topology network, but it could offer more behavioural information than the typical topology network-based measures such as the measures aggregated from the node level (e.g., degree, clustering coefficient) and the measures based on the shortest paths (e.g., diameter, network efficiency). Specifically, it can not only provide disaggregated information from O-D level, but also quantify the number of behaviourally effective alternatives considering that the travellers may not always choose the shortest paths in reality. By looking at four metro networks, i.e., Shanghai, Beijing, London, and Tokyo, we examine the performance of metro networks based on the concept of route redundancy. Furthermore, the differences and relationships between the route redundancy-based measure and the typical topology network measures will be discussed based on the four metro networks.
Redundancy reflects the predisaster preparedness of a network for combatting vulnerability. Therefore, with the networking development of metro systems, a well-designed metro network needs to provide alternative routes for travellers as much as possible under the occurrence of accidents. Also, alternative routes are needed to split the passenger flow of congested segments/lines under normal operating conditions. Hence, it is necessary to have a deep understanding of the route redundancy (or route diversity) of metro networks. Following Xu et al. [18], we customize the definition of route redundancy to metro networks as the number of behaviourally effective routes (or paths) available for passengers between any two stations in the metro network. The assessment of route redundancy could help to evaluate the predisaster preparedness of the current metro network or the planned scheme, and also offer the information of alternative routes to assist metro managers in rerouting passengers in a highly congested or disruptive event. Note that this paper only focuses on the route redundancy from the travellers' perspective, i.e., the first dimension of transportation network redundancy proposed by Xu et al. [18]. The second dimension (i.e., network spare capacity from the planners' perspective) of metro network redundancy will be related to the station capacity and line capacity, which itself is more complex than the first dimension. When the operation and scheduling data are available, the second dimension could also be further measured.
The reminder of this paper is organized as follows. The studies on redundancy and network topology are introduced in Section 2. In Section 3, we provide the definition and computational method of route redundancy. In Section 4, we examine the route redundancy of four metropolitan metro networks and discuss the differences and relationships between the route redundancy and the typical topology network measures. Conclusions are summarized in Section 5.
The studies on redundancy and network topology of transportation networks are reviewed in this section.
2.1. Redundancy
In a broad picture, redundancy is an important topic in systems engineering. In reality, many infrastructure and safety-critical systems require redundancy design such as the water distribution networks [19] and the aircraft door management systems [20]. The concept of redundancy has also been applied in the transportation systems as one of the measures of resilience. Berdica [21] defined redundancy in transportation systems as the existence of numerous optional routes/means of transport between origins and destinations that can result in less serious consequences in case of a disturbance in some part of the system. Immers et al. [22] described the redundancy of road network as sufficient spare capacity which could avoid the degradation in the quality of service. Freckleton et al. [23] defined redundancy as the ability of a traveller to adjust routes as necessary to detour around the affected sections of the network under disruptions. Actually, the concept of redundancy has been widely studied but there is no consensus definition for transportation networks, which comes down to two aspects: the number of alternatives and the network spare capacity (e.g., [10, 18, 24, 25]). For quantifying the redundancy of transportation networks, El-Rashidy and Grant-Muller [25] proposed a redundancy index of various nodes in road networks covering the static aspect of redundancy (i.e., alternative paths) and the dynamic feature of redundancy (i.e., the availability of spare capacity under different network loading and service levels). In their redundancy model, the entropy concept was adopted to measure the configuration of a system and to model the uncertainties inherent in road networks. However, the entropy concept may not be intuitive to travellers, who do care about the existence of optional routes/means. Xu et al. [18] developed two network-based measures for systematically characterizing the redundancy of transportation networks: one is travel alternative diversity from travellers' perspective to address the question of "how many effective redundant alternatives are there for travellers?" and the other one is network spare capacity from planners' perspective to address the question of "how much redundant capacity does the network have?"
The above redundancy studies are mainly conducted for road networks. For public transportation networks, Jenelius and Cats [26] developed a methodology for evaluating the value for robustness and redundancy of extending the public transportation network. The value of redundancy of the network extension was defined as the value of robustness (i.e., the change in passenger welfare under network disruptions in the extended network compared to the baseline network) minus the difference in welfare under normal conditions in the extended network compared to the baseline network. However, in case of disruptions, the travellers' inconvenience significantly depends on the availability of alternative travel options, i.e., the amount of redundancy in the network. Yang et al. [7] applied the route diversity index (i.e., the simple average number of reasonable routes between all O-D pairs) of Xu et al. [18] to analyse the route diversity of the Beijing metro network and to identify the vulnerable stations. Yang et al. [7] simply considered the reasonable/efficient routes in defining the route diversity. For improving the realism of route redundancy in metro networks, in this paper, we consider not only efficient routes but also not-too-long routes (termed as effective routes). To a certain degree, this modelling captures both network topology and travellers' route choice behaviours (via the route cost constraint). In addition, the transfer costs at transfer stations are explicitly modelled in metro networks, which is a significant difference between road networks and metro networks.
2.2. Measures of Topology Network Performance
In the past decades, many scholars (e.g., [27–30]) have examined the metro network performances from the viewpoint of graph theory and complex network by focusing on the topological properties of metro networks. The small-world property and scale-free pattern are considered as significant network topological properties, which are also well-studied in metro networks. Small-world effect is referred to as a high clustering and small average shortest path length ([31, 32]), and a scale-free network is defined as the network with a nodal degree distribution following the power law distribution ([32]). For example, Latora and Marchiori [33] analysed the small-world property of Boston subway network; Derrible and Kennedy [34] demonstrated that most metros are small-worlds and scale-free by looking at 33 metro systems.
Besides, many metrics have been proposed to measure the performances of topology networks. According to Grubesic et al. [35] and Zhang et al. [36], these metrics could be divided to connectivity and accessibility measures of the network topology. Typical network performance measures based on topology network are summarized in Table 1. On the one hand, the connectivity measures (e.g., Alpha, Beta, and Gamma indices, average degree, cyclomatic number, and clustering coefficient) are used to assess the connectedness. For these measures, Alpha, Beta, and Gamma indices represent the connectivity and complexity of a network. Specifically, Alpha index is expressed by the ratio of the number of cycles to the maximum number of cycles; Beta index represents the relationship between the number of links and the number of nodes; and Gamma index quantifies the relationship between the number of links and the maximum possible number of links [36]. The node degree measures the number of links converging to each node [37]. The cyclomatic number calculates the number of cycles (or loops), which has been proposed as a topology metric to evaluate the total number of alternatives from the aggregated perspective of the whole network ([34, 36]). The clustering coefficient, known as transitivity, represents an alternative possibility as it measures the overall probability for the network to have interconnected adjacent nodes ([25, 37]). On the other hand, the accessibility measures of network topology, such as diameter and average shortest path length, are directly related to the shortest paths. Network efficiency measures the travel efficiency of passengers between two nodes ([38]). Node betweenness characterizes the centrality of nodes, which could reflect the role of nodes in the network ([39]). These measures have been widely extended to consider passenger flows, route choice, etc. and applied to the robustness and vulnerability analysis of metro networks ([34, 40–46]).
Table 1: Typical network performance measures based on topology network ([35–37]).
Compared with these typical measures, the number of redundant effective routes in this paper is still based on the topology network. However, it is evaluated for each O-D pair, which can provide disaggregate information (e.g., the number of behaviourally effective routes) explicitly from the travellers' perspective. On the one hand, taking the travel choice behaviour into account, the number of effective routes measures the network redundancy from the disaggregate O-D level, while the connectivity measures listed in Table 1 are based on the number of nodes and edges or aggregated from the node level to the network level. On the other hand, route redundancy represents a set of alternative choices provided to travellers. As travellers might not choose the shortest paths in reality ([30, 47, 48]), the number of effective routes would provide more information than the above accessibility measures based on the shortest paths.
In this section, we provide the definition, measure, and computational method of route redundancy in metro networks.
3.1. Definition and Measure of Route Redundancy
As summarized in Section 2.1, although there is no consensus definition on the network redundancy, the availability of alternative paths in a network is widely accepted to be a measure of redundancy (e.g., [10, 18, 24, 25]). Xu et al. [18] proposed two network-based measures (i.e., travel alternative diversity and network spare capacity) to model transportation network redundancy. They defined travel alternative diversity as the existence of multiple modes and effective routes available for travellers or the number of effective connections between a specific O-D pair. For quantifying the number of alternatives in the metro network, we customize this concept to the route redundancy of metro networks with station transfer costs, i.e., the number of behaviourally effective routes available for passengers between any two stations in the metro network. Travellers may not treat all simple paths as their usable paths. Following Xu et al. [18], we consider two requirements of effective route: efficient path and not-too-long path.
(1) Efficient Path. Dial [49] defined the efficient path as follows: if a path only consists of links that take network users further away from the origin, it is an efficient path. Consider a directed graph G = (N, A), where N and A are the set of nodes and directed links, and R and S are the set of origins and destinations, respectively. All links on an efficient path should satisfywhere and are the shortest cost from origin r to (the head node of link a) and (the tail node of link a), respectively.
(2) Not-Too-Long Path. Typically, passengers prefer not-too-long paths with an acceptable travel cost as their reasonable alternative paths when the primary or secondary path is not available under disruptions. Hence, the following length constraint [50] is introduced to guarantee that all links are reasonable enough relative to the shortest path. where is the cost (or travel time) of link a; is the set of links on path k; is an allowable or acceptable elongation ratio of considering link a with respect to origin r. By constraining the length of each link, we can guarantee that the total cost of a path has the following upper bound:where is the cost of path k; and are the shortest cost from origin r to r and to destination s, respectively; and is the maximum of . According to Leurent [50], can be set as 1.6 for interurban studies or between 1.3 and 1.5 for urban studies. In this paper, we set as 1.5 for each link to constrain the length of paths in metropolitan metro networks. Thus, in the measure of route redundancy, we only consider the paths whose lengths do not exceed 2.5 times the shortest path cost between each O-D pair. Without this requirement, the route redundancy will be significantly overestimated, leading to an optimistic assessment.
When considering the path costs, the transfer time at transfer stations from one line to another line cannot be ignored. Passengers usually prefer paths with fewer interchanges and shorter travel time, so the transfer time would affect passengers' path acceptance or choice. In this study, Space L representation is applied to describe the network topology of metro networks, which treats stations as nodes and links between consecutive stations as edges [51]. Furthermore, we add virtual stations and links to represent the transfer time. For example, consider the metro network shown in Figure 1(a), which consists of 2 lines, 9 stations, and 8 two-way links. Passengers can transfer between line 1 and line 2 at station D. We can introduce virtual stations D1 and D2, as shown in Figure 1(b), where the link length between D1 and D2 represents the transfer time or disutility at station D. Therefore, the original network G (9, 16) can be represented by a directed graph G (10, 18).
Figure 1: Metro network representation.
We should point out that passengers still treat the transfer station as a single station. Therefore, we need to map the route redundancy calculated in the represented network back to the route redundancy of the original network by merging the virtual stations. The merging principle is that the number of effective paths between a nontransfer station and a transfer station is equal to the number of effective paths between the nontransfer station and the nearest virtual station of the transfer station. For example, the route redundancy of O-D pair (A, D) in Figure 1(a) is represented by the number of effective paths between A and D1 in Figure 1(b), and the route redundancy of O-D pair (F, D) is represented by the number of effective paths between F and D2.
3.2. Computational Method of Route Redundancy
In this section, the computational method of calculating the number of effective paths between each O-D pair is presented. Meng et al. [52] developed a polynomial-time combinational algorithm to compute the number of efficient paths between any two nodes without path enumeration and storage. Xu et al. [18] further extended it to consider the not-too-long path constraint. This algorithm consists of two parts: constructing the subnetwork Gr = (Nr, Ar) for each origin r, where Nr and Ar are the set of nodes and links in the subnetwork; computing the number of effective paths from origin r to all nodes in the subnetwork. The detailed procedure is presented as follows:
(1) Construct the Subnetwork for Each Origin r. Perform the Dijkstra's shortest path algorithm to obtain the shortest cost cr(n) from origin r to all the other nodes n (nr). Then, remove the links that satisfy or from the link set A. This step is to guarantee the satisfaction of efficient paths and not-too-long paths in defining the route redundancy.
(2) Calculate the Number of Effective Paths from Origin r to All Nodes in the Subnetwork. Firstly, we initialize the node adjacent matrix () by setting = 0 for each origin . For the links in the set Ar (i.e., ), we set =1. Then, we perform the following operation to calculate the number of effective paths between any node pair in Nr. for for for end end end
Finally, the number of effective paths between O-D pair (r, s) can be calculated as follows: for all O-D pair (, ) end
Remark. The above procedure of calculating the number of effective paths in the subnetwork Gr has a polynomial-time complexity, which involves three nested layers. The principle of this algorithm can be explained as follows:where is the p-power matrix of the adjacent matrix U, and is equal to the number of paths between O-D pair (r, s) consisting of p-1 intermediate nodes on these paths. Therefore, p-1 equals the total number of nodes in the network minus 2. The number of paths between O-D pair (r, s) is equal to the total number of directed paths without intermediate node (i.e., U1), paths with one intermediate node (i.e., U2), and paths with two intermediate nodes (i.e., U3), till paths with p-1 intermediate nodes (i.e., Up). This guarantees the correctness of the above algorithm for counting all the effective paths between each O-D pair.
Note that the number of effective paths between each O-D pair is the O-D level measure, while the network-level route redundancy should aggregate the distribution of the O-D-level number of effective paths. In this paper, the statistical indicators of the above distribution will be considered to evaluate the network-level route redundancy, e.g., maximum value, minimum value, the average number of effective paths, median and standard variance of the distribution, and the proportion of O-D pairs with only 1 effective path. In addition, instead of the shortest path length, the length of effective alternative paths could also be considered as the accessibility measures.
4. Case Study
In this section, we examine and compare the route redundancy of four metro networks, i.e., Shanghai, Beijing, London, and Tokyo. Furthermore, the results of topology network measures will be presented, and the differences and relationships between the route redundancy and the typical topology network measures (i.e., the connectivity measures and accessibility measures summarized in Table 1) will be discussed.
4.1. Four Metropolitan Metro Networks
Four well-networked metro systems are analysed in this paper: Shanghai (excluding Maglev line), Beijing (excluding airport line), London (including underground, overground, and Transportation for London (TfL) rail), and Tokyo (including subway and some main private rail lines). These four metro networks are shown in Figure 2. Table 2 further presents the basic information of each metro network. Note that the operation time between any two stations is obtained from their official websites. The transfer time of Shanghai and Beijing metro networks are also obtained from their official websites, and the transfer time of London and Tokyo metro networks is set to 5 min due to the data unavailability, which is the average transfer time of the Shanghai metro network.
Table 2: Basic information of the four metro networks.
Figure 2: Topologies of the four metropolitan metro networks.
According to Table 2, among the four metropolitan cities, the London metro network has the largest number of stations (i.e., 381 stations), while the Shanghai metro network has the largest total line length. The Tokyo metro network has the smallest number of stations as well as the total line length. In terms of transfer stations, the Tokyo network has the most transfer stations among the four networks. The number of nontransfer stations accounts for 73.15% in Tokyo, which is the smallest among the four networks. Meanwhile, there are 6 four-line and 3 five-line transfer stations in the Tokyo network, which are larger than those in the London network, while the Shanghai and Beijing networks do not have five-line transfer stations.
4.2. Route Redundancy Results
Using the computational method in Section 3.2, we can obtain the number of effective paths between each O-D pair. Since the four metro systems have different network scales, the proportion of O-D pairs with each number of effective paths is calculated for a fair comparison. Figure 3 shows the distributions of the number of effective paths among all O-D pairs in each network. Their statistical indicators are also presented in Table 3.
Table 3: Statistical indicators of route redundancy distribution.
Figure 3: Distributions of the number of effective paths (the histogram in the middle of each figure shows the detailed distribution of the number of effective paths).
One can see that all O-D pairs in the four metro networks have at least one effective path. The Tokyo metro network has at most 58 effective paths between two stations, while the Beijing metro network only has at most 14 effective paths between two stations and Shanghai has at most 13 effective paths. The Beijing and Shanghai metro networks have more than 70% of the O-D pairs with only 1 effective path, while Tokyo has 66.23% and London has 56.60% of the O-D pairs with only 1 effective path. This means that passengers of more than 70% of the O-D pairs have no other effective alternatives for their metro trips in Shanghai and Beijing, while more than 40% of the O-D pairs in the London network and more than 30% of the O-D pairs in the Tokyo network have other effective alternatives. Also, the average numbers of effective paths in the Shanghai and Beijing networks are much smaller than 2 (i.e., 1.47 and 1.50), while there are 2.31 and 1.93 in London and Tokyo, respectively. The Shanghai and Beijing metro networks have a more concentrated distribution of the number of effective paths as indicated by their smaller average value and standard deviation, while the London and Tokyo metro networks have more diversely distributed route redundancy with a larger average value and standard deviation. As we mentioned before, the existence of more effective paths between an O-D pair means that there are more rerouting opportunities under both normal operations and disruptive events. The travellers' inconvenience generated by disruptions and congestions can be reduced by the availability of alternative effective paths, i.e., route redundancy in the network. Overall, the London metro network has more route redundancy (i.e., predisaster preparedness) than the Tokyo metro network; the Shanghai and Beijing metro networks have similar performance of route redundancy, which have less route redundancy than the London and Tokyo metro networks.
The number of effective paths between any two stations characterizes the route redundancy of metro networks at the O-D level. It is also meaningful to know how many effective paths originating from a station and going to a station. Therefore, the effective connection of each station can be measured. This information is related to the accessibility of metro stations and can be used in business and residential location decisions. We further define the station-level route redundancy index (SRI) as the average number of effective paths originating from and going to a station. As there is at least one effective path from a station and one effective path to a station, SRI is not less than 2. The formulation of SRI is as follows:where is the number of effective paths from station i to station j; is the total number of stations in the metro network. The distributions of SRI of the four networks are shown in Figure 4. We can observe that the station-level route redundancy of the Shanghai and Beijing metro networks are highly concentrated in the interval of with an average SRI of 2.95 and 2.99, respectively. The London and Tokyo metro networks have a larger range of SRI (i.e., from 2 to 11 and from 2 to 8). Both of London and Tokyo are mostly concentrated in the interval of , but the London network has more stations with SRI being greater than 5. Therefore, the average SRI of London (i.e., 4.62) is the highest among the four cities. Overall, the distribution of SRI is consistent with the distribution of the O-D-level number of effective paths shown in Figure 3 and Table 3. This further verifies the promising route redundancy performance of the London and Tokyo metro networks.
Figure 4: Distributions of station-level route redundancy index.
4.3. Comparison of Route Redundancy and Other Measures
The results in Section 4.2 show that the London metro network has the best performance in the O-D-level and station-level route redundancy compared with the Tokyo, Shanghai, and Beijing metro networks. As summarized in Table 1, the typical network performance measures based on the topology network can be divided into two categories: connectivity measures and accessibility measures. The route redundancy is also based on the topology metro network. Below we discuss the difference and relationship between the route redundancy and these typical measures using the above four metro networks.
(1) Route Redundancy versus Connectivity Measures. Table 4 presents the results of connectivity measures of the four metro networks. In terms of the Alpha index, Beta index, and Gamma index, the decreasing sequence is Tokyo, Shanghai, London, and Beijing, which means that the Tokyo metro network has the best connectivity among the four networks. Among the three indices, Alpha index is equal to the ratio of the number of cycles to the maximum possible number of cycles in a network. The result of the cyclomatic number shows that the Tokyo network has the largest number of cycles (i.e., 66 cycles) among the four metro networks, and London has more cycles than Shanghai and Beijing. The result difference between the Alpha index and the cyclomatic number is due to the larger number of stations in the London metro network than Shanghai and Beijing. The average degree and clustering coefficient are both node-level metrics. For a single line, the degree of most of stations is 2 except for the beginning and ending nodes. The degree of transfer stations in a network is usually greater than 2. The average degrees of the four metro networks are all between 2 and 3, and the largest one is also in the Tokyo network as the transfer stations account for the largest proportion. The clustering coefficient describes the degree to which nodes in the network tend to cluster together. The results show that the clustering coefficient of the four networks are all close to 0. The Tokyo network is the highest, and the nodes of the London network are more clustered than Shanghai and Beijing. Overall, the Tokyo metro network has the best connectivity, which is the most complex one among the four metro networks. The values of connectivity measures of the Beijing metro network are the lowest. The London metro network has more cycles and its nodes are more clustered than Shanghai, but the other four measures indicate that Shanghai has slightly better connectivity than London.
Table 4: Connectivity measures of the four metro networks.
Among the typical measures of network connectivity, Alpha index, Beta index, Gamma index, and the cyclomatic number are calculated based on the number of nodes and the number of edges; the average degree and the clustering coefficient are aggregated from the node-level metrics to the network level. These measures are mainly related to the network structure. In contrast, the route redundancy measure proposed in this paper is able to consider passengers' route choice besides the network topology and is aggregated from the O-D level, which could explicitly reflect alternative routes information (besides the shortest path only) for each O-D pair. Therefore, although the London metro network does not have the best topological connectivity as shown in Table 4, it could provide more alternative routes for travellers than the other three metro networks as shown in Section 4.2.
(2) Route Redundancy versus Accessibility Measures. The results of accessibility measures are provided in Table 5. As introduced in Section 2.2, diameter and average shortest path length are directly related to the shortest paths. The Shanghai metro network has the largest diameter (i.e., 152), which is about two times the Tokyo metro network. Both Beijing and London also have diameters greater than 100. The average shortest path length of Tokyo is the lowest (i.e., 14.9963) and the other three networks have the average shortest path length, greater than 23. This means that travellers of each O-D pair should take at least an average of 23 minutes in Shanghai, Beijing, and London metro networks. Therefore, the network efficiency of the Tokyo network is much higher than the other three networks, as network efficiency is calculated by the harmonic mean of the length of all the shortest paths in the network. Compared to the above three measures, the average node betweenness is a node-level measure quantifying the importance of each node, which is also related to the shortest paths. For the London metro network, each node would be passed by the shortest paths of around 6,641 O-D pairs on average, while this number is less than 5,000 for the other three networks. It indicates that the nodes in the London metro network tend to be more important as they would be passed by more shortest paths. In summary, similar to the connectivity results, the Tokyo metro network also has the best accessibility performance among the four networks, as shown by the smaller diameter, shorter path length, and higher network efficiency. As to the average node betweenness, the nodes in the Tokyo metro network are also less important than the other three networks. The Shanghai, Beijing, and London networks have a similar accessibility performance but the nodes of the London metro network tend to be more important.
Table 5: Accessibility measures of the four metro networks.
The accessibility measures, i.e., diameter, average shortest path length, network efficiency, and node betweenness, are calculated based on the shortest path of each O-D pair (Table 5). Empirical studies (e.g., [30, 47, 48]) have shown that travellers may not always select the shortest path due to many reasons such as perception error and multicriterion consideration (e.g., [53]). Considering this behaviour realism, this paper explicitly captures the number of effective alternative paths with travel costs constraints. Although the number of effective paths cannot directly reflect the distance or efficiency of a network, the concept of effective path could be further applied to measure the network accessibility by replacing the shortest paths. Therefore, although the Tokyo metro network has the best accessibility, it has fewer effective alternatives for travellers than the London metro network.
Overall, the results of connectivity and accessibility measures are quite different from the results of route redundancy. Among the four metro networks, the Tokyo metro network has better connectivity and accessibility, while the London metro network has more route redundancy. The main reason is that the route redundancy measure considers the O-D-level travellers' route choice (i.e., efficient route and not-too-long route) beyond the pure network topology (as in the connectivity measures) and the shortest path (as in the accessibility measures) considerations.
In this paper, we provided a new dimension of metro network performance explicitly from travellers' perspective—route redundancy/diversity. The route redundancy was defined as the number of behaviourally effective paths (i.e., efficient and not-too-long paths) between two stations, which reflects the predisaster preparedness of the metro network. Based on the O-D level route redundancy, we further defined the station-level route redundancy as the average number of effective paths originating from or going to a station. For presenting the characteristics of this measure, route redundancy of four dense metropolitan metro networks, i.e., Shanghai, Beijing, London, and Tokyo, were examined. As the route redundancy proposed in this paper is still based on the topology network, the results of typical measures of topology network performance, including connectivity and accessibility, were presented to discuss the differences and relationships between the route redundancy and these typical measures.
The route redundancy results indicated that the London metro network has the best route redundancy performance in terms of the mean and standard deviation of the number of effective paths between an O-D pair as well as the proportion of O-D pairs with only 1 effective path. The average number of effective paths of the Tokyo network is less than London, even if the maximum number of effective paths of Tokyo is the largest. In case of normal operations or disruptions, the London metro network would provide the most rerouting opportunities for travellers among the four networks. Both of the Shanghai and Beijing metro networks have less route redundancy than the London and Tokyo metro networks, as there are fewer effective alternatives for travellers in the Shanghai and Beijing networks. According to the results of typical topology network performance measures, the Tokyo metro network has the best connectivity and accessibility performances among the four networks. The differences between the route redundancy and these typical connectivity and accessibility measures are attributed to the following two reasons: on the one hand, compared with the measures based on the number of nodes and edges or aggregated from the node level to the network level, route redundancy provides disaggregate O-D level information and takes the travellers' route choice behaviour into account. On the other hand, compared with the measures related to the shortest paths, the route redundancy explicitly captures the number of behaviourally effective alternative paths with travel costs constraints, which is more consistent with the empirical observation that in reality travellers may not always select the shortest path.
There are some limitations in this paper that should be addressed in future research.(i)Based on the data of actual disruptions or agent-based simulations, the route redundancy measure proposed in this paper could be applied to examine the network performance under disruptions and to justify the vulnerability analysis results of metro networks. Using the concept of route redundancy, we can further identify which stations (i.e., critical stations) have the largest impact on the route redundancy of a metro network (e.g., [54, 55]). The identification of critical stations could assist in the resource allocation for strategically protecting the metro network and the decision-making for emergency evacuation planning.(ii)It is interesting to examine the redundancy of a multimodal transportation network, which would provide not only alternative routes (i.e., route redundancy proposed in this paper) but also alternative travel modes for travellers.(iii)This paper only examined the route redundancy dimension of network redundancy. To provide a more comprehensive assessment, the network capacity dimension of metro network redundancy could also be modelled and examined by considering both travellers' and planners' perspectives.
The data used to support the findings of this study are available from the corresponding author upon request. The networks and operation time of Beijing, Shanghai, London, and Tokyo metro systems are accessed at http://www.bjsubway.com, http://service.shmetro.com, https://tfl.gov.uk/, and https://www.tokyometro.jp/index.html, respectively.
This research was supported by the National Natural Science Foundation of China (71890970/71890973) and Fundamental Research Funds for the Central Universities of China. These supports are gratefully acknowledged.
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text:
Den 58. nordlige breddekreds (eller 58 grader nordlig bredde) er en breddekreds, der ligger 58 grader nord for ækvator. Den løber gennem Europa, Asien, Stillehavet, Nordamerika og Atlanterhavet.

Se også
 57. nordlige breddekreds
 59. nordlige breddekreds

Breddekredse

redpajama_set_name: RedPajamaWikipedia


We are currently offering 4 sizes of Cloisonné beads. They are hand painted in the Orient by skilled Artisans. Each of these beautifully painted beads is its own unique masterpiece. Click on the style you want to view all available colors, quantities, and prices. There is never a minimum order and free shipping is available!
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Lastly, Hanna Husberg (Akademie der Bildenden Künste, Vienna, artist) and Agata Marzecova (Tallinn University, environmental sciences) gave a lecture-performance with a complementary paper presentation on the sensory experiences of smog (in Beijing). Their contribution highlighted how sensory experiences are shaped through sensing technologies, methods of measurement and indices. By articulating a multi-sensorial artistic intervention also re-introducing the voices of people articulating their subjective affection by smog, they called for exploring new forms of collectively engaging with urban air beyond the current mode of algorithmic governance.


Having good credit is vital to any business, so it's vital to start building yours from the moment you decide to start your business.[cite::219::cite] But, because business credit is different from personal credit, you'll need a strategy. That starts with an understanding of what business credit is all about.
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text:
Be Art
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16th, 17th, 18th and 19th century art
Crafts and Professions
Cobra, similar to ...
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Marek Halter is a French/Jewish/Polish artist who was born in Warsaw, Poland in 1936. During World War II, he and his parents escaped from the Warsaw Ghetto and fled to the Soviet Union. He spent the rest of the war in Ukraine, Moscow and finally in Kokand, Uzbekistan. In 1945 he was selected to travel to Moscow to donate flowers to Joseph Stalin. In 1946 the family returned to Poland and in 1950 they emigrated to France, where they settled in Paris. He returned to Poland with his family in 1946, but left for Paris in 1950, when he was fourteen, and studied pantomime under Marcel Marceau. He was admitted to the Ecole nationale des beaux-arts to study painting. In 1954 he received the International Prize from Deauville and also received a prize at the Biennale d'Ancone. His first international exhibition was in Buenos Aires in 1955, and he stayed in that city for 2 years and returned to France in 1957 where he was engaged in political journalism and advocacy. In 1991 Halter organized the French College in Moscow. As of 2007, he remained the president of the college. Halter has also been the subject of controversy in recent years. French magazines Le Point and Le Nouvel Observateur have accused him of lying about different parts of his life. (Wikipedia)
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Grape Hull Preserves: We love the taste of grapes and if you do too, you'll l like this preserve. It's named "grape hull" because it still has a few remnants of the hulls in the preserves which to me adds texture and body to it. I like it, it's a true "old times" kind of jelly that's not found around much anymore. Give it a try as a glaze on meat, on a P B & J sandwich, or on your morning toast or bagel.
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With a sigh of incredible relief, Vince Carter slid the cardkey into the lock and pushed open the door to his penthouse suite at the Grand Hyatt in downtown D.C. It was early morning on Friday, Feb. 9, and all he wanted to do was sleep. Only thing was, his king-sized Serta was blanketed Muggsy-deep with roses. Sunshine-yellow roses. At the foot of the bed was a plain white card, which read, simply: "Thanks in advance for Sunday." Instead of a signature, there was just a numeral 8. Shaking his head, Carter kicked off his shoes, tossed the card in the trash and fell asleep on the couch.
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Commercial electricians come with the knowhow and experience of handling larger commercial buildings. So, if it were a new construction, then all electrical services starting with cabling, wiring, and installing the switches, switchboards, setting up safety gear, installing security features and CCTVs, installing panels, circuit breakers and ensuring that the power, lighting and heating units in a building are all set-up and in proper working conditions is what a commercial electrician endeavours to do.
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text:
Lillesjön är en sjö i Vänersborgs kommun i Dalsland och ingår i . Sjön har en area på  kvadratkilometer och ligger  meter över havet.

Delavrinningsområde
Lillesjön ingår i det delavrinningsområde (650435-128795) som SMHI kallar för Inloppet i Nyckelvattnet. Medelhöjden är  meter över havet och ytan är  kvadratkilometer. Det finns inga avrinningsområden uppströms utan avrinningsområdet är högsta punkten. Lillån som avvattnar avrinningsområdet har biflödesordning 3, vilket innebär att vattnet flödar genom totalt 3 vattendrag innan det når havet efter  kilometer. Avrinningsområdet består mestadels av skog (92 procent). Avrinningsområdet har  kvadratkilometer vattenytor vilket ger det en sjöprocent på  procent.

Se även
 Lista över insjöar i Vänersborgs kommun

Källor

Externa länkar

Insjöar i Örekilsälvens avrinningsområde
Insjöar i Dalsland
Insjöar i Vänersborgs kommun


text:
Artist "Johannes Moser & Andrei Korobeinikov"
Johannes Moser & Andrei Korobeinikov
Label: PentaTone
Rachmaninoff & Prokofiev: Works for Cello & Piano
Martinů: Cello Sonatas
Biography Johannes Moser & Andrei Korobeinikov
Johannes Moser
Praised for his rich, gorgeous tone and playing that can range from lovely and elegant, to vigorous with head-banging, rock star energy, German-Canadian cellist Johannes Moser has been hailed by Gramophone Magazine as "one of the finest among the astonishing gallery of young virtuoso cellists." Johannes has performed with the world's leading orchestras such as the Berlin Philharmonic, New York Philharmonic, Chicago Symphony, London Symphony, Cleveland Orchestra, Concertgebouw Orchestra, Los Angeles Philharmonic, Bayerische Rundfunk Orchestra, Hong Kong Philharmonic, Munich Philharmonic, Tokyo Symphony and Israel Philharmonic. He works regularly with conductors of the highest level including Riccardo Muti, Lorin Maazel, Mariss Jansons, Valery Gergiev, Zubin Mehta, Vladimir Jurowski, Franz Welser-Möst, Manfred Honeck, Christian Thielemann, Pierre Boulez, Paavo Jarvi and Semyon Bychkov.
The 2013-14 season includes debuts with the London Philharmonic, Baltimore Symphony, Oregon Symphony and Houston Symphony as well as returns to the Los Angeles Philharmonic, Bournemouth Symphony, Deutsche-Sinfonieorchester Berlin, WDR Cologne and Essen Philharmonic.
Johannes has gained a reputation for his exquisite performances and wide ranging repertoire, much of it recorded on his extensive award-winning discography.His affinity for new music has brought him much attention from leading conductors such as Pierre Boulez, who invited him to make his U.S. debut with the Chicago Symphony on the Rands Concerto. Johannes is an enthusiastic advocate for the electric cello which he uses to explore new possibilities in sound as well as for improvisation. In October 2012 he premiered " Magnetar", a concerto for electric cello by Enrico Chapela, which Johannes performed with Los Angeles Philharmonic conducted by Gustavo Dudamel and in the 2013-14 season Johannes will continue this relationship with the Los Angeles Philharmonic by performing Michel van der Aa's cello concerto "Up-close".
Johannes is committed to reaching out to young audiences, from kindergarten to college and beyond. From his 2010 American tour with toy pianist Phyllis Chen "Sounding Off: A Fresh Look at Classical Music", to outreach activities on campuses and performances in alternative venues, Johannes aims to present classical music in terms with which listeners of all ages can connect.
A dedicated chamber musician, Johannes has played with: Joshua Bell, Emanuel Ax, Leonidas Kavakos, Menahem Pressler, James Ehnes, Midori and Jonathan Biss. He has also performed at many festivals including the Verbier, Schleswig-Holstein, Gstaad and Kissinger festivals, the Mehta Chamber Music Festival and the Colorado, Seattle and Brevard music festivals.
Johannes has received two ECHO Klassik awards and the Preis der Deutschen Schallplattenkritik for his recordings on Hänssler Classics. His concerto debut disc, which features the complete works of Saint-Saëns for cello and orchestra with the Stuttgart Radio Symphony Orchestra, was honoured as one of Classics Today's Top 10 CDs of 2008. Following an album of works by Britten, Bridge and Bax, a disc of Martinu, Hindemith and Honegger concerti received great acclaim and was listed for the prestigious "Preis der Deutschen Schallplattenkritik". The latest concerto album of the Britten Cello Symphony and the Shostakovich Cello Concerto No. 1 with WDR Cologne and Pietari Inkinen was released in January 2012.
Born into a musical family in 1979 as a dual citizen of Germany and Canada, Johannes began studying the cello at the age of eight and became a student of Professor David Geringas in 1997. He was the top prize winner at the 2002 Tchaikovsky Competition, in addition to being awarded the Special Prize for his interpretation of the Rococo Variations.
A voracious reader of everything from Kafka to Collins, and an avid outdoorsman, Johannes Moser is a keen hiker and mountain biker in what little spare time he has.


(April 1, 2019) - The West Haven boys tennis team opened the 2019 campaign with a 4-3 victory over Shelton at Painter Park in West Haven Monday afternoon.
West Haven boys tennis against Shelton, April 1, 2019. Photo courtesy of Todd Dandelske.
In singles action, top-seeded Joseph Delgado defeated Christian Ripke 6-1, 7-5, and second-seeded Zach Kerzner topped Josh Hunter 6-4, 6-3. Shelton's Adam Rossetti defeated Punavasan Gurani 6-1, 6-0 in the third slot, and Hritish Bhargava topped West Haven's Anthony Sihaphong 6-3, 6-3 in the fourth slot.
In doubles action, West Haven's top seed of Riyad Al-Bakri and Nash Noble defeated Spencer Hatfield and Owen Corbett 6-3, 6-4, while Shelton's Suhaas Nadella and Archit Bhargava topped West Haven's Jason Ramirez and Lucien Zheng 6-1, 6-1. Third-seeded Awaab Osman and Ron Wood topped Carson Rhodes and Jeff Lim 6-7, 6-1, 7-6.
(April 2, 2019) - The West Haven boys tennis team fell to 1-1 on the 2019 season with a 6-1 loss to Branford in Branford Tuesday afternoon.
Branford took home the rest of the matches on the day as Eli Hanlon topped Zach Kerzner 6-0, 6-2 in the second slot, Dan Mcguire defeated Punavasan Gurani 6-0, 6-1 as the third seed, and fourth-seeded Paul Riccio topped Anthony Sihaphong 5-7, 6-3, 6-4.
In doubles action, top-seeded Dan Pagliaro and Kurt Schalper defeated Riyad Al-Bakri and Nash Noble 6-3, 6-4, second-seeded Jaden Andresen and Josh Berdon topped Jason Ramirez and Lucien Zheng 6-1, 6-4, and third-seeded Wes Raymond and Jason Hackett defeated Awaab Osman & Ron Wood 7-5, 6-2.
(April 9, 2019) - The West Haven boys tennis team fell to 1-2 on the season with a 5-2 loss against North Haven Tuesday afternoon in West Haven.
In singles play, top-seeded Joseph Delgado defeated Nick Christante 8-6, and second-seeded Zach Kerzner topped Max Petruzziello 8-2.
North Haven took home the rest of the matches as Matt McCarthy defeated Anthony Sihaphong 8-5 in the third slot, and Matteo Franco beat Abdul Mohamednoor 8-1.
In doubles play, North Haven's top seed of Quinn Dallai and Tanner Powell topped Riyad Al-Bakri and Nash Noble (WH) 8-0, second-seeded. Ben Rudikoff and James Barra defeated West Haven's Jason Ramirez and Lucien Zheng 8-3, and third-seeded Chase DiCarlo and Matt Labanara topped Awaab Osman and Ron Wood 8-4.
(April 10, 2019) - The West Haven boys tennis team improved to 2-2 with a 4-3 victory over Notre Dame Wednesday afternoon at the University of New Haven.
West Haven took home all the victories in singles play, while Notre Dame controlled doubles action.
Top-seeded Joe Delgado defeated Oliver Shannon 6-2, 6-3, second-seeded Zach Kerzner topped Matt Wyckliffe 6-4, 6-0, third-seeded Anthony Sihaphong beat Ethan Wicko 6-1, 6-4 and fourth-seeded Jon Saier topped Miles Ligon 6-1, 6-1.
In doubles play Notre Dame's top seed of Brendan Canning and Pranaov Kuraganti defeated Jason Ramirez and Lucien Zheng 6-1, 6-4. Jack Jannitto and Justin Pollio topped Awaab Osman and Ron Wood 6-0, 6-2, while Alex Cruz and Sai Vippara defeated Brian Garzon and Ben Sager 6-3, 6-2 in the third slot.
(April 16, 2019) - The West Haven boys tennis team won its third straight match and improved to 4-2 with a 7-0 victory over Platt Tech in Milford Tuesday morning.
In singles play, top-seeded Joe Delgado defeated Tyler Bernard 8-0, second-seeded Zach Karzner defeated Jake Lopez 8-2; third-seeded Anthony Sihaphong topped Keaton Jalbert 8-1, and fourth-seeded Jon Saier defeated Michael Cropley 8-0. Fifth-seeded Abdul Mohamednour topped Lucas Innis 8-1.
In doubles play, top-seeded Nash Noble and Lucien Zang defeated Spencer Imartino and Joston Lecleres 8-3, while second-seeded Jason Ramirez and Ron Wood topped Josiah Cartagena and Ian Valeta 8-0.


How do you build a better future? By revisiting the bones of the past and planning for the road ahead – with honesty and a spirit of openness.
Members of CFCI Mumbai and its various ministries – Kids, Singles and Youth all came together to usher in a brand new chapter in a gathering held on May 30-31 at the tree spotted locales of St. Mary's Villa, Khandala.
This involved two days of bonding where all the ministries got an opportunity to interact with each other and see how they fit into the larger CFCI family. In the meet, the members of the new council, Oswald Beniz, Thelma Beniz, Christopher Colaco, Ivor D'Cruz, Joseph Chettiar, Joseph D'Mello, Paul Kurian, were introduced, along with the announcement of the new all Mumbai CFCI Singles couple coordinators – Rahul and Julie D' Souza.
The meet started on an enthusiastic note with a praise and worship conducted by CFCI Singles, invoking the Holy Trinity to take control of all that was to transpire for the next two days.
With a couple of ice breakers, the CFCI members were all ready to get started. The first session was conducted by Oswald Beniz, CFCI Mumbai District Servant. Oswald reiterated the promises we make in our covenant – our call to personal holiness, call to family, call to living in Christian community and finally a call to witness. He spoke about the need to first build the basics to truly live out the covenant. The session was a powerful reminder that even though we have answered our call through our covenant, we often forget this covenant, and neglect to live it out fully in our daily lives.
This was followed by a session conducted by Christopher Colaco with the objective to understand where each of the ministries was, in their journey. It also aimed at learning what each of the ministries was involved in, what were their needs and expectations, followed by a group discussion among the individual ministries. One theme that stood out was the need for greater involvement from the sisters and brothers in the ministries immediately above them – Kids from Youth, Youth from Singles, and Singles from Couples. Through a spirit of sharing and openness, ideas were exchanged, dreams were shared, thoughts were expressed on how to faithfully follow the responsibilities that God had entrusted the ministries.
A very interesting session on communication was held by Oswald Beniz post lunch. Through a practical exercise, all the team members threw a ball around mimicking the various styles of communication. This session highlighted the importance of receiving and transmitting communication correctly, as well as taking up new mediums of mass communication to reach out. Through a group discussion, many members shared interesting ideas on how to take communication to the next level.
After a break fuelled by some games organized by the Game master – Ivor D'Cruz, the final session for the day was conducted by Joseph D'Mello, Chapter Servant, Mira Road. He reminded the members that as servant leaders we are called to pastor those under our care. Joseph spoke with conviction on the desired attitude and disposition of a true pastor.
Every meal together was full of joy and learning more about each other, followed by lovely games and impromptu singsong session together with a raging bonfire, under the light of the moon, stars and trees full of flickering fireflies.
At the dawn of day two, the members gathered for morning prayer through contemplation (from the Ignatian Spirituality) at the hillside. Each person experienced the presence and voice of God in a unique yet similar way which strengthened the message God was giving us.
The final session was conducted by Fr. George Cordeiro S.J. who spoke about time management from a unique perspective. Through a focus on how our brains work, Fr. George helped the members understand how men and women prioritise things differently and through an interactive session with the couples, he helped them relive the moments of their marriage.
Finally the two days spent together had come to an end. Closing the session with Mass, with renewed energy and relationships renewed among the members, it was time to bid good bye.
The objective of the meet was completely fulfilled. The efforts of the organizers – Oswald and Thelma Beniz, Chris Colaco, Ivor D'Cruz for the thoughtfully conducted games, and the speakers Fr. George and Joseph were all truly appreciated.
This entry was posted in Couples, Gallery, News, Singles and tagged Brothers, Camp, Christ, Couples, Jesus, Kids, Mumbai, News, Singles, Sisters, Workshop, Youth by CFCI Singles. Bookmark the permalink.
It seems to that the Holy Spirit is at this critical time restoring us in CFCI at multiple levels.


text:
#include <aws/fsx/model/DeleteFileSystemResult.h>
#include <aws/core/utils/json/JsonSerializer.h>
#include <aws/core/AmazonWebServiceResult.h>
#include <aws/core/utils/StringUtils.h>
#include <aws/core/utils/UnreferencedParam.h>

#include <utility>

using namespace Aws::FSx::Model;
using namespace Aws::Utils::Json;
using namespace Aws::Utils;
using namespace Aws;

DeleteFileSystemResult::DeleteFileSystemResult() :
    m_lifecycle(FileSystemLifecycle::NOT_SET)
{
}

DeleteFileSystemResult::DeleteFileSystemResult(const Aws::AmazonWebServiceResult<JsonValue>& result) :
    m_lifecycle(FileSystemLifecycle::NOT_SET)
{
  *this = result;
}

DeleteFileSystemResult& DeleteFileSystemResult::operator =(const Aws::AmazonWebServiceResult<JsonValue>& result)
{
  JsonView jsonValue = result.GetPayload().View();
  if(jsonValue.ValueExists("FileSystemId"))
  {
    m_fileSystemId = jsonValue.GetString("FileSystemId");

  }

  if(jsonValue.ValueExists("Lifecycle"))
  {
    m_lifecycle = FileSystemLifecycleMapper::GetFileSystemLifecycleForName(jsonValue.GetString("Lifecycle"));

  }

  if(jsonValue.ValueExists("WindowsResponse"))
  {
    m_windowsResponse = jsonValue.GetObject("WindowsResponse");

  }

  if(jsonValue.ValueExists("LustreResponse"))
  {
    m_lustreResponse = jsonValue.GetObject("LustreResponse");

  }

  if(jsonValue.ValueExists("OpenZFSResponse"))
  {
    m_openZFSResponse = jsonValue.GetObject("OpenZFSResponse");

  }

  return *this;
}

redpajama_set_name: RedPajamaGithub


text:
Palmarès
 2 volte campione NBL (1941, 1942)

Note

Collegamenti esterni


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text:
KSUN Live
KSUN On Demand
KSUN Programs
KSUN Schedule
KIDS-4
Parents of KIDS-4
KIDS-4 Schedule
103.5 The Sun
What's on 103.5 The SUN
103.5 The SUN Schedule
Underwrite on 103.5 FM The Sun
Sponsorship Opportunities on KSUN
Friends of SPMC
Produce Your Own Programming!
Workshops and Programs
Order a SPMC Program
SPHS Graduation DVDs and USBs
Archiving Services
BREAKING NEWS: Congratulations to the 11 winning 103.5 FM shows to be honored at this year's Wisconsin Community Media's Best of the Midwest Media Fest! To celebrate, we are offering a special introductory underwriting rate! For a limited time, your business can underwrite all eleven shows at the low rate of just $150 a month! (Three-month minimum commitment required.) Check out more information here. This offer only open to first 10 sponsors to sign up. Call 608-837-4193 or e-mail us today. Hurry! This offer won't last long!
Promote your business while supporting local media by underwriting on 103.5 FM The Sun Community Radio!
103.5 FM The Sun Community Radio (WLSP-LP) is licensed by the Federal Communications Commission (FCC) as a non-profit, non-commercial radio station, but the FCC allows stations like 103.5 FM to feature sponsorships and advertisements in the form of underwriting. (Think sponsor announcements like you've heard on Wisconsin Public Radio or Wisconsin Public Television.)
If you are interested in underwriting on WLSP, our current rates are available here. With underwriting, you can either target specific programs or, for an even lower rate, we will schedule your announcements. Other arrangements can be made as well by contacting us. Note that there is a three-month minimum commitment.
If you have questions or wish to begin underwriting, please call us at 608-837-4193 or e-mail SPMC director Jeff Robbins.
What is Underwriting?
Underwriting is a form of media or program sponsorship where the sponsor receives a pre-determined number of underwriting spots during the programming day or perhaps tied to a specific program or programs.
These underwriting spots identify the underwriter and provide factual information about the underwriter and/or its products and services. It is an acknowledgement to the listening audience of the underwriter's commitment to 103.5 FM The Sun Community Radio.
Why Underwrite on 103.5 FM The Sun Community Radio?
It's affordable. Spots start at just over $2 each.
It's tax-deductible. Since 103.5 FM is licensed to a 501c3 organization, all underwriting agreements are tax-deductible.
It's unique. If you have a business and you want to reach Sun Prairie, there's no better way!
It's easy! Fill out this form, e-mail it in, and we'll start crafting your underwriting message right away.
What Can Be Included In an Underwriting Message?
The FCC allows announcements to be made to identify the underwriter. This provides a higher community profile and a more philanthropic appearance than the average advertiser, in exchange for the following restrictions:
No qualitative language; the language must be "value neutral"; meaning no words like "best" or "fastest" or "tastiest."
Reasonably short in length. 103.5 aims for announcements to be no more than 30 seconds in length.
No "call to action" in the spot. It's a fine line, but you can tell people where your business is, you just can't tell them to go there.
Passive identifiers are OK (what, when, where, etc.).
No mention of special sales or discount offers.
Spots cannot include contests or giveaways.
An example of an underwriting message that would be permitted: "This program brought to you by Jamison's Jelly Beans. Jamison's Jelly Beans is located at 300 East Main Street and features jelly beans, lollipops, and craft sodas for sale or rent. Jamison's Jelly Beans is open Monday-Saturday from 9 AM-7 PM."
An example of an underwriting message that would not be permitted: "This program brought to you by Jamison's Jelly Beans. Jamison makes the best, tastiest, and freshest jelly beans you've ever had. They are certainly better than Mike's Jelly Beans. Visit us at 300 East Main Street and we'll give you a free jelly bean for every jelly bean you buy at regular price. Tell 'em 103.5 FM sent you!"
Want to give underwriting a try? Fill out this form, e-mail it in, and we'll get working on your underwriting message right away! Have questions? Call us at 608-837-4193!
Underwriting fees are due to the Sun Prairie Media Center ten days before the spots are to begin running in order to allow time to enter the spots into our logs. Forms/payment can be mailed to Sun Prairie Media Center, 1350 Linnerud Drive, Sun Prairie, WI, 53590 or dropped off in person at the same address. Checks should be made out to Sun Prairie Media Center. Payments can be also be made online using the "Sun Prairie Media Center Donations" field. (Please note a 2.35% convenience fee applies to all credit card transactions.)
103.5 FM The Sun Community Radio and the Sun Prairie Media Center thank you for your time and hopes that you will support us in the future, not only with your underwriting contributions, but by listening (and maybe even joining as a member and producing original content!)!
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KIDS-4 In-Person Crews Resume
Media Center Commission Meeting
March 3 @ 7:30 am - 8:30 am
Friends of the Media Center Meeting
No School/No KIDS-4 Crew/Spring Break
1350 Linnerud Drive
Sun Prairie, WI 53590
staff@sunprairiemediacenter.com
M-F, 8:30am - 5pm


text:
Pistons sign Ellington, waive Ellenson
Feb 9, 2019 at 10:48 PM Feb 9, 2019 at 10:48 PM
DETROIT — The Detroit Pistons have signed guard Wayne Ellington and waived 2016 first-round draft pick Henry Ellenson.
The Pistons announced the moves Saturday night.
The 6-foot-5 Ellington is in his 10th NBA season. He averaged 8.4 points with Miami this season before he was traded to Phoenix and then waived. The Pistons needed outside shooting after trading Reggie Bullock.
Ellenson, who was drafted with the 18th pick in 2016, has averaged just 3.8 points in 59 NBA games. The Pistons traded Stanley Johnson, their 2015 first-round pick, earlier in the week.
Ellington is the Heat record holder for 3-pointers made in a season. He also won the national championship at North Carolina in 2009, when the Final Four was played in Detroit.
The Pistons traded Bullock and Johnson before the deadline, but Detroit still has its formidable frontcourt tandem of Blake Griffin and Andre Drummond. The Pistons made it clear they're still hoping to make the playoffs, and team executive Ed Stefanski said Detroit would still be looking to add players .


In the original Steel Beasts, I seem to recall that certain sounds, most notably the sound of the loader doing his work, were audible from outside the vehicle.
I'd like an "Internal Sounds in External Views" slider to allow us the option to hear a little bit of what's going on inside our tank, particularly when we're in the overhead cover hatch positions, and perhaps to make those sounds fade away so that openining the hatch completely or moving higher up in the hatch makes them more quiet.
And finally...Even though I've asked for this before, and the current system is though to be far far superior, I really do want to see an option to have dismounted infantry behave in a manner similar to the old system. Sometimes I just want to throw together a quick and dirty scenario and it would be nice to be able to tell the troops to "GET OUT!" and have them automatically fan out and move with their PC's.
Originally we did not implement it when we had but the Leo 2 and the M1 as playable vehicles simply because the back deck clearance makes engagements to the rear impossible in most cases.
Yup...I can recall one very panicked play through of the scenario "A Village Called Netreba" in the old SB where I was trying to use the high arc of HEAT rounds to get around the rear deck clearance and lob them at the charging Reds. Not sure it worked very well!
I really do want to see an option to have dismounted infantry behave in a manner similar to the old system. Sometimes I just want to throw together a quick and dirty scenario and it would be nice to be able to tell the troops to "GET OUT!" and have them automatically fan out and move with their PC's.
Yeah... we had a nice but primitive automatic behavior. Then came the refinements. After the refinements, the exceptions to the rules. Then the xceptions to the exceptions, and the special cases. At some point the constant tinkering broke it to the point where nobody could read the code that was originally written, so we have to start all over. But people wanted to have things scriptable. So that's then what we concentrated on.
In the meantime we have worked on getting more (semi) autonomous behavior going, mostly to address idiotic behavior. When done we can start expanding this and adding more and more cases of automatic responses and routines. But this time we'll make sure not to end in a similar situation as before, which takes time.
Very understandable, especially from a code-mess point of view.
I'm looking forward to seeing what you come up with. In terms of scenario building, the old system wasn't perfect, but at least I could easily organize a very simple "line of troops marches ahead of line of PC's" type attack that made a convincing representation of a whole mess of angry soviets coming after you.
This is something that I can and have scripted around, so it's less of a problem, although sometimes it requires more effort to ensure that I don't have all troops simply converge in the middle of the line or wedge of PC's and all end up clustered in one giant ball.
I think it's actually during missions that I miss having something simple and primitive at my disposal, like an easy way to go "Oh crap, we've blundered into enemy troops, everybody get out and stay 100 meters ahead of their PC!"
1. Even IF it has to be a separate vehicle.
2. Even IF only the AI can use the missiles.
3. Even IF it has to be implemented incorrectly.
4. Even IF the whole separate vehicle is only AI.
In all seriousness this is really killing me that every time I make a scenario with Marders they have to be treated like glorified M113s and can't be relied upon to fight off a T-55... I know there is a technical problem here and choices blah blah blah but C'mon, gimme some MISSILES!
For Challenger 2. And machine gun M240 with telescope on this tank.
I think the Loader's weapons (Along with the Commander's use of personal weapons like sidearm and/or carbine) would be in the category of "nice to have" for me, but I think this is sadly something that the ProPE team has kinda put on the back burner for now. Even if these don't get modeled, perhaps in the future we'll have a key command similar to the ALT+B for infantry hatches to tell our loader to get up out of the hatch and shoot.
Having said that, I'll second this for "some point in the future". I'd like (as a human TC) to be able to pull out an M4/M16/G3/AK5/whatever and engage sometimes. Perhaps this kinda thing can come along with the ability for us to shoot our own weapon when commanding an infantry squad?
I would like to have Extra Wide Formations for those desert scenarios where one company attacks on line and covers ~5km wide of ground.
I'd like vehicles to have individual markings so you don't see enemy tank No. 243 over and over again which causes a bit of suspension of disbelief.
What you really mean is several "unit number randomiser"s since almost every country has a different call sign numbering scheme.
A not correct, but at least somewhat immersive way would be to have the callsign templates show up on the vehciles as decals. This will not be fitting for all nations...but a somewhat doable solution.
The chevron for company ID is also somwhing rather widely used nowadays... add a STANAG platoon/vehicle symbol on the turret back and you'll have a solution that be workable for the game.
Given, it would not be a correct solution for all militaries training software.
so yes you got it right..
They are NOT a snipers.
Agreed - at 70m we should have hit something, even with a pistol, let alone a modern assault rifle with a built in scope, zeroed and used by a group of trained Infantryman (remember this is a fireteam / squad, not a lone individual) esp. after 25 rounds.