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Journal articles on the topic 'Car trip analysis'
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1
Wittwer, Rico, Regine Gerike, and Stefan Hubrich. "Peak-Car Phenomenon Revisited for Urban Areas: Microdata Analysis of Household Travel Surveys from Five European Capital Cities." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (March 2019): 686–99. http://dx.doi.org/10.1177/0361198119835509.
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This study investigates the peak-car phenomenon for the five European capital regions of Berlin, Copenhagen, London, Paris, and Vienna. Household travel survey (HTS) microdata was harmonized for the five regions and transferred to one consistent database; all time-series date back at least 20 years. Developments in car use were found to be surprisingly similar despite the substantial differences between the regions in terms of size, governance structures, built environments, transport systems, and societal framework conditions. Car use peaked earliest in Paris in the early 1990s; followed by Berlin, London, and Vienna in the late 1990s; and lastly in Copenhagen in the late 2000s. Working persons and mandatory trips were found to be the most relevant person group and trip purpose for the observed peak-car developments, both with declining overall trip numbers and a modal shift toward non-car modes. Young working persons had the most significant decline with substantial cohort effects. People seem to carry forward their behavior adopted in early life-cycle stages as they age. The person groups of seniors and women both damped the peak-car effect. Shopping trips were the second most relevant trip purpose for car use: car use for this purpose was high and stable over time. This study has elaborated potentials for reducing car use in relation to person groups and trip purposes. Findings from this retrospective analysis could be used for purposefully shaping future transport systems.
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Usanga, I. N., R. K. Etim, and V. Umoren. "Estimation of trip generation rates for residential land use in Uyo, Nigeria." Nigerian Journal of Technology 39, no. 4 (March 23, 2021): 972–80. http://dx.doi.org/10.4314/njt.v39i4.2.
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Change in trip rates affects a transportation system and could lead to the redesign of the transport infrastructure in order to satisfy the new demand. This study estimates trip generation rates for residential land use in Uyo using cross classification method. Five (5) residential estates were considered and household survey carried out to collect trip data from 500 households on purpose and mode of travel through household interview and their response recorded in questionnaire. Four independent variables (household size, household income, car ownership, number of employed persons) were used for the study based on the prevailing conditions of theresidential land use. Cross-classification trip rates were developed from the most significant variables; household size, household income and car ownership. The analysis indicated that work trip produced the highest reported trip rates of 29.6% followed by religious trip of 24.7%. Similarly, private car trips contributed 42.8% of trips made by mode of travel as the highest trip. It was found that household size is the strongest socio-economic variable that influence trip generation in residential land use in Uyo. The cross-classification trip rates developed in this study could provide basis for the estimation of trip generation in residential land use in Uyo.
Keywords: Trip generation; analysis of variance, ANOVA; cross classification
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Oluwaseun Aderinlewo, Olufikayo. "DESCRIPTIVE ANALYSIS OF TRIP MAKING CHARACTERISTICS IN ADO-EKITI, EKITI STATE, NIGERIA." Journal of Civil Engineering, Science and Technology 11, no. 2 (September 30, 2020): 64–78. http://dx.doi.org/10.33736/jcest.2612.2020.
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In this study, the trip making characteristics in Ado-Ekiti, Ekiti State, Nigeria are descriptively analysed. The city was divided into nine zones out of which 1,597 households were interviewed out of a total population of 15,945 households Trips generated and attracted to each zone of the city of Ado-Ekiti for business and non-business purposes were determined. The relationship between the number of trips generated and land use factors were also determined. The effects of income on car ownership and the effects of both on trip making pattern were established while trips were accrued to various modes of transport in the city. The study showed that land-use is the main factor responsible for trips production and attraction. It was established that commercial zones attracted the highest number of trips generated per week for both business and non-business trips while high and medium residential zones produced the highest number of business and non-business trips. In contrast, public zone produced the lowest number of business and non-business trips. Finally, the study shows that income is directly proportional to car ownership and that both income and car ownership have considerable effects on trip generation.
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KASHIWADANI, Masuo, Michio SAITO, Yasuo ASAKURA, and Hiroyuki MISE. "A pooling data analysis of car trip generation and attraction." Doboku Gakkai Ronbunshu, no. 449 (1992): 155–64. http://dx.doi.org/10.2208/jscej.1992.449_155.
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Davis, Adam W., Elizabeth C. McBride, Krzysztof Janowicz, Rui Zhu, and Konstadinos G. Goulias. "Tour-Based Path Analysis of Long-Distance Non-Commute Travel Behavior in California." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 49 (June 11, 2018): 1–11. http://dx.doi.org/10.1177/0361198118778926.
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Data of long-distance tours by each household from an 8-week California Household Travel Survey travel log are analyzed in this paper. Each tour record contains summary data from a single-day diary, household sociodemographic information, and place of residence characteristics. Each tour contains a main trip, selected tours with a main trip that is not a commute trip, and added destination descriptors from Foursquare. Path analysis is used on three censored variables (tour miles by air, miles driving, and miles by public transportation) and two categorical variables (main trip tour purpose) and number of overnight stays. Annual household income is a major determinant of air travel and multiple overnight stays. Moreover, travel by air is more likely to be in large dense destinations with high attractiveness ratings. In contrast, car ownership is a major determinant of more mileage accrued driving a car to urban environments. In terms of main trip purpose, work and shopping are not associated with overnight stays and vacation/sightseeing is the purpose associated with longer overnight stays. Moreover, California destinations are more likely to be in tours completed within a day. It was also found that vacation, sightseeing, and leisure trips are more likely to be combined with other vacation and sightseeing trips. In contrast, business and combined business and leisure trips are less likely to be combined with vacation trips. There were also substantial and significant differences in long-distance tour behavior among residents of urban versus rural environments.
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Gebhardt, Laura, Christian Wolf, and Robert Seiffert. "“I’ll Take the E-Scooter Instead of My Car”—The Potential of E-Scooters as a Substitute for Car Trips in Germany." Sustainability 13, no. 13 (June 30, 2021): 7361. http://dx.doi.org/10.3390/su13137361.
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Considering the controversial discussion about the sustainability and usefulness of e-scooters, in this study, we analyzed the substitution potential of e-scooters, especially with regard to car trips. Based on data from the national mobility survey in Germany (Mobility in Germany, MiD 2017), we identified trips that could be covered purely by an e-scooter. Thereby, trip length, trip purposes, weather conditions, and other influencing factors were taken into account. Our analysis showed that, in Germany, 10–15% of the motorized individual transport (MIT) trips could be made by e-scooter. Accompanied by a literature analysis, we then critically reflected on the overall potential of e-scooters and formulated recommendations for urban and transport planning.
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Yao, En Jian, Long Pan, Yang Yang, and Yong Sheng Zhang. "Taxi Driver's Route Choice Behavior Analysis Based on Floating Car Data." Applied Mechanics and Materials 361-363 (August 2013): 2036–39. http://dx.doi.org/10.4028/www.scientific.net/amm.361-363.2036.
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Taxi drivers are viewed having more driving experience, being more familiar with road traffic condition, and in turn having more rational route choice behaviors than ordinary drivers. Using floating car data (FCD) of Beijing taxi in 2010, this study discusses the influence of road network conditions and traffic status to taxi drivers route choice behaviors. First, trip information is extracted from FCD using trip-identification method; Second, map matching and K-shortest paths are used to construct the trajectories and the sets of alternate routes, and route similarity evaluation is conducted to build the sample data of route choice behavior analysis; Finally, route choice model for taxi drivers based on Multinomial Logit (MNL) Model is estimated. The result shows that taxi drivers tend to choose the route which has faster driving speed, less frequency of left turns, more proportion of express way and less proportion of minor road, and increasing a left-turn or decreasing travel speed by 2.12km/h has the same effect on route choice utility. This study is expected to be helpful to establish map-matching algorithm of FCD, route guidance scheme and traffic assignment model.
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Wiewiórowska, S. "Analysis of the Influence of Drawing Process Parameters on the Mechanical Properties of Trip-Structure Steel Wires." Archives of Metallurgy and Materials 58, no. 2 (June 1, 2013): 573–78. http://dx.doi.org/10.2478/amm-2013-0040.
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The research concerned with wire drawing processes of medium-carbon steel with TRIP effect classified into group of AHSS (Advanced High Strength Steel) steels, which are the multiphase steels offering a unique combination of high strength and ductility, has been shown in the work. Such combination is achieved through the transformation of retained austenite to martensite in deformation process called TRIP effect (Transformation Induced Plasticity). Studies reported in the literature relate mainly to the research on the car body sheet rolling and heat treatment processes, which does not allow the results of this research to be referred to the analysis of drawing processes. Therefore, the need has arisen for developing and conducting comprehensive studies on the process of drawing TRIP steels wires and identification the new application areas for these materials.
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Mikhailov, Sergei, and Alexey Kashevnik. "Car Tourist Trajectory Prediction Based on Bidirectional LSTM Neural Network." Electronics 10, no. 12 (June 9, 2021): 1390. http://dx.doi.org/10.3390/electronics10121390.
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COVID-19 has greatly affected the tourist industry and ways of travel. According to the UNTWO predictions, the number of international tourist arrivals will be slowly growing by the end of 2021. One of the ways to keep tourists safe during travel is to use a personal car or car-sharing service. The sensor-based information collected from the tourist’s smartphone during the trip allows his/her behaviour analysis. For this purpose, we propose to use the Internet of Things with ambient intelligence technologies, which allows information processing using the surrounding devices. The paper describes a solution to the car tourist trajectory prediction, which has been the demanding subject of different research studies in recent years. We present an approach based on the usage of the bidirectional LSTM neural network model. We show the reference model of the tourist support system for car-based attraction-visiting trips. The sensor data acquisition process and the bidirectional LSTM model construction, training and evaluation are demonstrated. We propose a system architecture that uses the tourist’s smartphone for data acquisition as well as more powerful surrounding devices for information processing. The obtained results can be used for tourist trip behaviour analysis.
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Švajda, Juraj, Matej Masný, Samuel Koróny, Adalbert Mezei, Ivo Machar, and Karolina Taczanowska. "Visitor profiling using characteristics of socio-demographic and spatial behavior as tools to support the management of protected mountain areas." Geografie 123, no. 4 (2018): 461–78. http://dx.doi.org/10.37040/geografie2018123040461.
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Protected mountain areas are attractive tourist destinations, and the number of visitors to these areas is increasing. The extension of cable car operations into the summer season is a challenge for some protected areas. Our study focuses on visitor profiles and is based on the characteristics of socio-demographic and spatial behavior of cable car users of the Chopok area (Slovakia). The methods used involve recording visitors’ itineraries through the use of GPS loggers and conducting post-trip interviews with the study participants. In order to better understand visitors’ spatial behavior, the relationship between socio-demographic characteristics and trip itinerary parameters was analyzed. Additionally, three distinct visitor profiles based on cluster analysis were found in the investigated sample. The results can be used to enrich our knowledge concerning the spatial behavior of tourists in mountain environments, and more directly, for the management of cable car destinations located within protected areas.
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Rothfeld, Raoul, Mengying Fu, Miloš Balać, and Constantinos Antoniou. "Potential Urban Air Mobility Travel Time Savings: An Exploratory Analysis of Munich, Paris, and San Francisco." Sustainability 13, no. 4 (February 19, 2021): 2217. http://dx.doi.org/10.3390/su13042217.
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The advent of electrified, distributed propulsion in vertical take-off and landing (eVTOL) aircraft promises aerial passenger transport within, into, or out of urban areas. Urban air mobility (UAM), i.e., the on-demand concept that utilizes eVTOL aircraft, might substantially reduce travel times when compared to ground-based transportation. Trips of three, pre-existent, and calibrated agent-based transport scenarios (Munich Metropolitan Region, Île-de-France, and San Francisco Bay Area) have been routed using the UAM-extension for the multi-agent transport simulation (MATSim) to calculate congested trip travel times for each trip’s original mode—i.e., car or public transport (PT)—and UAM. The resulting travel times are compared and allow the deduction of potential UAM trip shares under varying UAM properties, such as the number of stations, total process time, and cruise flight speed. Under base-case conditions, the share of motorized trips for which UAM would reduce the travel times ranges between 3% and 13% across the three scenarios. Process times and number of stations heavily influence these potential shares, where the vast majority of UAM trips would be below 50 km in range. Compared to car usage, UAM’s (base case) travel times are estimated to be competitive beyond the range of a 50-minute car ride and are less than half as much influenced by congestion.
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Shalaby, Amer S., and Gerald N. Steuart. "Trip End Mode Split." Transportation Research Record: Journal of the Transportation Research Board 1556, no. 1 (January 1996): 58–66. http://dx.doi.org/10.1177/0361198196155600108.
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Trip interchange models and their underlying assumption that relative level of service (LOS) of travel modes is a major determinant of mode choice for the work trip are examined. The investigation is done through a comparative analysis of trip end and trip interchange mode split for work trips in the greater Toronto area (GTA). Two model sets are developed; one includes trip end models and the other includes trip interchange models. The models are developed using a relatively new statistical procedure for nonparametric analysis of data referred to as classification and regression trees. The results show that the explanatory power enjoyed by trip end models is virtually the same as that of trip interchange models. Relative LOS is found to have an insignificant role in explaining heterogeneity in mode split, particularly outside the central business district of the study area. It is recommended that predictions made by trip interchange models of mode shift following changes in LOS attributes be approached with caution. Trip end models, which attribute less significance to relative LOS than trip interchange models and are thus conservative with respect to mode shift, could be considered in planning studies, particularly in areas of low transit use. The interaction between the decisions of residential and employment locations, car ownership, and mode choice is emphasized, and the need for more research to investigate and model such interactions is stressed.
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Arroyo, Rosa, Tomás Ruiz, Daniel Casquero, and Lidón Mars. "Trip Characteristics Analysis of the Effects of a Travel Behavior Change Program." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 47 (May 14, 2018): 146–58. http://dx.doi.org/10.1177/0361198118773184.
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Travel behavior change programs (TBCP) are measures or actions specifically designed to motivate people to reduce their car use. This study contributes to the literature on rigorous evaluation of the effects of participating in TBCP. In particular, we analyze the effect of TBCP in relation to a potential for a reduction in car use. In contrast to previous studies, the effect of TBCP is analyzed considering two characteristics of the trip: travel companion and time of trip. The TBCP, consisting of three persuasion actions customized to the needs of the participants in the research, was designed and implemented in Valencia (Spain). To evaluate the effects of participating in the TBCP, a two-wave panel survey was carried out, which collected activity-travel scheduling process data from participants before and after the implementation of the TBCP. To properly identify the effects of taking part in the TBCP, participants were divided into two groups: those who were involved in the TBCP, and those who did not participate in any persuasion action (control group, CG). Descriptive and confirmatory analysis, which included the use of sample selection panel data models with treatment effects and random parameters, have been developed. The results suggest that the individuals most affected by participating in TBCP are those carrying out solo and afternoon trips. If traveling with companions, those who do so with household members are more influenced by participating in TBCP. Important research and transportation policy implications are derived from these results.
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Safitri, Revy. "Analisis Tarif Parkir di Kawasan Central Business DistrictT Kota Pangkalpinang." Rekayasa Sipil 8, no. 1 (July 11, 2019): 1. http://dx.doi.org/10.22441/jrs.2019.v08.i1.01.
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Central Business District of Pangkalpinang, Plaza Pangkapinang – Bangka Trade Center Area, generate high vehicles trip. The high of vehicles trip that go to this area has created incerasing parking spaces requirement. One of the factors that influences in limiting parking spaces and as source of regional income is parking fee. So, the parking fee in Plaza Pangkalpinang – Bangka Trade Center Area needs to be analyzed to find out the suitablity of exsiting parking fee. In this research, analysis of parking fee was reviewed based on Ability To Pay (ATP) dan Willingness To Pay (WTP). The result of analysis shows that the parking fee of motorcycle for both on-street parking and parking lot, and the parking fee of car for on-street parking need to be adjusted with increasing parking facilities. While, the parking fee of car on parking lot has suited if followed by increasing parking facilities.
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Romanowska, Aleksandra, Romanika Okraszewska, and Kazimierz Jamroz. "A Study of Transport Behaviour of Academic Communities." Sustainability 11, no. 13 (June 27, 2019): 3519. http://dx.doi.org/10.3390/su11133519.
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An important challenge to achieving sustainable university campuses is ensuring that the academic community makes sustainable transport choices. The objective of this study was to investigate the daily commuting patterns, identify the potential for change, and determine the factors and criteria affecting the transport decisions of academic communities of two universities located in Gdansk, Poland. This paper summarizes the results of trip generation measurements and a comprehensive online survey of 3678 respondents, including the universities’ staff and students. Analysis of survey results revealed clear differences between students and university staff in terms of travel patterns and factors that influence their choices. Staff usually (57%) choose the car for daily commutes with students opting for public transport (59%). The choice of travel mode in particular groups is determined mostly by car availability, trip origin location, and accessibility. The choices also depend on transport user individual requirements such as trip quality, costs, or ecology. With approximately 1400 trips daily per 1000 students, the universities are large traffic generators. Thus, how the staff and students behave determines the effect the universities have on the urban transport system. Understanding the behaviour can help to estimate whether it can be changed and how.
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Pan, Shuangli, Zuli Liang, and Qun Chen. "When will car owners abandon car driving? Analysis based on a survey of the parking experiences of people in Changsha, China." International Journal of Modern Physics B 33, no. 15 (June 20, 2019): 1950148. http://dx.doi.org/10.1142/s0217979219501480.
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An appropriate parking supply in cities should not only satisfy car travel demands but also restrict the number of car trips to reduce congestion and carbon emissions on road networks. This paper analyzes when car owners will abandon car driving based on a survey of the parking experiences of people in Changsha, China. The results indicate that car owners are most likely to abandon driving when the total time expenditure (including the search time and walking time) exceeds 20 min or the walking distance between a car park and a destination exceeds 400 m. In addition, car owners’ decisions regarding different trip purposes (commuting, business, hospital trips, shopping and entertainment activities) are compared. Multinomial logistic regression models and correspondence analysis methods are applied to identify the factors influencing car owners’ decisions. The results show that public transport and the parking pricing level near work places have a substantial impact on people’s decisions: people will more readily abandon driving when the travel time of public transit decreases; age, occupation and annual household income have a significant influence on people’s parking condition preferences for business trips and trips to hospitals; and the factor that primarily influences the mode choice for shopping and entertainment trips is annual household income. The outcome of this study can provide a basis for determining the optimal parking supply level and facilitate the realization of sustainable transportation.
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Schwanen, Tim, Martin Dijst, and Frans M. Dieleman. "A Microlevel Analysis of Residential Context and Travel Time." Environment and Planning A: Economy and Space 34, no. 8 (August 2002): 1487–507. http://dx.doi.org/10.1068/a34159.
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The literature on the association between residential context and travel concentrates on distance traveled and modal choice, as these variables are the most important from an environmental perspective. Travel time has received less attention—an unfortunate oversight in our view, as people's travel decisions are determined by time rather than by distance. By using data from the 1998 Netherlands National Travel Survey, we have considered travel time associated with trip purpose and transport mode, and have shown that sociodemographic factors and residential context influence daily travel time. Gender, number of workers in the household, age, and education all have a significant impact on travel time. The effects of car ownership and household income are only indirect, operating through mode choice and activity participation. Travel time for car drivers tends to rise with the degree of urbanisation of the residential environment. Further, in the polycentric metropolitan region of the Randstad, travel times by car are greater than in the monocentric regions of the country. It is also shown that in the Netherlands cycling and walking are still important travel modes, especially for shopping purposes. These results may be attributed to the long history of urbanisation and to planning policy in the Netherlands.
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Gao, Ge, Zhen Wang, Xinmin Liu, Qing Li, Wei Wang, and Junyou Zhang. "Travel Behavior Analysis Using 2016 Qingdao’s Household Traffic Surveys and Baidu Electric Map API Data." Journal of Advanced Transportation 2019 (March 11, 2019): 1–18. http://dx.doi.org/10.1155/2019/6383097.
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Household traffic surveys are widely used in travel behavior analysis, especially in travel time and distance analysis. Unfortunately, any one kind of household traffic surveys has its own problems. Even all household traffic survey data is accurate, it is difficult to get the trip routes information. To our delight, electric map API (e.g., Google Maps, Apple Maps, Baidu Maps, and Auto Navi Maps) could provide the trip route and time information, which remedies the traditional traffic survey’s defect. Thus, we can take advantage of the two kinds of data and integrate them into travel behavior analysis. In order to test the validity of the Baidu electric map API data, a field study on 300 taxi OD pairs is carried out. According to statistical analysis, the average matching rate of total OD pairs is 90.74%, which reflects high accuracy of electric map API data. Based on the fused data of household traffic survey and electric map API, travel behavior on trip time and distance is analyzed. Results show that most purposes’ trip distances distributions are concentrated, which are no more than 10 kilometers. It is worth noting that students have the shortest travel distance and company business’s travel distance distribution is dispersed, which has the longest travel distance. Compared to travel distance, the standard deviations of all purposes’ travel time are greater than the travel distance. Car users have longer travel distance than bus travelers, and their average travel distance is 8.58km.
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Qin, Huanmei, Hongzhi Guan, and Guang Zhang. "Analysis of the Travel Intent for Park and Ride Based on Perception." Discrete Dynamics in Nature and Society 2012 (2012): 1–14. http://dx.doi.org/10.1155/2012/516197.
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As a multimodal travel behavior, park and ride includes several trip modes such as car, walking, bus, or railway. And people’s choice of park and ride is influenced by many factors. This paper, based on the park and ride behavior survey in Beijing, will analyze the relationship between the perception of the influencing factors and the behavior intent for park and ride by using structural equation modeling. The conclusions suggest that the park and ride choice for travelers is a passive behavior which means giving up driving the car is mainly caused by the serious traffic congestion. Furthermore, improving the service level of the park and ride facilities and the comfort for riding bus or railway will increase the utilization of park and ride facilities. The perceptions of the influencing factors have both direct and indirect effects on the travel intent for park and ride by the interaction among the influencing factors.
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Lagrell, Ellen, and Ana Gil Solá. "Car Use of the Carless in Sweden: Everyday Life Conditions for Reducing Car Dependence." Sustainability 13, no. 18 (September 14, 2021): 10250. http://dx.doi.org/10.3390/su131810250.
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For the sake of reducing car dependence, much can be learned from non-car owners about how everyday life can, and cannot, be organized without private car ownership. This study aims to explore carless mobility, including the role of the car, in relation to specific everyday projects and life situations. We do so through a descriptive analysis of data from the Swedish National Travel Survey 2011–2016, comparing carless mobility with that of car owners. Theoretically, our analysis builds on a constraints perspective with respect to mobility, which is rooted in time geography. We find that the constraints associated with activities and life situations seem to matter for how mobility is performed and for the feasibility of living a carless life. Managing the material flows of the household (for example, buying food and disposing of waste) is a project handled differently by non-car owners, through using nearby services and with a low degree of car use. On the other hand, our data suggest that maintaining social relations is car dependent and can potentially be more problematic for the carless. Moreover, an individual’s social network itself seems to be an important source of occasional car access. Results also indicate that the life situations of individuals may affect the mobility implications of carlessness, and the largest effect on trip frequency is found among carless retirees. From a planning perspective, and with the ambition to reduce private car use, this study identifies significant value in considering the different contexts of everyday life in which car use may or may not occur.
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Hui, Ying, Cuiyi Liu, and Mengtao Ding. "Carsharing Trip Characteristic Analysis: Do Users Choose Carsharing Rather Than Taxi to Economize?" Transportation Research Record: Journal of the Transportation Research Board 2672, no. 42 (May 22, 2018): 115–26. http://dx.doi.org/10.1177/0361198118774232.
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Carsharing and taxi are both shared or public car services in urban transportation systems, which means they have a lot in common. In particular, the narrow price gap between carsharing and taxi or public transit in China makes them similar. Trip characteristics analysis and market segmentation are needed, to investigate why and when travelers choose carsharing rather than taxi. In this study, vehicle GPS data and operation order data of a round-trip carsharing system in Hangzhou, China, is used to obtain information on 13,338 valid trips. The trips are divided into three groups based on the travel cost comparison with taxi. Then, an artificial neural network model is developed to analyze group characteristics. The trip characteristics concluded from the model, and analysis on typical service stations, reveal that carsharing has its price advantage on simple long-distance trips during off-peak hours, which is called the regular market. Carsharing’s extended market, in which travel cost is higher than by taxi, covers two types of trips: One involves short driving distance (around 20 km) and long stopping time, and tends to occur in areas in which it is difficult to hail a taxi during peak hours; the other involves very short driving distance (around 10 km), more activity spots and very low travel cost (around 25 CNY). The results of this study can help carsharing operators to extend and adjust their business. Also, these results can contribute to help city administrators to reach better decisions.
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Muttaqien, Abied Rizky Putra, and Yudi Basuki. "Trip Rate Model of Attraction in Higher Education Zone." Journal of Advanced Civil and Environmental Engineering 3, no. 1 (March 24, 2020): 1. http://dx.doi.org/10.30659/jacee.3.1.1-8.
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Land use and transportation have a very close relationship. As the first stage in the four-step trip demand model that trip generation can explain the relationship between the two variables. In the analysis of trip generation and attraction it can be predicted how many movements result from a certain land use. One of the land uses that have a fairly high number of perch is in the higher education zone. Sultan Agung Islamic University (Unissula) Semarang is a campus located on Jalan Kaligawe km. 4. The rise arising from the existence of the tertiary education area is a high enough tourist attraction, causing problems such as traffic jams and traffic accidents during busy times morning and evening. This study aims to analyze the trip generation of Unissula Semarang higher education which has a total building area of 102,754.40 m2 with activities in and out of vehicles both two-wheeled and four-wheeled from morning to evening. The approach used in this research is quantitative descriptive. The analytical method used is trip-rate analysis. The results of this study indicate that vehicles entering the type of car experience peak hours at 08.00 - 08.30 as many as 210 pcu / hour while motorbikes at 07.30 - 08.00 as many as 94 pcu / hour. However, cumulatively, the highest trip rate occurred at 07.30-08.00. in the amount of 0.3 pcu / hour. While the provisions of the Institute of Transportation Engineers (ITE) states that the trip rate for tertiary institutions is 0.11 pcu / hour. Thus the need for efforts to distribute vehicles so that the traffic volume density can be decomposed.
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Bentrcia, Mohamed. "DESIGN AND PERFORMANCE ANALYSIS OF AN AUTOMOBILE-REMOVABLE SOLAR SYSTEM FOR WATER AND CABIN HEATING." Transactions of the Canadian Society for Mechanical Engineering 38, no. 4 (December 2014): 505–15. http://dx.doi.org/10.1139/tcsme-2014-0033.
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A detachable, automotive solar system for water and passenger compartment heating is developed. The study shows that an adjustable 1 m2 solar collector is sufficient to satisfy the needs of a small group during a short camping trip in Saudi Arabia desert. Also it is found that an adequate water temperature in the storage tank, due to ambient solar heating, is maintained in all cold months, except December when it is insufficient. Among the advantages of the system is its entire operation on renewable solar energy and its ability to heat the car compartment whenever the heated water reaches the required temperature and solar energy is still available.
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Zhao, Xing, Yan Li, and Han Xia. "Behavior decision model for park-and-ride facilities utilization." Advances in Mechanical Engineering 9, no. 7 (July 2017): 168781401770890. http://dx.doi.org/10.1177/1687814017708907.
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With the accelerated process of urbanization and traffic development, especially the urban rail transit system’s great improvement, Park-and-Ride provides an effective mode for trips between suburbs and downtown. In this research, online and field survey is carried out on the use of Park-and-Ride facilities. Analyses are conducted on personal attributes containing gender, age, and income; the travel characteristics such as driving time during departing from origin to parking lot, parking duration, transfer mode, transfer walking time and waiting time, and transfer times; Park-and-Ride users’ intentions concerned walking time, waiting time, and time looking for parking space; and reasons for Park-and-Ride trip mode not be chosen. On the basis of decomposition for travel procedures, impedance models for different trip modes including public transport, private car, and Park-and-Ride are built and then the multinomial logit model for choice probability of trip modes and Park-and-Ride demand model is established. After further analysis on the survey data, calibrations and tests for the impedance models above are performed. Finally, a case is shown to demonstrate application of the proposed model.
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Sharmeen, Naila, and Douglas Houston. "Spatial Characteristics and Activity Space Pattern Analysis of Dhaka City, Bangladesh." Urban Science 3, no. 1 (March 18, 2019): 36. http://dx.doi.org/10.3390/urbansci3010036.
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Although a handful of studies have begun to integrate activity space within travel behavior analysis in the European and United States (U.S.) contexts, few studies have measured the size, structure, and implications of human activity spaces in the context of developing countries. To identify the effects of land-use characteristics, socio-demographics, individual trip characteristics, and personal attitudes on the travel-activity based spatial behavior of various population groups in Dhaka city, Bangladesh, a household-based travel diary pilot survey (for two weekdays) was conducted for 50 randomly selected households in the winter of 2017. The study focused on two separate subareas: one taken from Dhaka North City Corporation, and another taken from Dhaka South City Corporation. Two methods—shortest-path network and road network buffer—were used for calculating activity space in a geographic information system (GIS). The daily activity areas for individual respondents ranged from 0.37 to 6.18 square miles. Land-use mix was found to be a significant predictor of activity space size for the residents. Larger activity space was recorded for the residents of one subarea over another due to less land-use diversity. The pilot data showed some specific socio-economic and travel differences across the two study subareas (car ownership, income, modal share, distance traveled, trip duration).
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Abid, Malik Muneeb, Altaf Ayaz, Nabeel Nawaz, Muhammad Iqbal, Hongtai Yang, Ahmad Salar Tehseen, and Syed Taseer Abbas Jafar. "Attraction of Bus Rapid Transit (BRT) for Car and Bike Owners." Romanian Journal of Transport Infrastructure 9, no. 1 (July 1, 2020): 1–21. http://dx.doi.org/10.2478/rjti-2020-0001.
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Abstract This study aims to find the potential of Bus Rapid Transit (BRT) to attract the vehicle owners from their personal vehicles i.e., motorcars and motorcycles. Stated preference survey (questionnaires) and interviews were conducted at BRT (Metro Bus) Stations for the prediction of the individuals shifting from their private vehicles to BRT. Questions were designed critically as per the requirements of the research related to numerous aspects of BRT use i.e., vehicle ownership of the travelers, driving license holder, demographic characteristics, choice to use BRT if the fare increases, trip purpose and their prior mode of transportation for the same trip. A total of 374 responses, as per the population of the study area (Islamabad-Rawalpindi, Pakistan), were collected. The Multinomial Logistic Regression (MNL) model has been employed for four categories of vehicle ownerships i.e., “Car owners using BRT”, “Bike owners using BRT”, “Both Car and Bike owners using BRT” and the last one which has been taken as reference category is “BRT users with no vehicle ownership”. The analysis indicated that BRT has attracted considerably private vehicle users specially the bike owners. Some socio-economic factors like income and residence location (accessibility) additionally have a major effect on the selection of BRT. In addition, it has been observed that fare increase can alter the mode choice of the BRT users and they will again prefer their own vehicles. The Travel choice model developed in the study can be very useful for policy makers and transport planners to enhance the BRT service and attraction, to mitigate traffic congestion and car ownership.
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Li, Weibo, and Maria Kamargianni. "Steering short-term demand for car-sharing: a mode choice and policy impact analysis by trip distance." Transportation 47, no. 5 (May 28, 2019): 2233–65. http://dx.doi.org/10.1007/s11116-019-10010-0.
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Nerhagen, Lena. "Travel Mode Choice: Effects of Previous Experience on Choice Behaviour and Valuation." Tourism Economics 9, no. 1 (March 2003): 5–30. http://dx.doi.org/10.5367/000000003101298240.
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This paper investigates how past experience influences choice behaviour and valuation in a hypothetical travel mode choice situation. Using a stated choice question asked of visitors to a major ski resort in Sweden, the author explores whether an individual's choice behaviour, when he or she is offered a comfort improvement to train travel, can be explained with reference to the individual and to the circumstances of his or her previous journey. The analysis models and compares the response behaviour of travellers who used a car and travellers who used the train on their original trip. It is found that past experience influences travellers' choice behaviour. Twenty per cent of former car users choose the train, while most train users again choose the train. As reasons for choosing car travel once again, car users mention a preference for shorter travel time and/or a preference for flexibility, while environmental concerns and long travel distance favour the use of the train. Concerning comfort improvement, as expected, willingness-to-pay estimates for the former train users are lower and more precise than those for the former car users.
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RAHMAN, Faysal Ibna. "Analysing the factor influencing travel pattern and mode choice based on household interview survey data: a case study of Dhaka city, Bangladesh." Scientific Journal of Silesian University of Technology. Series Transport 109 (December 1, 2020): 153–62. http://dx.doi.org/10.20858/sjsutst.2020.109.14.
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For transport planning and policy-making, visualising the relationship among attributes; gender, education, occupation, age with travel pattern and mode choice is important. Household Interview Survey (HIS) is one of the major inputs in transport study which contains information about travel and demographic characteristics. From the analysis of 28,235 households in Dhaka city, this study represents the social demographic characteristic of Dhaka city based on the household survey. It was found that 89.79% of dwellers make double trips in a day and the trip rate per trip maker is 2.16, where 14% of total trips are generated at morning peak time between 7 to 8 am. The bus is the most preferable mode share and its contribution is about 35%. The scenario changed in a multimodal trip case and walking was the domination mode share with about 45% of total trips. Vehicle ownership had a vital rule in particular mode choice, especially in car and motorcycle household ownership case. Significant impact on travel patterns and mode choice criteria was found with gender, education, occupation, age, household income, trip purpose and time and vehicle ownership, which can help to formulate the strategic plan to solve the transport-related problem in Dhaka.
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Goulias, Konstadinos G., Werner W. Broeg, Bruce James, and Colin Graham. "Travel Behavior Analysis of South Perth Individualized Marketing Intervention." Transportation Research Record: Journal of the Transportation Research Board 1807, no. 1 (January 2002): 77–86. http://dx.doi.org/10.3141/1807-10.
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The Western Australia Department for Planning and Infrastructure has initiated a unique information provision program to decrease the use of cars and increase nonmotorized transport. The program contains a component in South Perth that uses individualized marketing techniques to inform travelers about alternatives to the private automobile. Data about this program have been collected in the past 3 years, offering the opportunity to assess the program’s success. Regression analysis has been used to estimate the effect of information provision on program participants’ travel behavior for mobility and, more specifically, mode choice. Program participants, persons who agree to receive and use information, when compared with a variety of other groups consistently use the car as driver the least and appear to have increased their nonmotorized trip making. The findings here are extremely encouraging, and programs like this should be considered in other urban settings.
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Convery, Sheila, and Brendan Williams. "Determinants of Transport Mode Choice for Non-Commuting Trips: The Roles of Transport, Land Use and Socio-Demographic Characteristics." Urban Science 3, no. 3 (July 29, 2019): 82. http://dx.doi.org/10.3390/urbansci3030082.
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Despite rapid changes in vehicle technology and the expansion of IT-based mobility solutions, travel habits must be changed to address the environmental and health implications of increasing car dependency. A significant amount of research focuses on commuting, which comprises the largest share of annual vehicle miles travelled. However, non-work trips are also significant, especially when considering trip frequency. Using empirical data (N = 1298) from an urban-rural region and bivariate statistical analysis, the relationship between the land use–transport configuration (6 types) and travel behaviour patterns is examined for 14 non-work destinations. The land use characterisation used in this research includes an updated means of representing a land use mix. By defining the typologies of land use and transport for use in the analysis, the findings can be directed towards contrasting area types in the region. A strong statistically significant association between the land use–transport configuration and mode-share for 14 non-work journey purposes is found. Using regression modelling, income and car ownership are identified as key influences on travel behaviour patterns. The results of both analyses show that, for non-work trips, the transport–land use relationship is as important as key socio-demographic indicators. However, the results for reductions in car travel are relatively small for the area typologies outside the inner-city core. This indicates that efforts to provide alternatives to car travel in order to mitigate car dependency should be prioritised in these outer urban areas. Appropriate management of spatial structure for non-work activity types such that active mode use is possible is essential. This will resolve some of the important environmental and health impacts of car dependency.
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Chen, Yanyan, Zheng Zhang, and Tianwen Liang. "Assessing Urban Travel Patterns: An Analysis of Traffic Analysis Zone-Based Mobility Patterns." Sustainability 11, no. 19 (October 1, 2019): 5452. http://dx.doi.org/10.3390/su11195452.
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Information and communication technology development has yielded large-scale spatiotemporal datasets, such as mobile phone, automatic collection system, and car-hailing data, which have resulted in new opportunities to investigate urban transportation systems. However, few studies have focused on regional mobility patterns. This study presents a multistep method for exploring traffic analysis zone (TAZ)-based mobility patterns and the corresponding relations with local land use characteristics. Based on a large-scale mobile phone dataset from a major mobile phone operator in Beijing, we applied the K-means clustering algorithm to the hourly aggregated trip data to create clusters of TAZs with similar temporal mobility patterns. Land use characteristics were then derived and correlated with the temporal TAZ-based mobility patterns. Four clusters of TAZs with the similar patterns and intensities of urban activities during given time windows were identified. Land use indicators, such as residence and commercial and business area indicators, were correlated with specific temporal TAZ-based mobility patterns. The proposed multistep method could be applied in other cities to enrich relevant analyses and improve urban design and transportation planning.
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Guirao, Begoña, Rafael Molina-Sánchez, Armando Ortuño, and Daniel Gálvez-Pérez. "Integration of Free Floating Car Sharing Systems in Rail Stations: A Web Based Data Analysis." Future Transportation 1, no. 1 (April 9, 2021): 38–53. http://dx.doi.org/10.3390/futuretransp1010004.
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In the last decades, car sharing has been a tool for city planners to reduce private car traffic and pollution in big urban areas. The emergence of the ICTs (Information and Communication Technologies), together with the development of the collaborative economy, has allowed for the birth of the new Free-Floating Carsharing (FFCS): A more flexible type of carsharing, in which electric cars can be used. Little research has been devoted using real FFCS flows data, to the FFCS impacts on user behavior and even on the public transport system thus far. Furthermore, in big metropolitan areas, central rail stations should promote modal interchanges, including new modes of electric FFCS systems. The aim of this paper is to design a web-based platform to collect and analyze FFCS demand on the surrounding areas of rail stations and makes a proposal to provide these systems with electrical recharging energy obtained from the regenerative braking of high-speed trains. This case study includes Atocha and Chamartín Central Stations in Madrid (Spain). Scientific evidence shows a high demand of FFCS cars at central rail stations and a trip profile with a short time duration linked to the closest districts of rail stations.
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Hamadneh, Jamil, and Domokos Esztergár-Kiss. "The Effects of Multitasking and Tools Carried by Travelers Onboard on the Perceived Trip Time." Journal of Advanced Transportation 2021 (July 6, 2021): 1–25. http://dx.doi.org/10.1155/2021/5597694.
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Travelers conduct onboard activities while using the tools they bring with them onboard to convert part of their travel time to a productive time. Productive travel time contributes to the reduction in the disutility of travel time. This paper discusses the influence of travelers’ onboard activities and the tools carried by travelers on the perceived trip time. 10 onboard activities and 12 tools carried by travelers are introduced and studied in this work. A questionnaire focusing on the main trip of each respondent in urban areas is conducted, where a sample size of 525 participants is collected. Statistical methods such as central tendency, chi-square, exploratory factor analysis (EFA), rank-based nonparametric test, and multivariate analysis of variance (MANOVA) are applied. The main findings are the following: almost all of the onboard activities and the tools carried by travelers impact the trip time positively (i.e., the perception is enhanced). For each transport mode, the most frequent onboard activities that impact the trip time positively is obtained, and the connection between each onboard activity and each tool carried by travelers is found (i.e., moderate to strong association). EFA uncovers the underlying relationship between those onboard activities and those tools carried by travelers that influence travelers’ perception. In this case, instead of the full list, fewer onboard activities and tools carried by travelers are produced to simplify the finding of their impacts on the perceived trip time. The participation in onboard activity is ranked across certain groups, such as the tendency of women to be engaged in onboard activities is higher than men’s tendency. Regarding the positive impact on trip time, a statistical difference is demonstrated between groups, where the use of the tools carried by travelers is varied across the transport mode, trip purpose, and trip time, gender, age, education, and job variable. Besides, the involvement in onboard activities is statistically dependent across the transport mode, gender, income, and car ownership variable. The output of this study helps decision-makers and mobility planners in understanding the behavior of travelers onboard in more detail, such as the availability of onboard tools affecting the choice of transport mode.
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Wei, Xiao Wei. "The Analysis of Traffic Flow Model." Applied Mechanics and Materials 380-384 (August 2013): 237–40. http://dx.doi.org/10.4028/www.scientific.net/amm.380-384.237.
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With worsening traffic condition in large and medium-sized cities, it has become one of the most important steps for the urban traffic strategy to solve the traffic problems. Since the urban traffic is a complex system in various factors and huge scale, to establish related mathematical model through computer numerical simulation is a significant solution to the comprehensive problems of complex analysis, decision and planning. At present researches on the problems have been achieved in many foreign countries, but domestic research is not enough, especially in the practical application. The macroscopic traffic flow model and microscopic traffic flow model are described and cellular automaton model, dual channel decision model and car-following model are analyzed in this paper, prediction of the ideal traffic flow and trip distribution is consequently concluded, which deepen the understanding to the traffic flow of various phenomenon intrinsic mechanism and predict most closely to the actual situation of traffic flow, which can make fundamental work for traffic flow simulation and for real-time traffic control[1-3].
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Breyer, Nils, Clas Rydergren, and David Gundlegård. "Comparative Analysis of Travel Patterns from Cellular Network Data and an Urban Travel Demand Model." Journal of Advanced Transportation 2020 (February 13, 2020): 1–17. http://dx.doi.org/10.1155/2020/3267474.
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Data on travel patterns and travel demand are an important input to today’s traffic models used for traffic planning. Traditionally, travel demand is modelled using census data, travel surveys, and traffic counts. Problems arise from the fact that the sample sizes are rather limited and that they are expensive to collect and update the data. Cellular network data are a promising large-scale data source to obtain a better understanding of human mobility. To infer travel demand, we propose a method that starts by extracting trips from cellular network data. To find out which types of trips can be extracted, we use a small-scale cellular network dataset collected from 20 mobile phones together with GPS tracks collected on the same device. Using a large-scale dataset of cellular network data from a Swedish operator for the municipality of Norrköping, we compare the travel demand inferred from cellular network data to the municipality’s existing urban travel demand model as well as public transit tap-ins. The results for the small-scale dataset show that, with the proposed trip extraction methods, the recall (trip detection rate) is about 50% for short trips of 1-2 km, while it is 75–80% for trips of more than 5 km. Similarly, the recall also differs by a travel mode with more than 80% for public transit, 74% for car, but only 53% for bicycle and walking. After aggregating trips into an origin-destination matrix, the correlation is weak (R2<0.2) using the original zoning used in the travel demand model with 189 zones, while it is significant with R2=0.82 when aggregating to 24 zones. We find that the choice of the trip extraction method is crucial for the travel demand estimation as we find systematic differences in the resulting travel demand matrices using two different methods.
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Al-Sharif, Lutfi, Ahmad Hammoudeh, and Jannat Al-Saidi. "Analysis and comparison of the two sectoring approaches in elevator traffic systems." Building Services Engineering Research and Technology 40, no. 5 (January 23, 2019): 611–26. http://dx.doi.org/10.1177/0143624419826869.
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Sectoring is a group control algorithm that is used in elevator traffic control systems by grouping passengers that have common destinations or common origins into elevator cars that serve these floors. The building is split into sectors usually comprising contiguous floors. Two different alternative algorithms for sectoring are discussed in this paper. The first approach is based on dynamic allocation with equal sector allocation. The second approach is based on static allocation with unequal sector sizes. Under static allocation, the same elevator car is allocated to the same sector in every round trip. Under dynamic allocation, each elevator car is allocated to a different sector in each round trip. Under the dynamic allocation scheme suggested in this paper, the elevator cars are sequenced to the various sectors in the buildings in a round-robin fashion. It is important to note that under both schemes, the provided (relative) handling capacity of different sectors is equalised. Five different buildings have been analysed using the two suggested sectoring algorithms. The building is first designed by finding the required number and speed of elevators assuming conventional control. Each building is then analysed using one of the two suggested sectoring algorithms. In order to compare the performance of the two sectoring algorithms, the provided (relative) handling capacity is calculated. The provided (relative) handling capacity of the two suggested algorithms is then compared. Very little difference was found between the two algorithms. The dynamic sectoring with equal sector sizes offers the convenience of having equal sector sizes. The static sectoring with unequal sector sizes is more convenient for passengers that are familiar with the building. Practical application: This paper analyses two different options for sectoring the control system of an elevator system in a building. Each of the two sectoring methods is suitable for different situations. The dynamic allocation method is more suitable for destination group control systems and offers the group controller more flexibility. The static allocation method with unequal sector sizes ensures that the passengers remain familiar with the elevators that they use to get to their floors. The programmer of the elevator group controller can programme both methods in the controller and allow it to switch to the most suitable algorithm depending on the prevailing conditions.
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Bi, Hui, Zhirui Ye, Chao Wang, Enhui Chen, Yiwu Li, and Xiaoming Shao. "How Built Environment Impacts Online Car-Hailing Ridership." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 8 (June 27, 2020): 745–60. http://dx.doi.org/10.1177/0361198120924630.
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Extensive research has shown that unilateral optimization of transit systems is not effective enough to significantly increase its transport efficiency. Considering that urban land-use characteristics, including residential, work, consumption, transit, and so forth, are significantly interrelated with travel demands and travel behaviors, this paper provides a way to optimize transit system by raising awareness of the relation between ridership and built environment. This paper adopted point of interest (POI) data to investigate the effect of physical built environment on online car-hailing ridership in Chengdu, China. The study area was tessellated with several Voronoi cells; these cells were further clustered into three ridership patterns based on the time-varying characteristic of ridership. Given that some differences existed in the three ridership patterns, a separate spatial ridership model was developed to understand the factors that influence ridership patterns using geographic weighted regression (GWR) analysis. The data and results verified that the built environment had various influences on online car-hailing alighting ridership in spatial and temporal dimensions, of which the significant POI factors for determining the ridership pattern during different periods were detected. Remarkably, this study took the ridership dataset from the online car-hailing transit system, mainly because the pick-up (PU) and drop-off (DO) locations generated by this service are closest to the origin and destination of the trip, except that it is more popular recently. Therefore, the analysis of the impact of built environment on travel based on the online car-hailing dataset can be captured in greater detail, with a higher degree of accuracy.
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Taczanowska, Karolina, Luis-Millán González, Xavier García-Massó, Antoni Zięba, Christiane Brandenburg, Andreas Muhar, Maite Pellicer-Chenoll, and José-Luis Toca-Herrera. "Nature-based Tourism or Mass Tourism in Nature? Segmentation of Mountain Protected Area Visitors Using Self-Organizing Maps (SOM)." Sustainability 11, no. 5 (March 2, 2019): 1314. http://dx.doi.org/10.3390/su11051314.
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Mountain protected areas play a fundamental role in the conservation of natural environment and at the same time provide the population with social benefits such as offering space for leisure and recreation. Understanding motivations and behavior of protected area visitors is crucial to effectively manage vulnerable areas. Our objective was to identify the profiles of visitors to a heavily used tourist destination—Kasprowy Wierch within the Tatra National Park (Poland), using the self-organizing maps (SOM) analytical method. In order to explore the socio-demographic and behavioral characteristics of the visitors a total sample of 2488 respondents were interviewed on site. Self-organizing map analysis is based on cerebral processes for managing and storing information in order to classify subjects and/or find relationships among variables. As a result, four heterogeneous tourist profiles were identified. Interestingly, two of these groups (Cluster 1 and Cluster 3), which were found to be the most challenging groups for management purposes, visited the national park for reasons other than its natural attractions. Especially, one sub-segment of Cluster 3 was mainly motivated by the possibility to use a cable car, admiring views and stayed within close proximity of the upper cable car station. Less than a half of visitors to Kasprowy Wierch (42%) were seeking a nature experience during their trip (Cluster 2 and Cluster 4). The results bring a new point of view in the discussion on visitor management within Kasprowy Wierch region, in particular by overlapping presented visitor segmentation with trip types and/or purchased cable car tickets. Within international context, we highlight the SOM technique as a valuable tool in profiling of tourists and underline the problem of the existence of mass tourism destinations within protected areas.
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Tang, Tie-Qiao, Tao Wang, Liang Chen, and Hua-Yan Shang. "Analysis of the trip costs of a traffic corridor with two entrances and one exit under car-following model." Physica A: Statistical Mechanics and its Applications 486 (November 2017): 720–29. http://dx.doi.org/10.1016/j.physa.2017.05.054.
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Tang, Tie-Qiao, Liang Chen, Hai-Jun Huang, and Ziqi Song. "Analysis of the equilibrium trip cost without late arrival and the corresponding traffic properties using a car-following model." Physica A: Statistical Mechanics and its Applications 460 (October 2016): 348–60. http://dx.doi.org/10.1016/j.physa.2016.05.038.
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Chung, Yi-Shih, and Chi-Hung Wu. "Cross-State Comparison of Income and Vehicle-Ownership Effects on Household Mobility." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 11 (September 16, 2020): 813–26. http://dx.doi.org/10.1177/0361198120947420.
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The study investigated the effects of income and vehicle ownership on household mobility (measured as trip frequency, miles traveled, and transit use) across states on the basis of the 2017 National Household Travel Survey. Bayesian multilevel (or random-effect) regression models were developed to include state-policy variables and overcome the concern of small sample sizes in some household strata. The analysis results indicated that household income levels were positively associated with vehicle ownership and mobility; however, extremely high-income households were not necessarily more likely than high-income households to own more vehicles. Owning at least one vehicle was the norm for most households, except under two conditions: when the household income was extremely low or when the state transit level of service (LOS) was high. Moreover, states with a high transit LOS exhibited similar household mobility as long as households had similar income levels and vehicle ownership rates; by contrast, household mobility in states with a low transit LOS was relatively varied. Fully equipped (at least one vehicle per driver) and car-light households (having more drivers than vehicles) exhibited a similar trip frequency number; however, the vehicle miles traveled of car-light households were significantly shorter, especially in states with a high transit LOS. These results suggest that the mobility benefits of being fully equipped are more limited than we had anticipated. Transit services can affect household vehicle ownership and mobility only when being provided above a certain LOS.
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Javid, Muhammad Ashraf, and Nazam Ali. "ANALYSIS OF COMMUTERS' PERCEPTIONS ABOUT CARPOOLING SERVICE: A CASE STUDY IN LAHORE." Journal of Research in Architecture & Planning 29, no. 2 (December 20, 2020): 9–16. http://dx.doi.org/10.53700/jrap2922020_2.
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The increase in urban population and private vehicle ownership has resulted in traffic congestion on road networks. The traffic congestion tends to increase social cost in terms of increased travel delays, road crashes and environmental pollution. Traffic congestion also increases the generalized travel cost of road users. There is a need to look for alternative travel options to ensure sustainable development of the society and transportation infrastructure. This study aims to identify the significant relationships between the socio-economic demographics (SEDs) of the travelers and their intentions with carpooling. The data was collected with the help of a questionnaire survey. This survey was conducted in Lahore city and three hundred and ninety four samples were obtained. The data was analyzed using frequency analysis and ordered probit regression analysis. The results revealed that the traveler’s marital status, education, daily trip distance, current travel mode, household income, car ownership and possession of a driving license had a significant influence on their willingness to adopt a carpooling alternative. Besides the trip, purpose of carpooling and the number of persons with whom to share a ride had significant correlations with carpooling. These significant attributes implicate that travelers’ specific characteristics play an important role in their decision to carpool. Carpooling programs are required to design, seeking the significant characteristics of travelers in the context of Lahore city as well as in other regions. These findings provide useful information to the transport planners and decision-makers in designing the transportation policies related to carpooling strategies.
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Mou, N., J. Li, L. Zhang, W. Liu, and Y. Xu. "SPATIO-TEMPORAL CHARACTERISTICS OF RESIDENT TRIP BASED ON POI AND OD DATA OF FLOAT CAR IN BEIJING." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLII-2/W7 (September 12, 2017): 99–105. http://dx.doi.org/10.5194/isprs-archives-xlii-2-w7-99-2017.
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Due to the influence of the urban inherent regional functional distribution, the daily activities of the residents presented some spatio-temporal patterns (periodic patterns, gathering patterns, etc.). In order to further understand the spatial and temporal characteristics of urban residents, this paper research takes the taxi trajectory data of Beijing as a sample data and studies the spatio-temporal characteristics of the residents' activities on the weekdays. At first, according to the characteristics of the taxi trajectory data distributed along the road network, it takes the Voronoi generated by the road nodes as the research unit. This paper proposes a hybrid clustering method &ndash; based on grid density, which is used to cluster the OD (origin and destination) data of taxi at different times. Then，combining with the POI data of Beijing, this research calculated the density of the POI data in the clustering results, and analyzed the relationship between the activities of residents in different periods and the functional types of the region. The final results showed that the residents were mainly commuting on weekdays. And it found that the distribution of travel density showed a concentric circle of the characteristics, focusing on residential areas and work areas. The results of cluster analysis and POI analysis showed that the residents' travel had experienced the process of "spatial relative dispersion &ndash; spatial aggregation &ndash; spatial relative dispersion" in one day.
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Li, Dawei, Tomio Miwa, and Takayuki Morikawa. "Analysis of Vehicles' Daily Fuel Consumption Frontiers with Long-Term Controller Area Network Data." Transportation Research Record: Journal of the Transportation Research Board 2503, no. 1 (January 2015): 100–109. http://dx.doi.org/10.3141/2503-11.
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The vehicle fuel consumption frontier (VFCF) is the unobserved maximum amount of fuel that an individual private car user is willing to consume for driving. This study incorporated interindividual and intraindividual variations into the modeling of VFCF. Long-term controller area network data collected from private cars during 10 months in Toyota City, Japan, were used. A stochastic frontier model with random parameters was applied as the modeling methodology to deal with the panel data. The data fit of the estimation results demonstrated that models with random coefficients were preferable and had better model fits than the ordinary linear regression models. VFCFs on working days were significantly affected by the departure time of the first trip, temperature, weather, home location, gender, age, and occupation. All explanatory variables, except weather and temperature, also significantly affected VFCFs on holidays. Predictions made with the estimated parameters showed that the expected VFCFs were about double the corresponding actual vehicle fuel consumption expenditures.
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Cheranchery, Munavar Fairooz, and Bhargab Maitra. "Priority Areas of Intervention for Improving Urban Bus Services: Experience in Kolkata, India." Transportation Research Record: Journal of the Transportation Research Board 2634, no. 1 (January 2017): 17–27. http://dx.doi.org/10.3141/2634-03.
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Priority areas of intervention for the improvement of urban bus services were investigated and identified in the city of Kolkata, India. A paper-based survey was conducted to collect responses from choice riders (who own a car and predominantly travel by car or taxi) and captive riders (who do not own a car and predominantly travel by bus). The choice riders and captive riders identified air-conditioned (AC) and non-air-conditioned bus services, respectively, as two areas for intervention. Revised importance–performance analysis and fuzzy C-means clustering algorithm were used to analyze responses. Trip attributes were classified under three satisfaction factors (basic, performance, and excitement), and various management schemes were identified for AC and non-AC bus services. The areas of intervention were identified by analyzing the factor structures of travelers and the management schemes for the bus services derived from the perceptions of the travelers. Results indicated that choice riders and captive riders had distinct travel requirements and that their priority areas of intervention for improving AC and non-AC services also were different. With the requirements of choice riders and captive riders, these results offer direction for improving bus service in Kolkata. The methodology also could be used to formulate policies and measures for service improvement in other contexts.
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Postorino, Maria Nadia, and Giuseppe M. L. Sarné. "Reinventing Mobility Paradigms: Flying Car Scenarios and Challenges for Urban Mobility." Sustainability 12, no. 9 (April 28, 2020): 3581. http://dx.doi.org/10.3390/su12093581.
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Flying vehicles are receiving more and more attention and are becoming an opportunity to start a new urban mobility paradigm. The most interesting feature of flying cars is the expected opportunity they could offer to reduce congestion, traffic jams and the loss of time to move between origin/destination pairs in urban contexts. In this perspective, urban air mobility might meet the concept of “sustainable mobility”, intended as the ideal model of a transport system that minimizes the environmental impacts by maximizing efficiency and travel speed. For transport engineering planning issues, further knowledge is required in this field to understand the effects that a possible urban air mobility system, including the ground traffic component, could have in terms of sustainable mobility in the above meaning. This paper contributes to this topic by providing an analysis of different urban flying car scenarios by using an agent-based approach with different traffic conditions. The preliminary results obtained on some test networks and focusing on travel cost effects suggest that the expected advantages the flying car will depend on trip origin/destination points, average distances travelled in the urban contexts and the location of transition nodes, which are introduced as interchange nodes between aerial and ground mode.
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Xue, Meimei, Biying Yu, Yunfei Du, Bin Wang, Baojun Tang, and Yi-Ming Wei. "Possible Emission Reductions From Ride-Sourcing Travel in a Global Megacity: The Case of Beijing." Journal of Environment & Development 27, no. 2 (May 14, 2018): 156–85. http://dx.doi.org/10.1177/1070496518774102.
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Urban transportation in China is undergoing a revolution due to ride-sourcing. The strong growth in ride-sourcing travel requires the government and the industry to adopt strategies for reducing environmental impact. Here, we address a key gap in knowledge on the emerging ride-sourcing travel model by designing a roadmap for realizing low-emission ride-sourcing drawing from an analysis of raw big trip data for Beijing. We found that adopting the most effective low-emission strategies requires joint efforts involving governance and management, enterprise operations, and consumer behavior change. With respect to issues of feasibility and effectiveness, the enterprise operation strategy, involving polices that shorten the pick-up time and increase the vehicle occupancy, is the best option, offering approximately 44% CO2 and NOx emission reductions compared with the current situation. Promoting ride-sourcing usage among car users or potential car users could help reduce emissions attributing to less cars being manufactured (26% CO2 and 24% NOx) but with uncertainty. To achieve low-emission ride-sourcing travel, governments, enterprises, and consumers must collaborate closely and define clear roles, responsibilities, and relationships.
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Soltani, Ali, and Sajad Askari. "Analysis of Intra-Urban Traffic Accidents Using Spatiotemporal Visualization Techniques." Transport and Telecommunication Journal 15, no. 3 (September 1, 2014): 227–32. http://dx.doi.org/10.2478/ttj-2014-0020.
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Abstract Road traffic accidents (RTAs) rank in the top ten causes of the global burden of disease and injury, and Iran has one of the highest road traffic mortality rates in the world. This paper presents a spatiotemporal analysis of intra-urban traffic accidents data in metropolitan Shiraz, Iran during the period 2011-2012. It is tried to identify the accident prone zones and sensitive hours using Geographic Information Systems (GIS)-based spatio-temporal visualization techniques. The analysis aimed at the identification of high-rate accident locations and safety deficient area using Kernel Estimation Density (KED) method. The investigation indicates that the majority of occurrences of traffic accidents were on the main roads, which play a meta-region functional role and act as a linkage between main destinations with high trip generation rate. According to the temporal distribution of car crashes, the peak of traffic accidents incident is simultaneous with the traffic congestion peak hours on arterial roads. The accident-prone locations are mostly located in districts with higher speed and traffic volume, therefore, they should be considered as the priority investigation locations to safety promotion programs.
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Yakovlev, Konstantin, and Sergey Legostaev. "TECHNICAL DIAGNOSTICS-GUARANTEE OF HIGH-QUALITY AND EFFECTIVE MAINTENANCE OF TIMBER ROLLING STOCK." Forestry Engineering Journal 10, no. 4 (January 19, 2021): 208–16. http://dx.doi.org/10.34220/issn.2222-7962/2020.4/17.
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A logging vehicle is a source of increased danger, and its serviceability affects road safety. Diagnostics of the technical condition of the car allows you to timely identify serious defects in components, mechanisms and aggregates without removing them and disassembling them, to have time to eliminate malfunctions in time and bring the technical characteristics to the standard. Analysis of the literature data has shown that diagnostics of the technical condition of a logging vehicle plays an important role in preventing accidents. Our task was to improve the reliability of the car and reduce the complexity of work during the next maintenance. In the article, we justify the criteria necessary for the organization of safe operation of logging vehicles when transporting timber on public roads. The age and technical condition of the timber rolling stock fleet is analyzed. The most frequent failures of forest transport vehicles on the example of cars of the KAMAZ family, affecting the organization of traffic safety, are determined. The necessity of pre-trip control inspections and Express diagnostics of vehicles is revealed. Taking into account the identified shortcomings, the scheme of post-trip removal of parameters from the built-in diagnostics system of a logging vehicle and subsequent remote transmission of data to the server of the control room of a motor transport enterprise has been developed. The conducted scientific research allowed us to find a solution to the problem, which is to allocate technical diagnostics in an independent type of technical impact. This measure will reduce the costs of premature technical impacts on the systems, components and aggregates of timber rolling stock without reducing the requirements for traffic safety