Journal articles on the topic 'Local transit – United States'
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1
Fischer, Lauren Ames, Rosalie Singerman Ray, and David A. King. "Who Decides? Toward a Typology of Transit Governance." Urban Science 5, no. 1 (December 31, 2020): 6. http://dx.doi.org/10.3390/urbansci5010006.
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This article describes a typology for formal governance structures of public transit in the United States to support inquiry into how organizational structures influence policy making processes, organizational capacity and policy outcomes. Scholarship of public transit has largely explored outcome-based research while paying less attention to how decisions are made. Despite some transport scholarship that shows how institutional characteristics influence financing, power arrangements and public discourse, there has been little recent analysis of governance within public transit systems beyond the regional role of Metropolitan Planning Organizations (MPOs). Using data from multiple sources, we assembled a database of governance structure of transit systems in the largest 40 cities in the United States. We show that the structure of transit decision making has substantial variance across and within cities, and is far from limited to MPOs. The variety of governance models and growth of local and sub-local models suggest that local context is critical for better understanding transit priorities and decision-making processes.
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Liu, Luyu, Harvey J. Miller, and Jonathan Scheff. "The impacts of COVID-19 pandemic on public transit demand in the United States." PLOS ONE 15, no. 11 (November 18, 2020): e0242476. http://dx.doi.org/10.1371/journal.pone.0242476.
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The COVID-19 pandemic and related restrictions led to major transit demand decline for many public transit systems in the United States. This paper is a systematic analysis of the dynamics and dimensions of this unprecedented decline. Using transit demand data derived from a widely used transit navigation app, we fit logistic functions to model the decline in daily demand and derive key parameters: base value, the apparent minimal level of demand and cliff and base points, representing the initial date when transit demand decline began and the final date when the decline rate attenuated. Regression analyses reveal that communities with higher proportions of essential workers, vulnerable populations (African American, Hispanic, Female, and people over 45 years old), and more coronavirus Google searches tend to maintain higher levels of minimal demand during COVID-19. Approximately half of the agencies experienced their decline before the local spread of COVID-19 likely began; most of these are in the US Midwest. Almost no transit systems finished their decline periods before local community spread. We also compare hourly demand profiles for each system before and during COVID-19 using ordinary Procrustes distance analysis. The results show substantial departures from typical weekday hourly demand profiles. Our results provide insights into public transit as an essential service during a pandemic.
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Lambert, Thomas E., Hokey Min, and Kyle Dorriere. "The impact of urban sprawl on journey to work times for mass transit and all other commuters in the United States: A research note." Journal of Transportation Management 26, no. 2 (January 1, 2016): 59–68. http://dx.doi.org/10.22237/jotm/1451606700.
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As government budgets get tighter, there has been considerable public outcry about the continued investment in public mass transit systems and their financial viability. Amid this outcry, a number of studies have been conducted to determine which factors influence the use and efficiency of publiclyfunded mass transit systems. These factors include population density and less sprawl (or greater urban compactness). However, their impact on mass transit usage is somewhat contradictory in that the heavy concentration of populations in the urban area and greater compactness is believed to increase mass transit usage due to a bigger number of potential passengers. In fact, greater compactness and greater transit ridership have played a role in lengthening the journey to work for most commuters and thus discouraged the use of mass transit systems. Thus, some questioned the wisdom of mass transit subsidies and “smart growth” policies. To attempt to answer this question and avoid any further confusion, this paper examines how urban sprawl affects the journey to work commute time of mass transit riders and other commuters throughout the United States after controlling for variables such as the volume of ridership, local per capita income, the presence of a local rail transit system, and local weather. The findings for this research note defy some conventional wisdom and point to several public policy recommendations on how to improve public mass transit at the local level. For instance, we find that greater urban compactness can be turned into a mass transit advantage if mass transit riders can use a commuter rail option.
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Espinosa, Judith M., Eric F. Holm, and Mary E. White. "Creating Intelligent, Coordinated Transit." Transportation Research Record: Journal of the Transportation Research Board 1927, no. 1 (January 2005): 138–48. http://dx.doi.org/10.1177/0361198105192700116.
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New Mexico is among the first states in the United States to develop, implement, and deploy contactless, smart card technology in a rural area. The Alliance for Transportation Research Institute, working with the New Mexico Department of Transportation's Public Transportation Programs Bureau, developed the Intelligent, Coordinated Transit (ICTransit) smart card technology and the Client, Referral, Ridership, and Financial Tracking (CRRAFT) software. The U.S. Department of Transportation's FTA–FHWA Joint Program Office provided federal funding for the project. The ICTransit smart card functions as a universal use electronic fare card, enabling passengers to transfer between transit providers to access jobs, education, and health care beyond their local rural communities. ICTransit's Global Positioning System receiver and Pocket PC capture the time and location that passengers board and exit the vehicle and the passenger miles traveled on the vehicle. The CRRAFT software system for express scheduling, automatic generation of monthly financial reports, and onboard tracking of ridership provides increased efficiency in rural areas. The ICTransit system with CRRAFT can overcome barriers to coordinated interagency transportation and provide increased access and mobility to all, but especially to those underserved by public transportation. ICTransit with CRRAFT can empower states to build coordinated transportation networks that provide safe and seamless movement of people and enhance the quality of life.
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Howland, Renata E., Nicholas R. Cowan, Scarlett S. Wang, Mitchell L. Moss, and Sherry Glied. "Public transportation and transmission of viral respiratory disease: Evidence from influenza deaths in 121 cities in the United States." PLOS ONE 15, no. 12 (December 1, 2020): e0242990. http://dx.doi.org/10.1371/journal.pone.0242990.
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One important concern around the spread of respiratory infectious diseases has been the contribution of public transportation, a space where people are in close contact with one another and with high-use surfaces. While disease clearly spreads along transportation routes, there is limited evidence about whether public transportation use itself is associated with the overall prevalence of contagious respiratory illnesses at the local level. We examine the extent of the association between public transportation and influenza mortality, a proxy for disease prevalence, using city-level data on influenza and pneumonia mortality and public transit use from 121 large cities in the United States (US) between 2006 and 2015. We find no evidence of a positive relationship between city-level transit ridership and influenza/pneumonia mortality rates, suggesting that population level rates of transit use are not a singularly important factor in the transmission of influenza.
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Pasha, Obed, and Theodore H. Poister. "The Impact of Performance Management Under Environmental Turbulence." American Review of Public Administration 49, no. 4 (November 27, 2018): 441–53. http://dx.doi.org/10.1177/0275074018814245.
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Performance management is an established concept in the public sector, with several empirical studies supporting its beneficial impact on organizational performance. Research on performance management, however, is still in initial stages and mostly examines the impact of this practice under stable environmental conditions. This study adds to the literature by analyzing the effect of this system on performance of local transit agencies in a turbulent environment characterized by the Great Recession and its aftermath. Exploratory factor analysis (EFA) on survey responses from 162 local transit agencies in the United States is used to extract the four components of performance management, namely, formal strategic planning, logical incrementalism, performance measurement, and performance information use. Ordinary least squares (OLS) regression analysis shows that an independent use of formal strategic planning and logical incrementalism has a negative impact on organizational performance under turbulence. Performance measurement and a blend of formal strategic planning and logical incrementalism, however, show a positive impact.
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JYOTI, L. M., and SANJIB SEN. "On the transit of Venus 2012: Method of computation for prediction of contact timings." MAUSAM 63, no. 1 (December 31, 2021): 113–22. http://dx.doi.org/10.54302/mausam.v63i1.1460.
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Transit of Venus over the solar disc is an extremely rare event. The phenomenon occurred last time on June 8, 2004 when the entire event was visible from all parts of India. Another Transit of Venus is going to occur on June 6, 2012, though the entire event will not be visible from India. The Positional Astronomy Centre publishes data on Transit of Mercury and Venus in its annual publication ‘The Indian Astronomical Ephemeris’. In this paper an attempt has been made to provide documentation on the methodology for computation of contact timings of the event. Using the methodology, the geocentric contact timings and local contact timings for important places of India for the event of Transit of Venus of June 6, 2012 have been predicted. The result thus obtained for different geocentric phases of the event has been compared with the predicted timings published by The Nautical Almanac Office, United States Naval Observatory and NASA.
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Bess, Michael K. "‘Neither motorists nor pedestrians obey the rules’: Transit law, public safety, and the policing of Northern Mexico’s roads, 1920s–1950s." Journal of Transport History 37, no. 2 (August 1, 2016): 155–74. http://dx.doi.org/10.1177/0022526616654700.
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In the first half of the twentieth century, Mexican authorities implemented transit laws to regulate motor traffic and address concerns about road safety. The northern city of Monterrey, Nuevo León serves as a case study for this process. Monterrey’s location at the junction of two major national highways, as well as its proximity to the United States, made it an important site for cross-border trade and tourism. Local officials in Monterrey developed US-inspired rules to modernise traffic patterns and bolster tourism. This essay examines how state authorities in Nuevo León coped with an influx in regional motor traffic, passing transit laws that reflected ideological priorities in favour of US-style economic development and technological modernisation.
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Siddiq, Auyon, Christopher S. Tang, and Jingwei Zhang. "Partnerships in Urban Mobility: Incentive Mechanisms for Improving Public Transit Adoption." Manufacturing & Service Operations Management 24, no. 2 (March 2022): 956–71. http://dx.doi.org/10.1287/msom.2021.0987.
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Problem definition: Because of a prolonged decline in public transit ridership over the last decade, transit agencies across the United States are in financial crisis. To entice commuters to travel by public transit instead of driving personal vehicles, municipal governments must address the “last-mile” problem by providing convenient and affordable transportation between a commuter’s home and a transit station. This challenge raises an important question: Is there a cost-effective mechanism that can improve public transit adoption by solving the last-mile problem? Academic/practical relevance: In this paper, we present and analyze two incentive mechanisms for increasing commuter adoption of public transit. In a direct mechanism, the government provides a subsidy to commuters who adopt a “mixed mode,” which involves combining public transit with hailing rides to/from a transit station. The government funds the subsidy by imposing congestion fees on personal vehicles entering the city center. In an indirect mechanism, instead of levying congestion fees, the government secures funding for the subsidy from the private sector. We examine the implications of both mechanisms on relevant stakeholders. These two mechanisms are especially relevant because several jurisdictions in the United States have begun piloting incentive programs, in which commuters receive subsidies for ride-hailing trips that begin or end at a transit station. Methodology: We present a game-theoretic model to capture the strategic interactions among five self-interested stakeholders (commuters, public transit agency, ride-hailing platform, municipal government, and local private enterprises). Results: By examining equilibrium outcomes, we obtain three key findings. First, we characterize how the optimal interventions associated with the direct or the indirect mechanism depend on: (a) the coverage level of the public transit network; (b) the public transit adoption target; and (c) the relative strength of commuter preferences between driving and taking public transit. Second, we show that the direct mechanism cannot be budget-neutral without undermining commuter welfare. However, when the public transit adoption target is not too aggressive, we find that the indirect mechanism can increase both commuter welfare and sales to the private-sector partner while remaining budget-neutral. Finally, we show that, although the indirect mechanism restricts the scope of government intervention (by eliminating the congestion fee), it can dominate the direct mechanism by leaving all stakeholders better off, especially when the adoption target is modest. Managerial implications: Our findings offer cost-effective prescriptions for improving urban mobility and public transit ridership.
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Lederman, Jaimee, Anne Brown, Brian D. Taylor, and Martin Wachs. "Lessons Learned from 40 Years of Local Option Transportation Sales Taxes in California." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 4 (June 30, 2018): 13–22. http://dx.doi.org/10.1177/0361198118782757.
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Jurisdictions across the United States have increasingly turned to local option sales taxes, or LOSTs, to fund transportation projects and programs. California is an enthusiastic adopter of these measures; since 1976, residents in over half of the state’s 58 counties have voted on 76 LOST measures. As of 2017, 24 counties, home to 88% of the state’s population, have LOST measures in place. Many counties have enacted multiple measures, with passage rates especially high among renewal and follow-on measures. This research is the first comprehensive analysis of LOST measures; drawing on measure expenditure plans to determine the range and frequency of transportation projects and services funded. This detailed review of expenditure plans across dozens of urban, suburban, and rural California counties offers insight on these measures and the projects and programs they fund. Overall, this study finds that LOSTs are heterogeneous, often including something for nearly every interest group. Almost all of the measures studied dedicate funding to a mix of transportation modes, including highways, public transit, local road maintenance, and active transportation. Expenditures on particular modes vary, reflecting transportation geography across counties. On average, 60% of LOST expenditures in California fund road projects and over 30% are allocated to public transit. Measures often dedicate a substantially larger share of revenue to transit relative to transit’s mode share. Finally, LOSTs typically appeal to diverse local interests by returning a portion of revenues to local jurisdictions to address local priority projects.
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Landis, J., R. Cervero, and P. Hall. "Transit Joint Development in the USA: An Inventory and Policy Assessment." Environment and Planning C: Government and Policy 9, no. 4 (December 1991): 431–52. http://dx.doi.org/10.1068/c090431.
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The joint development of urban mass transit facilities and private real estate projects has become a popular practice throughout the United States. As of October 1990, 114 transit joint-development projects had been constructed in more than two dozen US cities, although the vast majority of projects have been concentrated in just five cities: New York City, Washington, DC, Philadelphia, Atlanta, and Boston. Of completed joint-development projects 58% have occurred at or near heavy-rail transit stations; another 18% of projects have been developed around commuter rail facilities. Transit joint-development activity can be classified into two basic forms: (1) revenue-sharing arrangements, and (2) cost-sharing arrangements. Of the joint-development projects completed to date, 40% have involved cost-sharing, and 25% have involved revenue-sharing. The remaining projects have involved both types. Joint-development projects have yet to generate very much income to local transit operators, either through capital contributions or through yearly lease payments. Except in New York City, capital contributions from joint development have generally amounted to less than 1% of yearly capital expenditures. This study reveals that there are four conditions necessary for successful joint-development projects. First, the local real estate market must be active and healthy. Second, the agency with the lead responsibility for pursuing joint development must have an entrepreneurial bent. Third, coordination is essential when joint-development projects involve more than one public agency. Fourth, sponsoring agencies need to understand that there are benefits to joint development that go beyond generating revenues. To date, in fact, the direct revenue benefits of joint development have been quite small. The best joint-development projects are those that encourage greater transit usage, create more interesting station environments, and reinforce other planning and development goals.
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Sutiningsih, Dwi, Nur Azizah Azzahra, Yulianto Prabowo, Aris Sugiharto, Mufti Agung Wibowo, Istirochah, Endah Sri Lestari, Estri Aurorina, and Eka Pratiwi Maharani. "Characteristics of COVID-19 Cases in Central Java as the 5th Most Populous Province in Indonesia." E3S Web of Conferences 317 (2021): 04030. http://dx.doi.org/10.1051/e3sconf/202131704030.
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Coronavirus Disease-2019 (COVID-19) cases are still increasing, while the epidemiology data is still limited. This study’s purpose is to delineate characteristics of 31,407 COVID-19 patients in Central Java. This research involved secondary data acquired from the Health Office of Central Java, which was analysed univariately. The majority of the patients were 19-44-year-old (43.57%), females (50.81%), and private employees (10.53%). The most frequent symptoms were fever (18.85%), cough (18.19%), and shortness of breath (13.71%). Most of the cases were from Semarang City (17.2%), Kudus (6%), Jepara (6%), Demak (5.5%), and Kendal (4.3%), with an Incidence Rate (per 10,000) of 42.79; 14.53; 14.99; 14.90; and 13.84 respectively. Furthermore, most of the patients had no transit history (87.11%), while out of 25 of the foreign transit histories, the United States of America and China contributed 24% and 20%, sequentially. Three-fourths of the domestic transit history was in Central Java, whereas the Special Capital Region of Jakarta, South Sulawesi, and East Java shared 9.79%, 5.99%, and 3.08%. The most common transit history in Central Java was in Semarang City (19.28%) and Kudus (13.91%). In conclusion, the characteristics of COVID-19 cases were varied, and local transmission has occurred, which has spread to 35 cities/districts.
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Mathur, Shishir. "Using Tax Increment Financing to Fund Public Transportation: Enabling Environment and Equity Impacts." Public Works Management & Policy 22, no. 3 (December 21, 2016): 201–25. http://dx.doi.org/10.1177/1087724x16683404.
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Through a review of three public transport projects developed across the United States using tax increment financing (TIF) revenues, this article examines the robustness of state- and local-level enabling statutes and the strategies used to minimize TIF’s horizontal and vertical inequities. The article finds that although TIF is widely used to fund transit-related facilities, such as rail lines and train stations, it is not used to purchase or maintain the rolling stock (e.g., train cars and buses). Furthermore, the use of TIF revenues for public transport enhances vertical equity to the extent that public transit users are likely to have lower incomes than auto users. However, in all case study projects, TIF primarily helped develop rail projects, not bus systems, with the latter more likely to be used by lower income people. Finally, setting aside TIF funds for affordable housing, job training, and relocation and rehabilitation can help reduce vertical inequities.
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Harrison, Kathryn. "Political Institutions and Supply-Side Climate Politics: Lessons from Coal Ports in Canada and the United States." Global Environmental Politics 20, no. 4 (November 2020): 51–72. http://dx.doi.org/10.1162/glep_a_00579.
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In recent years, a new “supply-side” climate politics has emerged as activists have turned their attention from fossil fuel combustion to fossil fuel extraction and transport. This article investigates conditions for success of anti–fossil-fuel activism by comparing the fate of two proposed coal terminals on either side of the Canada–United States border. Both cases highlight that fossil fuel transport infrastructure is especially vulnerable to opposition as a result of concentrated costs and limited economic benefits in transit jurisdictions that did not produce the fossil fuels in question. Still, not all contexts are equally amenable to supply-side contestation. Institutional differences explain approval of a new coal port in Canada, while a similar US facility was rejected: a weaker environmental assessment regime and more limited opportunities for local government and Indigenous vetoes. However, the regulator’s subsequent withdrawal of the still-pending Canadian terminal’s permit five years later reveals that delay can be as good as victory for opponents when markets for fossil fuels decline.
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William Vigrass, J., and Sergio L. González. "International Nature of the Tren Urbano Project in San Juan, Puerto Rico." Transportation Research Record: Journal of the Transportation Research Board 1704, no. 1 (January 2000): 10–12. http://dx.doi.org/10.3141/1704-02.
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An overview of the Tren Urbano project in San Juan, Puerto Rico, is presented. Phase 1 will be a 17-km rail rapid transit line from Bayamon to Sagrado Corazon in metropolitan San Juan. The line is standard gauge, third-rail-powered, 750-Vdc, rail rapid transit, fully grade-separated. An initial fleet of 64 cars was ordered, and an option for 10 more has been exercised. The project has been bid as a design-build-operate-maintain effort, with Siemens Transportation Systems, Inc., as the prime contractor. Work has been divided into six segments and bid by local contractors. Through the Systems Turnkey and Test Track contract, Siemens is responsible for all systems elements, including cars, power supply, signals, train control and communications, the yard and shop, and about 2 km of main line with two passenger stations. Systems elements are described, with emphasis on their origin in various countries in addition to the United States. The need for Buy America compliance is mentioned. Some car-borne equipment was designed and initial units were built overseas, with most production being done in U.S. plants owned or contracted by the suppliers. By using international sources, Siemens was able to be the lowest bidder and yet provide a quality system to meet the contract requirements.
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Freemark, Yonah, Anne Hudson, and Jinhua Zhao. "Policies for Autonomy: How American Cities Envision Regulating Automated Vehicles." Urban Science 4, no. 4 (October 31, 2020): 55. http://dx.doi.org/10.3390/urbansci4040055.
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Local governments play an important role in structuring urban transportation through street design, zoning, and shared jurisdiction over ride-hailing, transit, and road pricing. While cities can harness these powers to steer planning outcomes, there is little research about what local officials think about regulatory changes related to autonomous vehicles (AV). We compile key AV-related policies recommended by scholars but rarely implemented, and conduct a survey of municipal officials throughout the United States, exploring their personal support and perceptions of bureaucratic capacity, legal limits, and political backing for each policy. This paper finds broad personal support for regulations related to right-of-way, equity, and land use, such as for increasing pedestrian space, expanding access for low-income people, and reducing sprawl. However, officials emphasized uncertain bureaucratic and legal capacity for city intervention outside of these areas, reaffirming limited local power in the federal system. Only a minority expected political support for any policy. Greater population size and more liberal resident political ideologies are strongly associated with personal and political support for many policies. Local population growth is correlated with greater capacity to undertake policies. This work contributes to the growing literature on transportation governance in the context of technological uncertainty.
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Appleyard, Bruce, Christopher E. Ferrell, and Matthew Taecker. "Transit Corridor Livability: Realizing the Potential of Transportation and Land Use Integration." Transportation Research Record: Journal of the Transportation Research Board 2671, no. 1 (January 2017): 20–30. http://dx.doi.org/10.3141/2671-03.
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In recent years, strategies to promote transportation and land use integration have gained prominence in planning-related fields, believed to yield many potential benefits toward travel, health, welfare, and sustainability goals. Although livability has been identified as an important outcome of this approach as well, little guidance exists on what livability actually is, how to measure it, or how transportation and land use integration strategies can promote it. The findings of a multiyear study of the livability literature, theory, and practice are followed by an extensive quantitative and qualitative study of more than 350 transit corridors including thousands of stations throughout the United States. Although often dismissed as subjective, this research shows that livability can be understood in well-defined and measurable ways, which are validated through an innovative geospatial approach using detailed national data on travel, health, safety, and other quality-of-life outcomes. The findings in this paper show how more integrated and livable transit corridors can yield multiple benefits regarding travel, health, welfare, and sustainability. The findings show how livability goals and their measures can inform planning decisions to promote equitable access to opportunities locally and regionally and yield multiple benefits. Therefore, livability can be seen as an organizing principle for determining when and how to deploy integrated transportation and land use planning strategies. A practical handbook and a calculator for building livable transit corridors are introduced; both were designed to empower practitioners and members of the public to equitably achieve higher levels of livability at local and regional scales.
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Saladdin Kazımlı, Semral. "BEYNƏLXALQ BOĞAZLARDAN VƏ YA ONLARIN ÜZƏRİNDƏN TRANZİT KEÇİD HÜQUQU." SCIENTIFIC RESEARCH 08, no. 4 (April 27, 2022): 166–69. http://dx.doi.org/10.36719/2789-6919/08/166-169.
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One of the topics under discussion at the Convention on the Law of the Sea is the passage of the Straits used for international navigation. The law covering the international strait is important because the width of the territorial sea is expected to be up to 12 miles. If this extension is agreed upon, its effect will be to cut off the territorial waters, the Straits of 24 miles or less in width. By extending the sovereignty of the states adjoining the international strait, the strait, which used to be a corridor for high-altitude navigation, would retain the properties of sovereign property. In anticipation of this expansion in the territorial waters, the United States has said it will vote in favor of the 12-mile limit, which is a key condition - that the right to free movement through the international strait be recognized. The concept is sufficient to protect the interests of both the international community and the coastal states. The conflict between the two ideologies raises fundamental questions about the use of the sea in an area where the conflict of international and local interests is very real. The purpose of this article is to examine the interests involved in the Strait question and to suggest a solution to the conflict, emphasizing the interests of the coastal states. Key words: international straits, transit rights, transition rights, modern times, international System Səmral Saləddin qızı Kazımlı BEYNƏLXALQ BOĞAZLARDAN VƏ YA ONLARIN ÜZƏRİNDƏN TRANZİT KEÇİD HÜQUQU Xülasə Dəniz Hüququ Konvensiyasında müzakirə olunan mövzulardan biri də beynəlxalq naviqasiya üçün istifadə edilən boğazların keçididir. Beynəlxalq boğazı əhatə edən qanun vacibdir, çünki ərazi dənizinin eninin 12 milədək olacağı gözlənilir. Beynəlxalq boğaza bitişik dövlətlərin suverenliyini genişləndirməklə, əvvəllər yüksək hündürlükdə gəmiçilik üçün dəhliz olan boğaz suveren mülkiyyət xüsusiyyətlərini saxlayacaq. Ərazi sularında bu genişlənmə ərəfəsində Birləşmiş Ştatlar əsas şərt olan 12 mil limitinin lehinə səs verəcəyini bildirib - beynəlxalq boğazdan sərbəst hərəkət hüququnun tanınması. Konsepsiya həm beynəlxalq ictimaiyyətin, həm də sahilyanı dövlətlərin maraqlarını qorumaq üçün kifayətdir. İki ideologiya arasındakı ziddiyyət beynəlxalq və yerli maraqların toqquşmasının çox real olduğu bir ərazidə dənizdən istifadə ilə bağlı fundamental suallar doğurur. Bu məqalənin məqsədi boğaz məsələsində iştirak edən maraqları araşdırmaq və sahilyanı dövlətlərin maraqlarını vurğulayaraq, beynəlxalq boğazlardan keçid hüququ, habelə bu sahədə münaqişələrin həllini təklif etməkdir. Açar sözlər: beynəlxalq boğazlar, tranzit hüquqları, müasir hüquqlar, müasir dövr, beynəlxalq system
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Carroll, Glenn R., and Magnus Thor Torfason. "Restaurant Organizational Forms and Community in the U.S. in 2005." City & Community 10, no. 1 (March 2011): 1–24. http://dx.doi.org/10.1111/j.1540-6040.2010.01350.x.
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Recent sociological theory and research highlights food, drink, and restaurants as culturally meaningful and related to social identity. An implication of this view holds that the prevalence of corporate chain restaurants affects the sociological character of communities, as many activists, popular–based movements, and theorists contend. The analysis we report here seeks to identify the ecological niche properties of chain and independent restaurants—which kinds of communities support restaurant chains, and which kinds of communities tend to support independent local restaurants and food service providers instead. We analyze data from a 2005 sample of 49 counties across the United States with over 17,000 active restaurants. We argue that demographic stability affects the community composition of organizational forms, and we also investigate arguments about a community's income distribution, age distribution, population trends, geographic sprawl, and commuter population. We find that communities with less stable demographic make–ups support more chain restaurants, but that other factors, including suburban sprawl and public transit commuter, also have some impact.
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Hahn, Micah B., Rebecca J. Eisen, Lars Eisen, Karen A. Boegler, Chester G. Moore, Janet McAllister, Harry M. Savage, and John-Paul Mutebi. "Reported Distribution of Aedes (Stegomyia) aegypti and Aedes (Stegomyia) albopictus in the United States, 1995-2016 (Diptera: Culicidae)." Journal of Medical Entomology 53, no. 5 (June 9, 2016): 1169–75. http://dx.doi.org/10.1093/jme/tjw072.
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Abstract Aedes (Stegomyia) aegypti (L.) and Aedes (Stegomyia) albopictus (Skuse) transmit arboviruses that are increasing threats to human health in the Americas, particularly dengue, chikungunya, and Zika viruses. Epidemics of the associated arboviral diseases have been limited to South and Central America, Mexico, and the Caribbean in the Western Hemisphere, with only minor localized outbreaks in the United States. Nevertheless, accurate and up-to-date information for the geographical ranges of Ae. aegypti and Ae. albopictus in the United States is urgently needed to guide surveillance and enhance control capacity for these mosquitoes. We compiled county records for presence of Ae. aegypti and Ae. albopictus in the United States from 1995-2016, presented here in map format. Records were derived from the Centers for Disease Control and Prevention ArboNET database, VectorMap, the published literature, and a survey of mosquito control agencies, university researchers, and state and local health departments. Between January 1995 and March 2016, 183 counties from 26 states and the District of Columbia reported occurrence of Ae. aegypti, and 1,241 counties from 40 states and the District of Columbia reported occurrence of Ae. albopictus. During the same time period, Ae. aegypti was collected in 3 or more years from 94 counties from 14 states and the District of Columbia, and Ae. albopictus was collected during 3 or more years from 514 counties in 34 states and the District of Columbia. Our findings underscore the need for systematic surveillance of Ae. aegypti and Ae. albopictus in the United States and delineate areas with risk for the transmission of these introduced arboviruses.
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Cooper, James, Karen Donegan, Tim Ryley, Austin Smyth, and Ed Granzow. "Densification and Urban Compaction: Reinforcing the Drive for Sustainability." Transportation Research Record: Journal of the Transportation Research Board 1817, no. 1 (January 2002): 102–9. http://dx.doi.org/10.3141/1817-13.
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The consumer response to sustainable development initiatives provided the focus for a series of research projects undertaken at the Transport Research Institute at Napier University. Evidence of the relationship between residential density and travel behavior is presented. Results are presented from a large household survey undertaken in four settlement classes within one key commuter corridor of the Belfast City (Northern Ireland, United Kingdom) region to determine their comparative sustainability in terms of travel behavior. It can be concluded that wide-scale land use policies can achieve significant reductions in overall private vehicle travel in urban areas. Densification is best suited to established urban areas and for influencing modal shift primarily to walking rather than public transit. The work also suggests that a more focused approach to planning decisions reflecting housing market segment preferences could yield a win-win situation for house owners and developers, albeit at the expense of some reduction in residential plot size. Local changes can bring global benefits. A great challenge falls to the urban designer to ensure that such trade-offs do not unduly undermine quality of life. Further thoughts are provided on the implications for policy makers in car-dominated cities in the United States.
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Irshad, Mohammad, and John R. V. Dickson. "Improved Subway Construction for the 21st Century." Transportation Research Record: Journal of the Transportation Research Board 1541, no. 1 (January 1996): 163–70. http://dx.doi.org/10.1177/0361198196154100121.
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Despite many innovations and advances in technology, subway construction remains a challenging and taxing proposition, even under the best of circumstances. Given the enormous cost of subway construction and the impact of construction activity on overlying neighborhoods and communities, subway projects can attract adverse publicity and the associated negative public perception of the mass-transit industry. Major cost and schedule overruns are not uncommon. Witness, for example, the bad press that the Los Angeles Metro's subway construction recently attracted in the local and the national press. Against this backdrop, there is a clear need for reviewing the state of the art and for examining the range of options available to owners for minimizing the trials and tribulations of subway construction activity. Drawing upon experience from major subway system construction projects in the United States, particularly the Washington Metropolitan Area Transit Authority (WMATA), and from elsewhere, this study sets out to achieve this objective. Various tunneling methods, including the two-pass, single-pass, the New Austrian Tunneling Method, and the like, are discussed and strong and weak points evaluated. Also discussed are the selection of tunnel boring machines, ground modification techniques, mitigation of environmental impacts, contract format and payment methods, and risk management strategy from the owner's viewpoint. Recommendations are made for developing tactics and strategies to better manage and control the subway construction process. In sum, the paper provides timely information on an important issue typically involving high visibility mega-dollar construction projects.
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Radziwinowiczówna, Agnieszka. "The Post-Deportation Desperation and Refunneling of Aspirations of the Mexicans Deported from the United States." Transfers 11, no. 2 (June 1, 2021): 76–97. http://dx.doi.org/10.3167/trans.2021.110206.
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This article uses Carling’s aspiration/ability model and the social anchoring concept proposed by Grzymala-Kazlowska to explain the post-deportation experience of Mexicans deported from the United States of America. I analyze how deported people’s aspirations are shaped by US migration policies and by their families, as well as by local community obligations. The data comes from seven years of longitudinal research in a rural community in Oaxaca. I conclude that under the immobility regime produced by the US for the deported Mexicans, their aspirations of remigration evolve into desperation. Often unable to remigrate to the US, they are stuck in a limbo of desperation until they refunnel their aspirations and anchor them in Mexico. At the same time, they resynchronize their life courses with other community members.
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Jiao, Junfeng, Shunhua Bai, and Seung Jun Choi. "Understanding E-Scooter Incidents Patterns in Street Network Perspective: A Case Study of Travis County, Texas." Sustainability 13, no. 19 (September 24, 2021): 10583. http://dx.doi.org/10.3390/su131910583.
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Dockless electric scooter (E-scooters) services have emerged in the United States as an alternative form of micro transit in the past few years. With the increasing popularity of E-scooters, it is important for cities to manage their usage to create and maintain safe urban environments. However, E-scooter safety in U.S. urban environments remains unexplored due to the lack of traffic and crash data related to E-scooters. Our study objective is to better understand E-scooter crashes from a street network perspective. New parcel level street network data are obtained from Zillow and curated in Geographic Information System (GIS). We conducted local Moran’s I and independent Z-test to compare where and how the street network that involves E-scooter crash differs spatially with traffic incidents. The analysis results show that there is a spatial correlation between E-scooter crashes and traffic incidents. Nevertheless, E-scooter crashes do not fully replicate characteristics of traffic incidents. Compared to traffic incidents, E-scooter incidents tend to occur adjacent to traffic signals and on primary roads.
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Taghvaeian, Saleh, Allan A. Andales, L. Niel Allen, Isaya Kisekka, Susan A. O’Shaughnessy, Dana O. Porter, Ruixiu Sui, Suat Irmak, Allan Fulton, and Jonathan Aguilar. "Irrigation Scheduling for Agriculture in the United States: The Progress Made and the Path Forward." Transactions of the ASABE 63, no. 5 (2020): 1603–18. http://dx.doi.org/10.13031/trans.14110.
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HighlightsThe progress made in agricultural irrigation scheduling in the past ten years and the current challenges are discussed.The main scientific scheduling strategies are based on soil water status, plant characteristics, and crop modeling.Challenges include large time and data requirements and availability of decision support systems.Opportunities include integration of scheduling strategies and demonstrating their effectiveness through local studies.Abstract. Irrigation scheduling is the process of determining the appropriate amount and timing of water application to achieve desired crop yield and quality, maximize water conservation, and minimize possible negative effects on the environment, such as nutrient leaching below the crop root zone. Effective irrigation scheduling has been shown to save water, save energy, and help agricultural producers achieve improved yields and quality. However, scientific irrigation scheduling methods generally have remained limited to mostly research applications with relatively low adoption by irrigators. There are several main approaches to irrigation scheduling, including those based on soil water status, plant characteristics, and/or crop modeling. Each of these approaches has advantages as well as limitations and sources of uncertainty and variability, depending on application conditions. This article summarizes progress made in the U.S. in each of the main scheduling approaches in the past ten years (since the 2010 Decennial Irrigation Symposium) and existing challenges and opportunities that should be considered moving forward. This article is intended to guide future research and extension projects in improving adoption of scientific irrigation scheduling approaches. Keywords: Computer modeling, Plant characteristics, Soil water status.
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Jonas, Andrew EG, Andrew R. Goetz, and Sylvia Brady. "The global infrastructure public-private partnership and the extra-territorial politics of collective provision: The case of regional rail transit in Denver, USA." Urban Studies 56, no. 7 (January 23, 2019): 1426–47. http://dx.doi.org/10.1177/0042098018811506.
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Drawing upon a case study of regional transit in Denver, Colorado, this article describes and accounts for the emergence of the global infrastructure public-private partnership (GIP3) as a novel extra-territorial mechanism for financing and delivering transportation infrastructure projects across large metropolitan regions in the United States (US). Unlike traditional locally-funded public-private partnerships, a GIP3 involves a global (i.e. extra-territorial) consortium of private sector construction firms and investors which enters into a long-term contract with a regional public agency to finance, operate, maintain and deliver strategic investments in transportation infrastructure. In 2004, Denver region voters approved a sales tax increase to fund the Denver Regional Transportation District (RTD)’s US$4.7 billion FasTracks programme, a 122-mile extension of light and commuter rail along six corridors. Faced with a shortfall in regional funding, the Denver RTD subsequently entered into a contract with a GIP3 consortium to finance and deliver the Eagle P3 project, a major component of the FasTracks system to Denver International Airport. The article argues that future research on GIP3 contractual agreements needs to consider the local control of infrastructure assets and the integrity of supporting regional collaborative governance arrangements.
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Hu, Huancui, L. Ruby Leung, and Zhe Feng. "Understanding the Distinct Impacts of MCS and Non-MCS Rainfall on the Surface Water Balance in the Central United States Using a Numerical Water-Tagging Technique." Journal of Hydrometeorology 21, no. 10 (October 1, 2020): 2343–57. http://dx.doi.org/10.1175/jhm-d-20-0081.1.
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ABSTRACTWarm-season rainfall associated with mesoscale convective systems (MCSs) in the central United States is characterized by higher intensity and nocturnal timing compared to rainfall from non-MCS systems, suggesting their potentially different footprints on the land surface. To differentiate the impacts of MCS and non-MCS rainfall on the surface water balance, a water tracer tool embedded in the Noah land surface model with multiparameterization options (WT-Noah-MP) is used to numerically “tag” water from MCS and non-MCS rainfall separately during April–August (1997–2018) and track their transit in the terrestrial system. From the water-tagging results, over 50% of warm-season rainfall leaves the surface–subsurface system through evapotranspiration by the end of August, but non-MCS rainfall contributes a larger fraction. However, MCS rainfall plays a more important role in generating surface runoff. These differences are mostly attributed to the rainfall intensity differences. The higher-intensity MCS rainfall tends to produce more surface runoff through infiltration excess flow and drives a deeper penetration of the rainwater into the soil. Over 70% of the top 10th percentile runoff is contributed by MCS rainfall, demonstrating its important contribution to local flooding. In contrast, lower-intensity non-MCS rainfall resides mostly in the top layer and contributes more to evapotranspiration through soil evaporation. Diurnal timing of rainfall has negligible effects on the flux partitioning for both MCS and non-MCS rainfall. Differences in soil moisture profiles for MCS and non-MCS rainfall and the resultant evapotranspiration suggest differences in their roles in soil moisture–precipitation feedbacks and ecohydrology.
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Colgan, Jeff D. "Fueling the Fire: Pathways from Oil to War." International Security 38, no. 2 (October 2013): 147–80. http://dx.doi.org/10.1162/isec_a_00135.
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What role does oil play in international security? While the threat of “resource wars” over possession of oil reserves is often exaggerated, the sum total of the political effects generated by the oil industry makes it a leading cause of war. Between one-quarter and one-half of interstate wars since 1973 have been connected to one or more oil-related causal mechanisms. Eight distinct mechanisms exist: resource wars, in which states try to acquire oil reserves by force; petro-aggression, whereby oil facilitates domestic political control of aggressive leaders such as Saddam Hussein or Ayatollah Ruhollah Khomeini; externalization of civil wars in petrostates; financing for insurgencies, such as Iranian oil money to Hezbollah; conflicts over potential oil-market domination, such as the United States' conflict with Iraq over Kuwait in 1991; control over transit routes, such as shipping lanes and pipelines; oil-related grievances, whereby the presence of foreign workers in petrostates helps extremist groups such as al-Qaida recruit locals; and as an obstacle to multilateral cooperation, such as when an importer curries favor with a petrostate to prevent multilateral cooperation on security issues. Understanding these mechanisms can help policymakers design grand strategy and allocate military resources.
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Walker, Ann Hayward, Debra Scholz, Don V. Aurand, Robert G. Pond, and James R. Clark. "Lessons Learned in Ecological Risk Assessment Planning Efforts." International Oil Spill Conference Proceedings 2001, no. 1 (March 1, 2001): 185–90. http://dx.doi.org/10.7901/2169-3358-2001-1-185.
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ABSTRACT There is growing interest in the United States for using the full mix of environmentally appropriate countermeasures during spill response to achieve the highest level of environmental protection and recovery possible. Determining the right mix of technologies, including mechanical recovery, shoreline cleanup, dispersants, and monitoring (no active response), is particularly challenging in sensitive and valuable estuaries through which high volumes of bulk oil shipment transit. This paper summarizes an ecological risk assessment (ERA) project to consider the potential effectiveness and effects of using dispersants, in addition to conventional countermeasures, to mitigate the impacts of oil spilled into the marine and nearshore environments and to facilitate preparedness efforts at the federal, state, local, and industry level. Sponsored by industry and federal and state agencies, the primary goal was to bring technical and resource experts together to use their collective knowledge and experience in methodically comparing the trade-offs associated with the use of various countermeasures in Puget Sound, Washington. The ERA process used for Washington State waters was the first ERA that specifically addressed oil spill response options in U.S. coastal estuaries. It occurred as a follow-up to several other preparedness activities jointly sponsored by government and industry. The project team learned several important lessons, which were used to refine the process as it subsequently was applied in California and Texas in 1999.
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Goharipour, Hamed, and Seyyed Soroosh Firoozabadi. "Assessing the Impacts of Changes in the Currency Exchange Rate on Air Pollution in Tehran: A Sectoral Review." European Journal of Business and Management Research 7, no. 3 (May 24, 2022): 12–19. http://dx.doi.org/10.24018/ejbmr.2022.7.3.1411.
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The 2022 winter was the most polluted season of Tehran in the past five years. Tehran is rated as one of the world’s most polluted cities in World Air Quality Index (AQI) Ranking. Air pollution in Iran’s big cities is the consequence of several economic, technological, management, and socio-cultural factors. But how important is the currency exchange rate? Since the Iranian revolution in 1979, the country has been subjected to sanctions imposed by a varied of international entities, namely the United States. The economic and political consequences of the exchange rate have so far been the central topics of interest to researchers, journalists, and officials. Although multiple factors affect the level of air pollution in cities, this study narrows down its focus on the 2018-2020 period, during which changing in Dollar to Rial have burdened environmental strategies in Iran. National and public entities do not officially reveal the trade volume between Iran and the international community, importing and exporting transactions, and foreign and domestic investments. Therefore, this descriptive-analytical paper examines the experts’ and official debate over the topic in the major national and international newspapers, news agencies, and interviews. Findings reveal political debate and economic consequences, namely a decrease in the Iranian Rial exchange rate against the U.S. dollar, have had undeniable impacts on the national and local actions related to five key areas of public transit, motorcycles, automobiles, petrol, and refineries and power plants, which are five significant pollution factors in Tehran.
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Swetter, Susan M., Lucy Y. Liu, Samvel Gyurdzhyan, and Lisa C. Zaba. "Efficacy of regional nodal ultrasound surveillance for metastatic detection in sentinel- and complete lymph node dissection-eligible melanoma patients." Journal of Clinical Oncology 39, no. 15_suppl (May 20, 2021): e21568-e21568. http://dx.doi.org/10.1200/jco.2021.39.15_suppl.e21568.
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e21568 Background: Nodal ultrasound (US) is the preferred method for regional surveillance of clinically node-negative (cN0) primary cutaneous melanoma (CM) when sentinel lymph node biopsy (SLNB) is not performed or unsuccessful, and for pathologically node-positive (pN+) disease without completion lymph node dissection (CLND). Methods: Retrospective review was performed of nodal US surveillance from 2011-2021 in SLNB-eligible cN0 CM patients when SLNB was deferred or technically not feasible ( i.e., from failure of lymphoscintigraphic dye migration) or those with pN+ disease on SLNB, without subsequent CLND. Patients were followed for at least 2 years or until recurrence. The primary endpoints were US detection of regional nodal recurrence and comparison to clinical exam or cross-sectional imaging (PET-CT and/or CT). Results: In total, 67 patients met inclusion criteria and underwent a median of 4 nodal US exams (interquartile range, IQR 3-5) over 2-3 years of follow-up. Thirty-two (47.8%) patients declined or had unsuccessful SLNB, and 35 (52.2%) deferred CLND in favor of nodal US surveillance. Sixteen (23.9%) patients had clinical stage IA/IB (cIA/IB) CM, 15 (22.3%) had clinical stage II (cII) disease, and 36 (53.7%) had pathologic stage III (pIII) disease. Three (4.5%) patients developed satellite/in-transit metastasis, 6 (8.9%) had regional nodal recurrence, 4 (6.0%) had both local and regional recurrence, and 7 (10.4%) developed distant metastasis. Eighteen (26.9%) patients underwent tissue sampling, with 10 positive for melanoma. Nodal recurrence was observed in patients with initial cIB (1), cIIA (1), cIIB (1), cIIC (2), pIIIA (1), and pIIIC (4) disease. Three patients (cIIA, cIIB, and pIIIC due to microsatellites) had abnormal clinical exams with concurrent palpable regional adenopathy and in-transit metastasis. One patient (pIIIC) developed local satellite metastasis followed by palpable regional adenopathy. The most common surveillance method for metastatic detection was US (6/10), followed by clinical exam (3/10) and PET-CT (1/10). All metastatic nodes on US were metabolically active on subsequent PET-CT. One patient in whom PET-CT was the initial method of detection had no confirmatory US. Conclusions: Nodal US for CM requires specific radiologic expertise and is gaining traction as a cost-effective imaging modality in the United States. Our findings support the effectiveness of nodal US surveillance in cN0 or pN+ CM patients in whom SLNB or CLND is not performed.[Table: see text]
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Cumbie, Alexandra N., Rebecca N. Trimble, and Gillian Eastwood. "Pathogen Spillover to an Invasive Tick Species: First Detection of Bourbon Virus in Haemaphysalis longicornis in the United States." Pathogens 11, no. 4 (April 10, 2022): 454. http://dx.doi.org/10.3390/pathogens11040454.
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Haemaphysalis longicornis (Neumann, 1901) (Acari: Ixodidae), the Asian longhorned tick, is an invasive tick species present in the USA since at least 2017 and has been detected in one-third of Virginia counties. While this species is associated with the transmission of multiple pathogens in its native geographical range of eastern Asia, little is known about its ability to acquire and transmit pathogens in the USA, specifically those that are transmissible to humans, although from an animal health perspective, it has already been shown to vector Theileria orientalis Ikeda strains. Emerging tick-borne viruses such as Bourbon virus (genus: Thogotovirus) are of concern, as these newly discovered pathogenic agents have caused fatal clinical cases, and little is known about their distribution or enzootic maintenance. This study examined H. longicornis collected within Virginia (from ten counties) for Bourbon and Heartland viruses using PCR methods. All ticks tested negative for Heartland virus via qRT-PCR (S segment target). Bourbon-virus-positive samples were confirmed on two different gene targets and with Sanger sequencing of the PB2 (segment 1) gene. Bourbon virus RNA was detected in one nymphal stage H. longicornis from Patrick County, one nymph from Staunton City, and one larval pool and one adult female tick from Wythe County, Virginia. An additional 100 Amblyomma americanum (Linnaeus 1758; lone star tick) collected at the same Patrick County site revealed one positive nymphal pool, suggesting that Bourbon virus may have spilled over from the native vector, potentially by co-feeding on a shared Bourbon-virus-infected vertebrate host. Blood tested from local harvested deer revealed a 11.1% antibody seroprevalence against Bourbon virus, exposure which further corroborates that this tick-borne virus is circulating in the southwest Virginia region. Through these results, it can be concluded that H. longicornis can carry Bourbon virus and that pathogen spillover may occur from native to invasive tick species.
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Mueller, E. E., R. L. Groves, and C. Gratton. "Crop and Non-Crop Plants as Potential Reservoir Hosts of Alfalfa mosaic virus and Cucumber mosaic virus for Spread to Commercial Snap Bean." Plant Disease 96, no. 4 (April 2012): 506–14. http://dx.doi.org/10.1094/pdis-02-11-0089.
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Diseases caused by aphid-transmitted viruses such as Alfalfa mosaic virus (AMV) and Cucumber mosaic virus (CMV) have increased in snap bean (Phaseolus vulgaris) in the Midwestern United States. Plants immediately surrounding agricultural fields may serve as primary virus inocula for aphids to acquire and transmit to bean crops. The project objectives were to (i) identify potentially important AMV and CMV reservoirs among naturally infected plants and (ii) determine the relationship between the virus inoculum potential (VIP) in adjacent crop field margins and virus incidence in P. vulgaris. From 2006 to 2008, surveys were conducted to quantify the virus incidence and percentage cover (2008 only) of plants present within 5 m of the P. vulgaris crop. In all, 4,350 individual plants representing 44 species were assayed, with overall AMV and CMV incidences averaging 12 and 1.5%, respectively. A VIP index was developed and used to rank the importance of virus-susceptible plants in adjacent field margins. The overall VIP index for AMV in field margins was weakly associated with AMV incidence in P. vulgaris and no relationship was observed between local CMV inoculum and P. vulgaris incidence, suggesting that factors additional to local inoculum sources may influence CMV epidemics in P. vulgaris.
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Stalter-Pace, Sunny, and Gijs Mom. "Editorial." Transfers 5, no. 2 (June 1, 2015): 1–4. http://dx.doi.org/10.3167/trans.2015.050201.
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How do you represent a moment when crossing a bridge became a major historical fl ash point? Th e twenty-fi fth of March of this year marked the fiftieth anniversary of Dr. Martin Luther King Jr.’s fifty-four-mile march from Selma, Alabama, to the state capital of Montgomery, a march to protest the lack of voting rights for African Americans in the southern United States. Th e major point of contention, where infrastructure and politics met, was the Edmund Pettus Bridge leading out of Selma. Th e first attempt to march occurred on what was later known as Bloody Sunday. Black protestors attempted to cross the bridge, against the instruction of local and state troopers. Th ey were beaten mercilessly and the footage was broadcast on national television. Th e second attempt took place after Dr. King put out a call to all Americans who identify with the civil rights movement. Th ey gathered on the bridge and knelt to pray. King sensed trouble and called off the march. After a court decision in favor of the protestors, the march took place.
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Silverman, Stan, Carl Mortensen, and Malcolm Johnston. "A satellite-based digital data system for low-frequency geophysical data." Bulletin of the Seismological Society of America 79, no. 1 (February 1, 1989): 189–98. http://dx.doi.org/10.1785/bssa0790010189.
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Abstract A reliable method for collection, display, and analysis of low-frequency geophysical data from isolated sites, which can be throughout North and South America and the Pacific Rim, has been developed for use with the Geostationary Operational Environmental Satellite (GOES) system. Geophysical data primarily intended for earthquake hazard and crustal deformation monitoring are digitized with either 12-bit or 16-bit resolution and transmitted every 10 min through a satellite link to a bank of UNIX-based computers in Menlo Park, California. There the data are available for analysis and display within a few seconds of their transmit time. This system provides real-time monitoring of crustal deformation parameters such as tilt, strain, fault displacement, local magnetic field, crustal geochemistry, and water levels, as well as meteorological and other parameters, along faults in California and Alaska, and in volcanic regions in the western United States, Rabaul, and other locations in the New Britain region of the South Pacific. Various mathematical, statistical, and graphical algorithms process the incoming data to detect changes in crustal deformation and fault slip that may indicate the first stages of catastrophic fault failure. Alert trigger levels based on physical models, signal resolution, and previous history have been defined for particular instrument types. Computer-driven remote paging and mail systems are used to notify appropriate personnel when alarm status is reached. The system supports continuous historical records of low-frequency geophysical data, software for extensive analysis of these data, and programs for modeling fault rupture with and without seismic radiation, as well as providing an environment for real-time attempts at earthquake prediction.
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Vincent, William. "Bus Rapid Transit in the United States." Built Environment 36, no. 3 (October 13, 2010): 298–306. http://dx.doi.org/10.2148/benv.36.3.298.
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Marshment, Richard. "Benchmarking Transit Research in the United States." Journal of Public Transportation 10, no. 3 (September 2007): 95–118. http://dx.doi.org/10.5038/2375-0901.10.3.6.
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Savage, Ian. "Scale economies in United States rail transit systems." Transportation Research Part A: Policy and Practice 31, no. 6 (November 1997): 459–73. http://dx.doi.org/10.1016/s0965-8564(97)00003-7.
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GYULAVARY, PETER. "THE TRANSIT PLANNING PROCESS IN THE UNITED STATES." Australian Planner 37, no. 3 (January 2000): 151–56. http://dx.doi.org/10.1080/07293682.2000.9657899.
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Etschmaier, Maximilian M. "Transit bus maintenance management in the United States." Transportation Research Part A: General 19, no. 1 (February 1985): 1–14. http://dx.doi.org/10.1016/0191-2607(85)90002-0.
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Godavarthy, Ranjit Prasad, Jeremy Mattson, and Elvis Ndembe. "Cost–Benefit Analysis of Rural and Small Urban Transit in the United States." Transportation Research Record: Journal of the Transportation Research Board 2533, no. 1 (January 2015): 141–48. http://dx.doi.org/10.3141/2533-16.
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The true value of transit systems in rural and small urban areas in the United States has been largely unmeasured, and there are often effects that go unidentified. Many studies have documented the benefits of urban transit systems with benefit–cost analysis. However, not many have looked into the benefits of transit in rural and small urban areas, where there is a great need for public transit, especially for transportation-disadvantaged individuals. This study focused on evaluating the qualitative and quantitative benefits of rural and small urban public transit systems and analyzed the benefit–cost ratio for rural and small urban transit areas for fixed-route and demand-response services in the United States. Data for rural and small urban transit systems from the national transit database (NTD) and rural NTD were used for calibrating the transit benefits and costs. Results were presented at a national level to show the effects of transit investments in rural and small urban areas nationally. Transit benefits in the United States for 2011 were found to be $1.6 billion for rural transit and $3.7 billion for small urban transit, not including the economic effects. Results showed a benefit–cost ratio of 2.16 for small urban transit and 1.20 for rural transit in the United States. Sensitivity analysis showed that increasing the percentage of forgone trips to 50%, increasing the cost of forgone medical and work trips by 25%, and increasing the percentage of medical trips to 30% substantially increased the total transit benefits by 88%, 20%, and 158%, respectively.
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Wang, Rui, and Chen Liu. "Bicycle-Transit Integration in the United States, 2001–2009." Journal of Public Transportation 16, no. 3 (September 2013): 95–119. http://dx.doi.org/10.5038/2375-0901.16.3.6.
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Keefer, Louis E. "Joint development at transit stations in the United States." Transportation 12, no. 4 (May 1985): 333–42. http://dx.doi.org/10.1007/bf00165471.
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Campos-Delgado, Amalia. "Bordering Through Exemption: Extracontinental Migration Flows in Mexico." International Journal for Crime, Justice and Social Democracy 10, no. 3 (September 1, 2021): 30–40. http://dx.doi.org/10.5204/ijcjsd.2039.
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This paper examines Mexico’s governmentality of extracontinental migration in transit to the United States. It argues that, in the context of transit control regimes, exemption is instrumentalised as a bordering mechanism and practice in which transit states assume, react and utilise their role as a ‘transit’ country. By drawing on statistical information about migrant populations from Asia and Africa intercepted by Mexican authorities from 2010 to 2019, four arrangements are identified: (1) sporadic expulsion, (2) regularisation façade, (3) guardianship and (4) self-deportation. The analysis sheds light on the transformative and adaptive dimension of the Mexican Transit Control Regime and how this is geared towards maintaining its focus on intercepting and deterring Central American migrants in transit to the United States.
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Schimek, Paul. "Automobile and Public Transit Use in the United States and Canada: Comparison of Postwar Trends." Transportation Research Record: Journal of the Transportation Research Board 1521, no. 1 (January 1996): 3–11. http://dx.doi.org/10.1177/0361198196152100101.
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Differences in automobile and public transportation use in Canada compared with that in the United States are described. In Canada public transit use is almost twice as high per capita as in the United States. Automobile use is almost 20 percent lower per capita, or about the same as the U.S. level of the 1970s. Gasoline prices, which have been about US$0.13/L (US$0.50/gal) higher in Canada than in the United States since 1984, slowed the growth in Canadian automobile ownership and driving and created a more efficient automobile fleet, resulting by the early 1990s in 40 percent less highway fuel consumption per capita compared with that in the United States. One explanation for the higher level of transit use in Canada is more compact urban densities, as evidenced by the significantly lower share of single-family detached houses. The influx of public subsidies for transit in the 1970s in both countries had different effects: a much larger increase in service in Canada and deeper fare cuts in the United States but similar increases in unit cost of service. Each new transit trip in 1992 beyond the 1970 ridership level cost about four times as much to attract in the United States as it did in Canada.
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Rampersad, S. N. "First Report of Verticillium dahliae Causing Wilt in Pumpkin in Trinidad." Plant Disease 92, no. 7 (July 2008): 1136. http://dx.doi.org/10.1094/pdis-92-7-1136a.
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Pumpkin (Cucurbita pepo L.) is an economically important crop in Trinidad. Production supplies local and export markets in Barbados, Antigua and Barbuda, Canada, the United States, and the United Kingdom. However, there has been a marked decline in pumpkin export over the last 3 years. Field infections and development of disease in transit have been identified as major factors in decreased export. Between November 2006 and December 2007 (day/night temperatures of 32 to 34°C and 25 to 27°C, respectively), symptoms of vascular wilt were observed in at least 17 pumpkin fields. Symptoms included discoloration (yellowing with subsequent browning) of the older leaves and stems followed by wilting, girdling, and dieback of vines prior to fruit maturity. Necrotic leaves remained attached to the stems. A light brown vascular discoloration in the absence of a sticky exudate was observed in the stems. Onset of symptoms was most apparent at the late flowering to early fruit development stage. All C. pepo lines appeared equally affected by the disease. Yield losses (reduction of fresh weight and proportion of immature fruits at harvest time) as a result of this disease were estimated at 30 to 80%. Accurate diagnosis and pathogen identification were based on symptomology, colony morphology on potato dextrose agar (PDA) and semiselective media (including presence of microsclerotia), pathogenicity tests, and molecular characterization of the rDNA region. Pathogenicity tests with five isolates (randomly selected but geographically distinct) were conducted on healthy pumpkin plants at the two-true-leaf stage. A spore suspension of 2.1 × 106 conidia/ml was used to inoculate eight seedlings grown in sterile potting mix (1). Plants inoculated with sterile distilled water served as negative controls. Plants inoculated with the spore suspension developed a vascular wilt and general decline 35 days postinoculation. The pathogen was reisolated from all inoculated pumpkin seedlings. Pathogenicity tests were repeated once. Colony morphology consistently conformed to established criteria for Verticillium dahliae (Kleb.) (2). PCR amplification with universal primers ITS4 and ITS5 (3) was carried out on fungal DNA extracted from pure cultures. Sequence comparison of amplicons of approximately 600 bp long (GenBank Accession No. EF377335) was carried out using MEGABLAST search ( www.ncbi.nlm.nih.gov/blast/ ) for highly similar sequences and Lasergene v7.2 (DNASTAR Inc. Madison, WI) software. Alignment data revealed the highest and most significant homology to Verticillium dahliae (GenBank Accession No. DQ282123) at 98.2%. V. dahliae has a wide host range and causes vascular wilt in a large number of economically important crops (2). Control strategies are complicated by the ability of the microsclerotia produced by V. dahliae to survive for more than a decade in soil despite the absence of a host (4). To my knowledge, this is the first report of Verticillium wilt affecting pumpkin in Trinidad. References: (1) S. T. Koike et al. Plant Dis. 78:1116, 1994. (2) G. F. Pegg. Phytopathol. Mediterr. 23:176, 1984. (3) T. J. White et al. Page 315 in: PCR Protocols: A Guide to Methods and Applications. Academic Press, San Diego, 1990. (4) S. Wilhelm. Phytopathology. 45:180, 1955.
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Zhang, Yuanyuan, and Yuming Zhang. "Exploring the Relationship between Ridesharing and Public Transit Use in the United States." International Journal of Environmental Research and Public Health 15, no. 8 (August 16, 2018): 1763. http://dx.doi.org/10.3390/ijerph15081763.
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Car travel accounts for the largest share of transportation-related greenhouse gas emissions in the United States (U.S.), leading to serious air pollution and negative health effects; approximately 76.3% of car trips are single-occupant. To reduce the negative externalities of cars, ridesharing and public transit are advocated as cost-effective and more environmentally sustainable alternatives. A better understanding of individuals’ uses of these two transport modes and their relationship is important for transport operators and policymakers; however, it is not well understood how ridesharing use is associated with public transit use. The objective of this study is to examine the relationships between the frequency and probability of ridesharing use and the frequency of public transit use in the U.S. Zero-inflated negative binomial regression models were employed to investigate the associations between these two modes, utilizing individual-level travel frequency data from the 2017 National Household Travel Survey. The survey data report the number of times the respondent had used ridesharing and public transit in the past 30 days. The results show that, generally, a one-unit increase in public transit use is significantly positively related to a 1.2% increase in the monthly frequency of ridesharing use and a 5.7% increase in the probability of ridesharing use. Additionally, the positive relationship between ridesharing and public transit use was more pronounced for people who live in areas with a high population density or in households with fewer vehicles. These findings highlight the potential for integrating public transit and ridesharing systems to provide easier multimodal transportation, promote the use of both modes, and enhance sustainable mobility, which are beneficial for the environment and public health.
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Min, Hokey, Young-Hyo Ahn, and Thomas Lambert. "Benchmarking and improving mass transit systems in the United States based on best-in class practices." International Journal of Logistics Management 28, no. 1 (February 13, 2017): 172–93. http://dx.doi.org/10.1108/ijlm-01-2015-0031.
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Purpose The purpose of this paper is to find ways to develop more efficient mass transit systems across the USA and, thus, make the best use of state/federal/municipal government funds and taxpayers’ monies. This paper conducts benchmarking studies. In doing so, this paper identifies the best-in class mass transit practices that every regional mass transit system can emulate. Design/methodology/approach The continuous underutilization of a mass transit system can increase public scrutiny concerning the increased investment in mass transit services. To defuse such scrutiny, this paper analyzes the past (in year 2011) performances of 515 mass transit agencies in the USA using data envelopment analysis (DEA). Also, to identify which factors influences those performances, the authors paired DEA scores for transit efficiency at the state level against a set of independent variables using a special form of regression analysis called Tobit regression. Findings The authors found that the greater population density of the service area, the greater number of riders can be served in a short amount of distance and time. Also, the authors discovered that the transportation mode of mass transit services could affect mass transit efficiency. On the other hand, the authors found no evidence indicating that the public ownership or private operation of transit systems could make any differences in the transit efficiency. Originality/value This paper is one of the few that assessed the performance of mass transit systems in comparison to their peers using a large-scale data and identify the leading causes of mass transit inefficiency. Thus, this paper helps transit authorities in handling juggling acts of protecting the conflicting interests of government policy makers against the general public and, then, make sensible future investment decisions.
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Gimie, Afnan, Andrea Melgar Castillo, C. Daniel Mullins, and Jason Falvey. "PROFILE OF OLDER PUBLIC TRANSPORTATION USERS IN THE UNITED STATES: IMPLICATIONS FOR AGE-FRIENDLY COMMUNITIES." Innovation in Aging 6, Supplement_1 (November 1, 2022): 315. http://dx.doi.org/10.1093/geroni/igac059.1245.
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Abstract Public buses, trains, and trams are a growing mode of transportation for older adults in the United States, yet many environmental and health related barriers to use have been reported. Characterizing the population of older public transit users is essential for developing age-friendly communities. We used data from 5696 urban, community dwelling older adults in round 5 of the National Aging and Trends Study (NHATS), an annual nationally representative survey of late-life disability. Using SAS (version 9.4), weighted frequencies were calculated and compared between public transit and non-transit users using procedures that account for the complex design of the NHATS survey. Compared to non-transit users, those who reported using transit within the last month (n=555, 9.8%; weighted n=3,122,583) were significantly more likely to identify their race/ethnicity as Black or Hispanic (50% vs 28%) and reported difficulty meeting financial needs for housing, utility, and food (12% vs 7%), and to speak a language other than English (14% vs 8%). Transit users were significantly less likely to use a walker (9% vs 14%) or wheelchair/scooter (4% vs 9%). Additionally, 15% of transit users did not have a working cell phone and 42% did not have a working computer. Over 20% of transit users (weighted n=658,850) rely on these services to get to their doctor. These findings highlight the clinical, social, and financial barriers that disproportionately affect over 3 million older adult transit users in the United States, and inform initiatives oriented towards improving community access for older adults.
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Erhardt, Gregory D., Jawad Mahmud Hoque, Vedant Goyal, Simon Berrebi, Candace Brakewood, and Kari E. Watkins. "Why has public transit ridership declined in the United States?" Transportation Research Part A: Policy and Practice 161 (July 2022): 68–87. http://dx.doi.org/10.1016/j.tra.2022.04.006.
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