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Journal articles on the topic 'Route Directness'
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1
Stangl, Paul. "Overcoming flaws in permeability measures: modified route directness." Journal of Urbanism: International Research on Placemaking and Urban Sustainability 12, no. 1 (October 5, 2017): 1–14. http://dx.doi.org/10.1080/17549175.2017.1381143.
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Zhao, Fang, and Ike Ubaka. "Transit Network Optimization - Minimizing Transfers and Optimizing Route Directness." Journal of Public Transportation 7, no. 1 (March 2004): 63–82. http://dx.doi.org/10.5038/2375-0901.7.1.4.
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Stangl, Paul. "The pedestrian route directness test: A new level-of-service model." URBAN DESIGN International 17, no. 3 (July 11, 2012): 228–38. http://dx.doi.org/10.1057/udi.2012.14.
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Jensen, Anders F., Thomas K. Rasmussen, and Carlo G. Prato. "A Route Choice Model for Capturing Driver Preferences When Driving Electric and Conventional Vehicles." Sustainability 12, no. 3 (February 5, 2020): 1149. http://dx.doi.org/10.3390/su12031149.
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Battery Electric Vehicles (BEVs) play an important role in the needed transition away from fossil fuels and Internal Combustion Engine Vehicles (ICEVs). Although transport planning models and routing problem solutions exist for BEVs, the assumption that BEV drivers search for the shortest path while constraining energy consumption does not have any empirical basis. This study presents a study of actual route choice behavior of drivers from 107 Danish households participating in a large-scale experiment with BEVs and at the same time driving their ICEVs. GPS traces from 8968 BEV and 6678 ICEV routes were map matched to a detailed road network to construct observed routes, and a route choice model was specified and estimated to capture behavioral differences related to the vehicle type. The results reveal that drivers had a higher sensitivity to travel time and trip length when driving BEVs, and to route directness after receiving the BEV, regardless of vehicle type. The results suggest the need to revise the assumptions of transport planning models and routing problems for BEVs in order not to fail to predict what drivers will do by ignoring differences and similarities related to vehicle type.
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Khakbaz, Amir, Ali Shahandeh Nookabadi, and Seyyed Nader Shetab Boushehri. "URBAN BUS FLEET ROUTING IN TRANSPORTATION NETWORK EQUIPPED WITH PARK-AND-RIDE: A CASE STUDY OF BABOL, IRAN." Transport 32, no. 1 (March 5, 2017): 55–65. http://dx.doi.org/10.3846/16484142.2017.1277551.
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Recently, most cities have tried to connect park-and-ride facilities with public transit vehicles. The present study aims to design urban bus routes in the transportation network equipped with park-and-ride. Seven important factors which affect the design of urban bus network are identified through the literature review. These factors include demand coverage, route directness, passengers’ satisfaction, minimum length of bus route, budget, use of existing bus routes and number of lines. In this article, by use of the mentioned factors, a new model is developed to determine the urban bus routes. The new model figures the routes with park-and-ride as origin and Central Business District (CBD) as destination, in such a manner that the covered demand is maximized. Our novel method is more effective than other options currently available. In fact, it uses the most important factors in designing urban bus routes. Furthermore, an efficient Genetic Algorithm (GA) based approach is represented to solve large-scale problems. Numerical results show the effectiveness of this approach. At last, the developed model is applied to design the urban bus routes in the transportation network of Babol (Iran).
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Scoppa, Martin, and Rim Anabtawi. "Connectivity in Superblock Street Networks: Measuring Distance, Directness, and the Diversity of Pedestrian Paths." Sustainability 13, no. 24 (December 15, 2021): 13862. http://dx.doi.org/10.3390/su132413862.
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Superblocks are a common urban development strategy used in cities of the United Arab Emirates and the larger Gulf region. In planning new neighborhoods, these cities utilize superblocks structured using various street network designs. Despite their key role in shaping its main transportation network, the connectivity of these designs has not been frequently studied. This paper addresses this research gap, analyzing ten different superblock designs, and focusing on their internal and external connectivity properties. Internal connectivity is studied by measuring connections between plots in the superblocks. External connectivity is measured from plots to the superblocks’ corners, the points from which to access surrounding areas. Connectivity is measured in terms of distance, directness, and route diversity. The results show that strong similarities exist across the studied designs, particularly in terms of travel distances. Differences are found in terms of efficiency and, most notably, route diversity. Findings are discussed in relation to walkability, the costs associated to each design given network length variations, and the importance of creating rich and diverse street systems that support open-ended exploration. While based on a sample of ideal cases and in need of validation with built cases, this paper outlines a method by which to evaluate and compare superblock network design alternatives.
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Campos-Sánchez, Francisco Sergio, Francisco Javier Abarca-Álvarez, Javier Molina-García, and Palma Chillón. "A GIS-Based Method for Analysing the Association Between School-Built Environment and Home-School Route Measures with Active Commuting to School in Urban Children and Adolescents." International Journal of Environmental Research and Public Health 17, no. 7 (March 29, 2020): 2295. http://dx.doi.org/10.3390/ijerph17072295.
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In the current call for a greater human health and well-being as a sustainable development goal, to encourage active commuting to and from school (ACS) seems to be a key factor. Research focusing on the analysis of the association between environmental factors and ACS in children and adolescents has reported limited and inconclusive evidence, so more knowledge is needed about it. The main aim of this study is to examine the association between different built environmental factors of both school neighbourhood and home-school route with ACS of children and adolescents belonging to urban areas. The ACS level was evaluated using a self-reported questionnaire. Built environment variables (i.e., density of residents, street connectivity and mixed land use) within a school catchment area and home-school route characteristics (i.e., distance and pedestrian route directness—PRD) were measured using a geographic information system (GIS) and examined together with ACS levels. Subsequently, the association between environmental factors and ACS was analysed by binary logistic regression. Several cut-off points of the route measures were explored using receiver operating characteristic (ROC) curves. In addition, the PRD was further studied regarding different thresholds. The results showed that 70.5% of the participants were active and there were significant associations between most environmental factors and ACS. Most participants walked to school when routes were short (distance variable in children: OR = 0.980; p = 0.038; and adolescents: OR = 0.866; p < 0.001) and partially direct (PRD variable in children: OR = 11.334; p < 0.001; and adolescents: OR = 3.513; p < 0.001), the latter specially for children. Mixed land uses (OR = 2.037; p < 0.001) and a high density of street intersections (OR = 1.640; p < 0.001) clearly encouraged adolescents walking and slightly discouraged children walking (OR = 0.657, p = 0.010; and OR = 0.692, p = 0.025, respectively). The assessment of ACS together with the environmental factors using GIS separately for children and adolescents can inform future friendly and sustainable communities.
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Anabtawi, Rim, and Martin Scoppa. "Measuring Street Network Efficiency and Block Sizes in Superblocks—Addressing the Gap between Policy and Practice." Buildings 12, no. 10 (October 13, 2022): 1686. http://dx.doi.org/10.3390/buildings12101686.
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This paper uses quantitative methods to evaluate the application of street connectivity policies stated by Abu Dhabi’s Urban Planning Council (UPC) on newly developed projects. The evaluation of the study was performed by measuring efficiency, i.e., how short and direct are paths between residential and nonresidential destinations to understand the ability of street networks to support sustainable transportation modes in the Capital District project. Efficiency is measured in twelve neighborhoods of the Capital District using Pedestrian Route Directness (PRD), a metric that meets Estidama—Abu Dhabi Green Rating System—walkability standards. Observation and analysis of the current stage of development show that more than 58% of the neighborhoods failed the route efficiency test to connect residential plots to one another. In addition, more than 40% of the neighborhood’s residential plots could not efficiently connect to nonresidential plots. The study includes recommendations for policymakers and project developers to enhance the street infrastructure to correlate with Estidama ratings by taking advantage of sikkak, the alleyways system that is found in other neighborhoods in the city. Significantly, recommendations are based on rigorous quantitative analyses that can be used for implementation in real-world projects, thus strengthening the connection between policy and practice.
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King, B. H., and M. A. Owen. "Post-Mating Changes in Restlessness, Speed and Route Directness in Males of the Parasitoid Wasp Spalangia endius (Hymenoptera: Pteromalidae)." Journal of Insect Behavior 25, no. 4 (October 15, 2011): 309–19. http://dx.doi.org/10.1007/s10905-011-9300-x.
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Patchett, Robert, Alexander N. G. Kirschel, Joanna Robins King, Patrick Styles, and Will Cresswell. "Age-related changes in migratory behaviour within the first annual cycle of a passerine bird." PLOS ONE 17, no. 10 (October 19, 2022): e0273686. http://dx.doi.org/10.1371/journal.pone.0273686.
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First time migrants (juveniles hereafter) of many species migrate without specific knowledge of non-breeding locations, but experience may aid adults in timing and route decisions because they can migrate more efficiently to their previous non-breeding sites. Consequently, we expect a transition to more efficient migratory behaviour with age, but when and how this happens is little known. We used light-level geolocator data from Cyprus wheatears Oenanthe cypriaca to compare migration timing and route directness between juveniles and adults, and repeatability of their timing and non-breeding locations. We predicted that juveniles would depart and arrive later than adults for both autumn and spring migration; that duration of migration would be greater for juveniles; that routes taken by juveniles would be less direct than those for adults; and that autumn and spring departure timing, and non-breeding locations, would be more repeatable for adults between two years than for juveniles between their first and subsequent migration. We found that juveniles departed significantly later than adults in autumn but there was no difference in arrival timing, and although spring departure timings did not differ, juveniles arrived on the breeding grounds later than adults. Nevertheless, we found no significant age-related difference in the duration of migration in autumn or spring. Yet, juvenile migrations were less direct than those of adults in autumn, but not spring. We found evidence that spring departure timing and non-breeding locations were repeatable for adults but not juveniles. Our findings show that age-related changes in migratory behaviour begin to occur during the first annual cycle demonstrating the potential for early adaptation to environmental variability within an individual’s life.
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Quintero-Cano, Liliana, Mohamed Wahba, and Tarek Sayed. "Bus networks as graphs: new connectivity indicators with operational characteristics." Canadian Journal of Civil Engineering 41, no. 9 (September 2014): 788–99. http://dx.doi.org/10.1139/cjce-2014-0054.
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A transit network, visualized as a graph, can be evaluated using indicators such as connectivity, coverage, directness, and complexity, among others, based on the relationships between network elements. This study focuses on the analysis of interconnected and operationally complicated bus networks, a shortcoming of existing approaches tailored to simpler, metro networks. A new procedure is proposed for drawing bus networks as graphs, by disaggregating them into sub-networks at the traffic analysis zone level. As well, improved network connectivity indicators are proposed which incorporate the influence of bus operational characteristics. The effect of bus route transfers is analyzed by introducing intermediate walking transfer edges. The contribution of this research will provide transit agencies with quantitative measures to analyze the network characteristics and the related operational attributes at a zonal sub-network level across the agency’s coverage area. The proposed methodology was demonstrated by applying it to the Greater Vancouver Regional District public transportation system.
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Moudon, Anne Vernez, Paul M. Hess, Mary Catherine Snyder, and Kiril Stanilov. "Effects of Site Design on Pedestrian Travel in Mixed-Use, Medium-Density Environments." Transportation Research Record: Journal of the Transportation Research Board 1578, no. 1 (January 1997): 48–55. http://dx.doi.org/10.3141/1578-07.
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Whether high or low incidence of pedestrian travel in mixed-use, medium-density environments is due to site design characteristics, and specifically to presence of direct, continuous, and safe pedestrian systems, is examined. Twelve neighborhood centers or sites in the Puget Sound area of Washington were selected by matching gross residential density, median income, automobile ownership, and intensity and type of neighborhood commercial development. Pedestrians and bicyclists were recorded that traveled into the commercial area. A clear break emerges between urban and suburban sites. The average urban pedestrian volume is 37.7 pedestrians per hour per 1,000 residents, which is 3 times higher than the 12.5 pedestrians per hour per 1,000 residents in suburban sites. These results strongly support the hypothesis that, when holding other variables constant, the urban versus suburban difference in route directness and completeness of pedestrian facilities (namely, block size and sidewalk length) affects pedestrian volumes. The research also questions the common belief that people do not walk in the suburbs. Given appropriate land use conditions, pedestrian facility improvement programs in suburban areas can support pedestrian travel and have a significant influence on mode choice.
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Zhang, Yu, Rui Wang, Yue Wu, Guanlong Chu, and Xiaomin Wu. "The Influence of Built-Environment Factors on Connectivity of Road Networks in Residential Areas: A Study Based on 204 Samples in Nanjing, China." Buildings 13, no. 2 (January 19, 2023): 301. http://dx.doi.org/10.3390/buildings13020301.
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Over the past decades, China has built a large number of superblocks and gated residential areas, which have contributed to increased congestion on urban road traffic. Although some studies have found a correlation between residential environments and travel convenience, there is little quantitative evidence to explain which factors influence the connectivity of road networks. This paper aims to clarify the indicators of built environments in Chinese residential areas that affect travel accessibility and their correlation proportions through a more quantitative method and to provide a basis for planning and design decisions. To this end, this study took 204 residential areas in the three districts of Nanjing, China as a sample and calculated 16 built-environment indicators. The path distance (D) and pedestrian route directness (PRD) from the center of these residential areas to the nearest urban intersection were measured by GIS as outcome variables. First, correlation analysis was used to screen for significant variables, and multiple linear regression models were used to examine the significant influencing factors of D and PRD. Then, a binary logistic regression analysis was performed to provide a model that could determine whether the built environment of the residential area met the requirements for convenient travel. The results revealed that the length of the long side, the area size, and the total road length of the residential area were significantly related to D, and the number of entrances and exits, the intersection density, and the X ratio were significantly related to PRD. The indicators that were positively correlated with D were the size, network complexity, and the boundary shape of the residential area according to the degree of correlation. Meanwhile, other indicators such as the density and connectivity of the residential road network were negatively correlated with D.
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Zacharias, John, and Xinyi Liu. "The Role of the Access Environment in Metro Commute Travel Satisfaction." Sustainability 14, no. 22 (November 18, 2022): 15322. http://dx.doi.org/10.3390/su142215322.
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The contributions of the access and egress portions of public transport trips to overall travel satisfaction merit more attention. This study collected responses from intercepted regular urban rail travelers at three metro stations with distinct built-form and land-use characteristics. Local conditions of access on foot, by bicycle, or on a bus were evaluated retrospectively on a five-point satisfaction scale and compared with an independent survey of the same access routes. Three-factor theory and dummy variable regression methods were used to identify the factor structure of environmental attributes under different access means. In the results, access and egress satisfaction were more important than metro trip satisfaction in overall trip satisfaction for walking and cycling modes. Access distance was not significant for walking and marginally negative for cycling satisfaction. For pedestrians, street connectivity, pathway directness, shade, greenery, and crossing safety were all significant (p < 0.05), explaining 51% of the variance in expressed satisfaction. For bicyclists, directness, distance, service, and parking facilities were significant in satisfaction, accounting for 62% of variance. In the bus access model, we found that bus stop location is very important, with passengers also very concerned about the walk experience to the bus stop. Satisfaction with access and egress environments is important in overall satisfaction with travel by public transport.
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Mesquida, Neus, Sara López-Pérez, Immaculada Dinarès, and Ermitas Alcalde. "Synthetic approaches to multifunctional indenes." Beilstein Journal of Organic Chemistry 7 (December 29, 2011): 1739–44. http://dx.doi.org/10.3762/bjoc.7.204.
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The synthesis of multifunctional indenes with at least two different functional groups has not yet been extensively explored. Among the plausible synthetic routes to 3,5-disubstituted indenes bearing two different functional groups, such as the [3-(aminoethyl)inden-5-yl)]amines, a reasonable pathway involves the (5-nitro-3-indenyl)acetamides as key intermediates. Although several multistep synthetic approaches can be applied to obtain these advanced intermediates, we describe herein their preparation by an aldol-type reaction between 5-nitroindan-1-ones and the lithium salt of N,N-disubstituted acetamides, followed immediately by dehydration with acid. This classical condensation process, which is neither simple nor trivial despite its apparent directness, permits an efficient entry to a variety of indene-based molecular modules, which could be adapted to a range of functionalized indanones.
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Krukowicz, Tomasz, Krzysztof Firląg, Aleksander Sobota, Tomasz Kołodziej, and Luka Novačko. "The relationship between bicycle traffic and the development of bicycle infrastructure on the example of Warsaw." Archives of Transport 60, no. 4 (December 31, 2021): 187–203. http://dx.doi.org/10.5604/01.3001.0015.6930.
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The article presents the relationship between the intensity of bicycle traffic volume and the development of bicycle infrastructure on the example of Warsaw. There has been a big increase in cycling over the last decade. At the same time, the linear and point bicycle infrastructure developed very strongly. Similar trends are also observed in other cities in Poland. The article presents the types of infrastructure available to cyclists. Then, the method of assessing the bicycle infrastructure is presented, taking into account the five features of good bicycle infrastructure: cohesion, directness, attractiveness, safety and comfort. In terms of coherence, the analysis covered the bicycle infrastructure network in the vicinity of the measurement site. The directness was tested by checking the accessibility of several dozen of the most important nodal points of the city's communication network. The attractiveness was examined by checking the availability of public bike stations, bicycle racks and bike-sharing stations. The infrastructure adjusted to the technical class of the road was adopted as a measure of safety. The comfort was checked by analyzing the quality of the road surface, which affects the driving comfort and energy expenditure. All the factors presented impact the cyclist's assessment of the infrastructure. To standardize the assessment rules, an aggregate index of the development of bicycle infrastructure was determined. The analysis was carried out for 10 sample points for four consecutive years. The points were characterized by different bicycle infrastructure, location in the city road network and different results of bicycle traffic measurements. The analysis showed a strong positive relationship between traffic and cycling infrastructure for most of the analyzed places. There was a negative dependence in the case of the construction of alternative routes in relation to the place of traffic measurements. The obtained results are the same as in the works of other authors. However, the effects of work do not allow to determine which of the examined factors is the cause and which is the effect but only show the existing relationship.
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Alkhaja, Nour, Khaled Alawadi, and Hasan Manan Ibrahim. "Title: Post-pandemic planning: Do we have enough and efficient access to parks?" Frontiers in Built Environment 9 (March 15, 2023). http://dx.doi.org/10.3389/fbuil.2023.1158430.
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Introduction: The COVID-19 pandemic has placed neighborhood parks as a key asset in mitigating the negative implications of extended lockdowns, when parks turned into a sanctuary for residents. With increased scholarly work focusing on developing pots-pandemic neighborhoods, providing access to community parks via efficient routes, is central to such debate. Network connectivity provides a comprehensive assessment of the efficiency of network systems.Methods: A total of 16 samples, from the city of Abu-Dhabi, have been selected to study their network connectivity, with regard to accessing parks. Three distance-based connectivity measures are used: the pedestrian route directness (PRD), the count of redundant routes Redundancy Count (RC), and the route redundancy index (RI). The samples reflect different street’s typologies and their urban form attributes are quantified.Results and Discussion: Connectivity analyses results are interrupted with regard to the quantified physical attributes. Findings indicate that gridded, and semi-gridded layouts provide more direct routes to parks, but less route’s redundancy. Conversely, interlocked, and fragmented networks, when having sufficient intersection densities, have less direct routes but more redundancy. The inclusion of alleyways proved to alter typologies into gridded ones and improve both route directness and redundancy. The majority of the selected samples reported sufficient levels of route directness. The current design and planning guidelines, implemented by the Department of Transport and Municipalities are overly descriptive with regard to how neighborhood parks are accessed; therefore, the study’s methodology provides a possible more evidence-based approach to policy development.
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Alawadi, Khaled, Hind Alameri, and Martin Scoppa. "Reclaiming Alleyways to Improve Network Connectivity: Lessons from Dubai’s Neighborhoods." Journal of Planning Education and Research, June 17, 2020, 0739456X2093190. http://dx.doi.org/10.1177/0739456x20931907.
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This study highlights the necessity of studying both streets and alleyways when assessing network connectivity efficiency. Taking Dubai as a case, the research evaluates eleven neighborhoods with different streets and alleyways systems designed during different growth periods. The focus is placed on the efficiency of different street layouts and explores the contribution of alleys to that efficiency. A Pedestrian Route Directness (PRD) test is used to assess the efficiency of neighborhoods streets and alleys system. Findings show that alleys improved connectivity once added to the network showing an improvement in average PRD values, network densities, and plots passing the test.
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Almohammadi, Abdulla, Ainharan Raveendran, Mairead Black, and Abha Maheshwari. "The optimal route of progesterone administration for luteal phase support in a frozen embryo transfer: a systematic review." Archives of Gynecology and Obstetrics, August 9, 2022. http://dx.doi.org/10.1007/s00404-022-06674-2.
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Abstract Objective To investigate the optimal route of progesterone administration for luteal phase support in a frozen embryo transfer. Design Systematic review. Patients Women undergoing frozen embryo transfer (FET). Interventions We conducted an extensive database search of Medline (PubMed), Embase, Web of Science, and Cochrane Trials Register using relevant keywords and their combinations to find randomized controlled trials (RCTs) comparing the routes (i.e., oral, vaginal, intramuscular) of progesterone administration for luteal phase support (LPS) in artificial FET. Main outcome measures Clinical pregnancy, live birth, miscarriage. Results Four RCTs with 3245 participants undergoing artificial endometrial preparation (EP) cycles during FET were found to be eligible. Four trials compared vaginal progesterone with intramuscular progesterone and two trials compared vaginal progesterone with oral progesterone. One study favored of vaginal versus oral progesterone for clinical pregnancy rates (RR 0.45, 95% CI 0.22–0.92) and other study favored intramuscular versus vaginal progesterone for clinical pregnancy rates (RR 1.46, 95% CI 1.21–1.76) and live birth rates (RR 1.62, 95% CI 1.28–2.05). Tabulation of overall evidence strength assessment showed low-quality evidence on the basis that for each outcome-comparison pair, there were deficiencies in either directness of outcome measurement or study quality. Conclusion There was little consensus and evidence was heterogeneous on the optimal route of administration of progesterone for LPS during FET in artificial EP cycles. This warrants more trials, indirect comparisons, and network meta-analyses. PROPERO No CRD42021251017.
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Ross, Jeremy D., Eli S. Bridge, Mark J. Rozmarynowycz, and Verner P. Bingman. "Individual variation in migratory path and behavior among Eastern Lark Sparrows." Animal Migration 2, no. 1 (January 24, 2014). http://dx.doi.org/10.2478/ami-2014-0003.
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AbstractTwo general migration strategies prevail among temperate-breeding migratory songbirds of North America. Most “Eastern” birds migrate relatively directly from breeding to wintering grounds immediately after molting, whereas a substantial proportion of “Western” species depart breeding grounds early, and molt during extended migratory stopovers before reaching wintering areas. The Lark Sparrow is one of a few Western Neotropical migrants with a breeding range that extends into regions dominated by Eastern species. We sought to determine whether Eastern Lark Sparrows migrated in a manner consistent with Western conspecifics or follow typical Eastern songbird migratory patterns. To do so, we tracked individual Eastern Lark Sparrows equipped with geolocators between their breeding grounds in Ohio and their unknown wintering locations. Data from three Ohio Lark Sparrows revealed 1) individual variation in the duration and directness of autumn migrations, 2) autumn departures that consistently preceded molt, 3) wintering grounds in the central highlands of Mexico, and 4) brief and direct spring migrations. These observations suggest that eastern populations of prevailingly Western migrants, such as Lark Sparrows, may be behaviorally constrained to depart breeding grounds before molt, but may facultatively adjust migration en route.
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Aras, Rohan L., Nicholas T. Ouellette, and Rishee K. Jain. "Quantifying the pedestrian access potential of suburban street network retrofits." Environment and Planning B: Urban Analytics and City Science, July 27, 2023. http://dx.doi.org/10.1177/23998083231190974.
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The United States largely depends on the automobile for personal transportation. This dominance has significant consequences for society over a range of issues, including the environment, public safety, public health, and equity. The issues associated with the dominance of the automobile are most pressing in the suburbs due to their size and curvilinear street network patterns. Thus, any effort to address the negative consequences of automobile dependency in the US needs to consider retrofitting the suburbs and their street networks. We attempt to better understand the potential for street network retrofits to increase suburban pedestrian access. We consider a class of planar graph augmentation problems that attempt to increase pedestrian access to points of interest (POIs) within the study area by adding new pedestrian paths to the street network that follow existing property lines. Our methodology builds on past work on graph dilation and route directness, from the planar graph and street network communities, respectively, to score the pedestrian access disruption of individual blocks. We apply this methodology to a case study of suburban Seattle. We find that, both in the limit of all possible interventions and with a limited number of untargeted interventions, retrofits can meaningfully increase pedestrian access to POIs. Given this promise, the methods we outline present a useful starting point for discussing the potential of street network retrofits to serve non-automobile mobility in suburban communities across the US.