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Автор: Grafiati
Опубліковано: 22 червня 2024

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1

Zhang, Jin, Wenquan Li, Guoqing Wang, and Jingcai Yu. "Feasibility Study of Transferring Shared Bicycle Users with Commuting Demand to Flex-Route Transit—A Case Study of Nanjing City, China." Sustainability 13, no. 11 (May 28, 2021): 6067. http://dx.doi.org/10.3390/su13116067.

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Shared bicycle users with commuting purposes generally need to take a traditional public transit and then use the shared bicycle to complete the first/last mile transport. While shared bicycle provides convenient travel for travelers, it also brings a series of problems such as disorderly parking and road occupancy. Therefore, exploring the problem of travel mode shift between shared bicycle and public transit is of significance for improving the traffic environment and increasing the sharing rate of public transit. This paper introduces the flex-route transit system and quantitatively analyzes the rationality and feasibility of using flex-route transit to pick up and drop off shared bicycle users with commuting demand from the temporal perspectives. A flex-route transit route design model is established with the objective of minimizing the sum of vehicle driving time cost and passenger time cost, and the time cost models of the shared bicycle commuting system and the flex-route transit system are constructed, compared, and analyzed to explore the feasibility of flex-route transit picking up or dropping off shared bicycle users under different conditions. Through the subsequent sensitivity analysis, the influence of passenger demand density, fixed station spacing, and travel preference attributed to the two systems are analyzed separately. The results demonstrate that the flex-route transit can efficiently complete the picking up or dropping off for shared bicycle users under certain conditions.
2

Li, Jiayi, Zhaocheng He, and Jiaming Zhong. "The Multi-Type Demands Oriented Framework for Flex-Route Transit Design." Sustainability 14, no. 15 (August 7, 2022): 9727. http://dx.doi.org/10.3390/su14159727.

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Flex-route transit is regarded as the feasible solution to provide flexible service for various demands. To improve the service of flex-route transit, this paper proposes a design framework with the input of multi-type demands. Firstly, according to the multi-feature-based classification method, static stations and dynamic stations are divided by hierarchical clustering algorithm based on historical demands. Secondly, in the two-stage planning method, an offline plan is generated by multi-route design model and route-design-oriented genetic algorithm based on the classified stations and the flexible combination of reserved demands and regular travel patterns. Then, an online plan is adjusted by route modification model and greedy algorithm based on the offline plan and real-time demands. Numerical experiments demonstrate the applicability of flex-route transit in the realistic road network and show that flex-route transit can transport demands more effectively and save nearly 40% of cost compared with traditional transit.
3

Zhang, Jin, Rongrong Guo, and Wenquan Li. "Research on Dynamic Scheduling and Route Optimization Strategy of Flex-Route Transit Considering Travel Choice Preference of Passenger." Systems 12, no. 4 (April 19, 2024): 138. http://dx.doi.org/10.3390/systems12040138.

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In this paper, to improve the operational service capability and attractiveness of the flex-route transit system, the real dynamic interaction scenario between passenger travel choice preference and system operation scheme in the post-pandemic era is described and quantified. The key technologies, operation mode, system framework, and interactive events required for dynamic interactive scheduling and route planning of flex-route transit are summarized. According to different choice preferences, the corresponding dynamic interaction scheduling strategies and route mixed integer programming model are proposed. An optimization scheme to improve the service capability of the system is introduced and analyzed. The computational results based on real-world cases show that the proposed strategy can better handle the relationship between requirements of transit system operation and requests of passengers without increasing operating costs, significantly improving the service performance of flex-route transit and the choice rate of passengers. We also find that the introduction of optimization schemes and the adjustment of passenger fares constitute a win-win strategy that benefits both passengers and transit operators.
4

Zheng, Yue, Liangpeng Gao, and Wenquan Li. "Vehicle Routing and Scheduling of Flex-Route Transit under a Dynamic Operating Environment." Discrete Dynamics in Nature and Society 2021 (January 18, 2021): 1–10. http://dx.doi.org/10.1155/2021/6669567.

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To improve the reliability, responsiveness, and productivity of the flex-route transit service, this paper investigates the vehicle scheduling and routing problem under a dynamic operating environment. First, we discuss the new operating polices after the introduction of intelligent transportation systems (ITSs), including automatic vehicle location (AVL) system, mobile data terminal (MDT), and computer-aided dispatch (CAD) system. Second, a mixed integer programming (MIP) formulation is employed to solve the offline routing problem. Third, an online scheduling scheme is presented to tackle different dynamic events, such as dynamic requests, travel time fluctuations, cancellations of requests, and customer no-shows. Finally, simulation experiments based on a real-life flex-route transit service are conducted to assess the influence of different dynamic events. The results demonstrate that the proposed scheduling scheme is reliable for coping with various dynamic events, and our findings can be used to guide the policy making of flex-route transit services.
5

Fu, Liping. "Planning and Design of Flex-Route Transit Services." Transportation Research Record: Journal of the Transportation Research Board 1791, no. 1 (January 2002): 59–66. http://dx.doi.org/10.3141/1791-09.

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A theoretical investigation is presented of various issues involved in the planning and design of flex-route transit services. An analytical model is proposed for an idealized operating environment with the objective of determining the optimal slack time that should be allocated to a flexroute segment. The optimization objective is defined to minimize total operator and user cost, which enables a systematic examination of complex interactions among the system parameters. An equation is derived for the relationship between the number of feasible deviations and various system parameters such as slack time, zone size, and dwell time. Subsequent analysis shows that the analytical model is elaborate enough to provide substantial insights into various issues that may arise in designing a flex-route service. A simulation analysis is conducted to validate some of the conclusions drawn from the analytical model and to further analyze the implications of stochastic variation in passenger demand.
6

Farwell, Randall G., and Eric Marx. "Planning, Implementation, and Evaluation of OmniRide Demand-Driven Transit Operations: Feeder and Flex-Route Services." Transportation Research Record: Journal of the Transportation Research Board 1557, no. 1 (January 1996): 1–9. http://dx.doi.org/10.1177/0361198196155700101.

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Information about the Potomac and Rappahannock Transportation Commission operational test is presented. The test focuses on service planning for the local flex-route transit services and the flag-stop commuter-rail feeder services, as well as their start-ups. Although the intelligent transportation system (ITS) operational test involves the application of automated vehicle location and real-time order-taking, scheduling, and dispatching of software, the planning and start-up operations of the non-ITS-enhanced phase of the flex-route and feeder services are addressed.
7

Liu, Xiaohan, Xiaobo Qu, and Xiaolei Ma. "Improving flex-route transit services with modular autonomous vehicles." Transportation Research Part E: Logistics and Transportation Review 149 (May 2021): 102331. http://dx.doi.org/10.1016/j.tre.2021.102331.

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8

Zheng, Yue, Wenquan Li, and Feng Qiu. "A slack arrival strategy to promote flex-route transit services." Transportation Research Part C: Emerging Technologies 92 (July 2018): 442–55. http://dx.doi.org/10.1016/j.trc.2018.05.015.

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9

HU, Di, and Wenzhou JIN. "Flex-route demand response transit scheduling based on station optimization." Journal of Shenzhen University Science and Engineering 39, no. 2 (March 1, 2022): 209–15. http://dx.doi.org/10.3724/sp.j.1249.2022.02209.

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10

Qiu, Feng, Wenquan Li, and Ali Haghani. "A methodology for choosing between fixed-route and flex-route policies for transit services." Journal of Advanced Transportation 49, no. 3 (October 1, 2014): 496–509. http://dx.doi.org/10.1002/atr.1289.

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11

Zheng, Yue, Wenquan Li, Feng Qiu, and Heng Wei. "The benefits of introducing meeting points into flex-route transit services." Transportation Research Part C: Emerging Technologies 106 (September 2019): 98–112. http://dx.doi.org/10.1016/j.trc.2019.07.012.

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12

Zheng, Yue, Wenquan Li, Feng Qiu, and Heng Wei. "Travelers’ Potential Demand toward Flex-Route Transit: Nanjing, China, Case Study." Journal of Urban Planning and Development 146, no. 1 (March 2020): 05019018. http://dx.doi.org/10.1061/(asce)up.1943-5444.0000538.

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13

Shen, Jinxing, Feng Qiu, Changjiang Zheng, and Changxi Ma. "Fare Strategy for Flex-Route Transit Services: Case Study in Los Angeles." IEEE Access 7 (2019): 82038–51. http://dx.doi.org/10.1109/access.2019.2924320.

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14

Terry, Jacob, and Chris Bachmann. "Spatial Characteristics of Transit-Integrated Ridesourcing Trips and Their Competitiveness with Transit and Walking Alternatives." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 3 (March 2020): 329–40. http://dx.doi.org/10.1177/0361198120909842.

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Municipal transit agencies are exploring integrations with ridesourcing vehicles to extend the reach of their fixed-route transit networks. Ridesourcing integrations have been piloted in some regions, but these pilots tend not to be externally evaluated because of an inability to access the trip data. The primary objective of this research was to determine the types of trips passengers are taking through a transit-integrated ridesourcing pilot, and their competitiveness with transit and walking alternatives. The analysis focused on the 903 Flex pilot operated by the Region of Waterloo, Ontario, Canada. A set of 585 completed ridesourcing trips (rides) were studied and compared with the alternative transit and walking trips. Each ride was assigned a type, based on its proximity to transit and walking alternatives, for calculation and comparison of trip attributes. Terminology for types of rides is introduced and the categorization process applied to the ridesourcing pilot. Trip categories include: feeders, transit replacements, inconvenient trips, and remote trips. Results suggest that most trips in the study operated on an indirect feeder-like system (65%), which brought passengers between virtual ridesourcing stops and a transit stop, but not the transit stop closest to them. The alternative fixed-route transit trips mainly operated on 30-min headways, and alternative walking times were often long. The trips were found to mostly support or maintain transit usage, but the transit agency should be cautious of cases in which rides occur alongside transit (18%), instead of bringing people to it.
15

Qiu, Feng, Wenquan Li, and Jian Zhang. "A dynamic station strategy to improve the performance of flex-route transit services." Transportation Research Part C: Emerging Technologies 48 (November 2014): 229–40. http://dx.doi.org/10.1016/j.trc.2014.09.003.

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16

Yu, Jingcai, Wenquan Li, Jin Zhang, Rongrong Guo, and Yan Zheng. "Understanding the effect of sociodemographic and psychological latent characteristics on flex-route transit acceptance." PLOS ONE 18, no. 2 (February 6, 2023): e0279058. http://dx.doi.org/10.1371/journal.pone.0279058.

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Flex-route transit (FRT) has significant advantages in low-demand areas. Existing studies have focused on practical experience, strategic planning, and operational planning. Few studies have addressed the effect of sociodemographic and psychological latent characteristics on the acceptance of FRT. This study aims at exploring the effect of sociodemographic and psychological latent characteristics on FRT acceptance. To finish the goal, a household survey is conducted from April to May 2020 in Nanjing, China. The survey includes sociodemographic characteristics and observed variables of individuals. Firstly, the study extracts six psychological latent characteristics to reflect individuals’ attitudes based on previous and mature researches in the field of technology acceptance model (TAM) and theory of planned behavior (TPB). Then, a multiple indicators and multiple causes (MIMIC) is applied to calculate six psychological latent characteristics. Finally, an integrated model, consisting of the MIMIC and a binary logit model (BLM), is applied to match sociodemographic and psychological latent characteristics. The BLM with sociodemographic characteristics is developed as the reference model to compare the effects of psychological latent characteristics. Results show that psychological latent factors play a significant role in estimating the effect on FRT acceptance. Results of the integrated model show that the parameter of car is -0.325, displaying individuals with private cars are more reluctant to use FRT. Therefore, restricting private cars is an effective measure to facilitate FRT. Improving flexibility (0.241) is a significant measure to facilitate FRT. Findings are expected to facilitate decision-making of transport planners and engineers, and therefore enhance the service of the FRT system.
17

Shahin, Reza, Pierre Hosteins, Paola Pellegrini, Pierre-Olivier Vandanjon, and Luca Quadrifoglio. "A survey of Flex-Route Transit problem and its link with Vehicle Routing Problem." Transportation Research Part C: Emerging Technologies 158 (January 2024): 104437. http://dx.doi.org/10.1016/j.trc.2023.104437.

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18

Li, Mingyang, Jinjun Tang, Jie Zeng, and Helai Huang. "A Kriging-based optimization method for meeting point locations to enhance flex-route transit services." Transportmetrica B: Transport Dynamics 11, no. 1 (April 3, 2023): 1281–310. http://dx.doi.org/10.1080/21680566.2023.2195984.

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19

Li, Mingyang, and Jinjun Tang. "Simulation-based optimization considering energy consumption for assisted station locations to enhance flex-route transit." Energy 277 (August 2023): 127715. http://dx.doi.org/10.1016/j.energy.2023.127715.

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20

Alshalalfah, B., and A. Shalaby. "Feasibility of Flex-Route as a Feeder Transit Service to Rail Stations in the Suburbs: Case Study in Toronto." Journal of Urban Planning and Development 138, no. 1 (March 2012): 90–100. http://dx.doi.org/10.1061/(asce)up.1943-5444.0000096.

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21

Qiu, Feng, Wenquan Li, and Ali Haghani. "An exploration of the demand limit for flex-route as feeder transit services: a case study in Salt Lake City." Public Transport 7, no. 2 (December 4, 2014): 259–76. http://dx.doi.org/10.1007/s12469-014-0097-9.

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22

Karimah Ismail, Napisah, Aida Zahirah Samsudin, Farid Mat Zain, Izziah Suryani Mat Resad, and Ammalina Dalillah Mohd Isa. "ROHINGYA REFUGEES MIGRATION TO MALAYSIA: A PRELIMINARY STUDY." International Journal of Advanced Research 11, no. 09 (September 30, 2023): 1366–75. http://dx.doi.org/10.21474/ijar01/17656.

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The Rohingyas are refugees originally from Rakhine, Myanmar, who fled to Malaysia since in the end of the 1970s and early 1980s. They choose Malaysia as a destination compared to other South-east Asian countries, in spite of the obstacles and restrictions faced. Hence the purpose of this article is to identify the factors for their preference in choosing Malaysia as a transit country, and the modus operandi used by them to enter Malaysia. This qualitative research gathered data from content analysis of written materials. It argues that the ethnic Rohingyas entry into Malaysia is not only to flee the ethnic crisis in their country of origin. Their purpose is partly economic in efforts to build a better life for the future, due to the favourable factors of sharing a common religion with Muslim Malaysians, family influence, political stability, attitude and culture of Malaysian society and opportunity for education in Malaysia. The availability of various migration cross-border routes paved the way for their planned or unplanned entry. The selection of migration route whether over land, water or air or combination of routes depends on aspects such as safety, duration of journey, service fees for smuggling of humans and the risk of getting caught by authorities.
23

Chernichko, I. I. "Characteristics of bird's visible migrations at the Dniester Delta in 1974-1976." “Branta”: Transactions of the Azov-Black Sea Ornithological Station 2020, no. 23 (December 17, 2020): 60–91. http://dx.doi.org/10.15407/branta2020.23.060.

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The article deals with the results of observations of diurnal bird migrations and counts on a fixed route in the spring and autumn of 1974-1976, in the Dniester Delta. The total number of observation days was 82 (32 in spring and 50 in autumn, respectively). For this period, during observations and counts on the route, 135 bird species from 11 orders were registered, the total number of which exceeded 600 000 individuals. The study of migrations was carried out according to the E. Kumari method (1955). At the observation site, 80 species were counted, including 52 in spring and 60 in autumn. The Jaccard similarity coefficient (Jaccard index) was quite low between seasons and amounted to only 0.59. The frequency of occurrence of the majority of registered species was low. This may have been due to the area of the floodplains themselves, as well as to the weak extent of their anthropogenic transformation observed in the late 70s of the 20th century, which contributed to the bird migrations over the Delta in a wide front. The density of the spring migration flow was maximum in March and averaged 1077.4 ind. (n=32) per a daylight, while the autumn migration flow was 1926.2 ind. (n=50). There were interannual differences in the density of migrations in March. In the spring of 1975, the flight density was 900.3 ind. (n=15), and in 1976 it was almost twice more and amounted to 2094.7 ind. (n=11). There were no interannual differences in the intensity of autumn migrations. The maximum migration density was 2585.2 ind. (n=23) in October. The majority of non-passerine bird species flew in the morning: in spring up to 43.8%, in autumn - 64.1%. The diurnal activity of Passeriformes varied by season: in spring, morning migrations prevailed (56.1%), and in autumn, with the same ratio in the evening (56.1%). The vast majority of flocks (87 - 90%) amounted from 1 to 50 individuals. At altitudes up to 50 m, 37.0% flew, 51-150 m – 24.9% and above 150 m – 38.1% of birds. For a number of species, it was proved that the height of their flights in the general for the season migration sector of directions was higher than in the reverse directions.127 bird species were registered on all routes, of which 106 were registered on a permanent (fixed) route. Maximum species diversity was observed in March – 85, in April − 65, in September − 60, in October − 61 and in November – 40 species. The dynamics of the species composition of birds on a fixed route can be used as an additional characteristic of day transit migrations.
24

Faroqhi, Suraiya. "Introduction." New Perspectives on Turkey 6 (1991): 1–27. http://dx.doi.org/10.15184/s0896634600000327.

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It is customary to say that the fifteenth- and sixteenth-century prosperity of the Ottoman Empire was derived from its control of international trade routes leading toward Europe. From this perspective, the closing years of the sixteenth century are regarded as a turning point. When English merchants entered the Mediterranean and the Dutch established a monopoly over the Moluccan spice trade, the Ottoman state lost its dominant role in world commerce, particularly since Ottoman merchants rarely left the Sultan's domain, and therefore did not control the sources of their trade goods. Loss of customs revenue contributed to fiscal crisis, which in turn led to political turmoil as overtaxed peasants fled their villages (Lewis, 1968, p. 27 ff.). In the seventeenth and eighteenth centuries (or so it is claimed), world trade would have bypassed the Ottoman Empire entirely if it hadn't been for the transit trade in Iranian silk which continued into the 1730s, and a limited exportation of local grains and cottons, which did not become really significant until the high prices of the Revolutionary and Napoleonic Wars. From 1815 onward, the Ottoman Empire increasingly entered the orbit of industrializing Europe as a market for manufactured goods and a source of raw materials, and this state of affairs was made “official” by the signing of the Anglo-Ottoman convention of 1838.
25

Yu, Jingcai, Yue Zheng, Wenquan Li, Jin Zhang, Rongrong Guo, and Lei Wu. "Understanding Flex-Route Transit Adoption from a Stage of Change Perspective." Transportation Research Record: Journal of the Transportation Research Board, February 9, 2023, 036119812211502. http://dx.doi.org/10.1177/03611981221150244.

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Given the potential benefits of flex-route transit for the environment and traffic congestion, many cities have goals for diffusing flex-route transit. However, previous studies have focused on practical experience, strategic planning, and operational planning of flex-route transit. Few studies have identified the determinants of flex-route transit adoption. This study aims to address the effect of demographic characteristics and psychological factors on flex-route transit adoption by employing a stage of change framework. First, the transtheoretical model is applied to divide respondents into five ordered stages (i.e., Precontemplation, Contemplation, Preparation, Action, and Maintenance). Second, a survey was conducted in Beijing, China, using an online platform to obtain the demographic characteristics and measurement items of the respondents in the five ordered stages. Then, a structural equation model is applied to quantify psychological factors. In addition, the partial proportional odds (PPO) model is employed to estimate the best model and identify the determinants of flex-route transit adoption. Finally, an elasticity analysis is conducted to uncover the effect of determinants on flex-route transit adoption in the five ordered stages. The results suggest that the PPO model has the best fit and validity. The model reveals the significant implications of psychological factors and demographic characteristics for transport policy in various stages. These findings show that, regardless of the initial stage, interventions concentrating on psychological factors and demographic characteristics appear to have the potential to transfer the stage of individuals from one to another. To make policies as effective as possible for promoting flex-route transit adoption, the targeted interventions should be complemented in the specific stage.
26

Yu, Jingcai, Qinghai Lin, Hongliang Ding, Wenquan Li, Tao Feng, and Wei Ke. "Examining individuals’ adoption of flex route transit." Transportation Planning and Technology, February 20, 2024, 1–26. http://dx.doi.org/10.1080/03081060.2024.2320317.

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27

Yu, Jingcai, Zijuan Yin, Yan Zheng, Rongrong Guo, and Wenquan Li. "Segmenting and Exemplifying Potential Flex Route Transit Adopters." Transportation Research Record: Journal of the Transportation Research Board, February 26, 2024. http://dx.doi.org/10.1177/03611981241230509.

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Market segmentation has been considered an essential tool for evolving technology to examine for extensive adoption. Flex route transit (FRT) is a personalized transportation mode, which is expected to grow in the future. Therefore, FRT adoption has sparked a significant amount of research curiosity. This study endeavors to examine and identify potential FRT adopters considering attitudinal factors and socioeconomic characteristics by a framework of “perceived benefits–attitude–intention.” To this end, the technology acceptance model and theory of planned behavior are utilized to extract six attitudinal factors. The multiple indicators multiple causes model is employed to capture these attitudinal factors. Robust analytical procedures (e.g., clustering, multiple discriminant analysis, and chi-square test) are implemented to determine the number of clusters and validate the results by a survey in Beijing based on attitudinal factors and socioeconomic characteristics. Results show that potential FRT adopters are segmented into three clusters, that is, “conservatives,”“skeptics,” and “enthusiasts.” Attitudinal factors and socioeconomic characteristics for each cluster are compared and analyzed. A series of implications are recommended to policymakers, which might offer pertinent suggestions to encourage FRT adoption.
28

Zhang, Jin, Wenquan Li, Yue Zheng, and Rongrong Guo. "Dynamic Clustering Meeting Points Strategy to Improve Operational Service Capability of Flex-Route Transit." Journal of Transportation Engineering, Part A: Systems 149, no. 6 (June 2023). http://dx.doi.org/10.1061/jtepbs.teeng-7692.

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29

Pang, Mingbao, and Man Qi. "Multimodal Feeder Plan of Setting Flex-Route Transit for Metro Terminal Station in Suburb Considering Real-Time Demand Based on Slack Arrival Strategy." Journal of Urban Planning and Development 150, no. 1 (March 2024). http://dx.doi.org/10.1061/jupddm.upeng-4195.

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30

Foltête, Jean-Christophe. "What is the role of urban network on pedestrian flows distribution?" Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation 52 | 2007 (November 30, 2007). http://dx.doi.org/10.46298/cst.12058.

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ACL In the urban networks, the pedestrian frequency of streets is variable. At an aggregated level, it partially depends on the spatial configuration of the urban network. This concept, called the “natural movement”, is a key-notion in space syntax. It is here investigated by assuming several explanatory factors: metric accessibility, network linearity, route linearity, route continuity. Data obtained from a pedestrian movement survey in the city of Lille (France) were used. The factors were represented by series of theoretical frequencies defined with origin and destination points stemmed from real trips. These theoretical frequencies were compared to the observed pedestrian frequencies. The statistical analysis showed that metric accessibility is the first factor explaining the pedestrian flows distribution (60% of variance). The level of route linearity is just a secondary but significant factor. Sur le réseau de la voirie urbaine, chaque rue est utilisée plus ou moins fréquemment par les piétons. À un niveau agrégé, la fréquentation piéton­nière est en partie dépendante de la configuration spatiale de la voirie. Cette idée du « mouvement naturel », qui est un des concepts-clés de la syntaxe spatiale, est examinée ici en proposant plusieurs types de facteurs structurels supposés explicatifs des flux piétonniers observés : accessibilité métrique, linéarité de la voirie, linéarité des itinéraires, continuité des itinéraires. Sur la base de données d’enquêtes sur les déplacements pédestres dans la ville de Lille, ces facteurs sont représentés par des séries de fréquences théoriques de transit définies à partir des origines et destinations issues des trajets réellement effectués. Les analyses statistiques montrent que la minimisation de la distance métrique est le premier facteur expliquant la distribution des flux piétonniers (60 % de part de variance), et que le degré de linéarité des itinéraires apporte une information d’ordre secondaire mais significative.
31

Dean, Jay B. "Preparing for a Physiological Air War: 50 U.S. Army Airfields in 33 Days! Lt. Col. Randy Lovelace's Survey of Aero Medical Problems in African, Indian and Chinese Theatres of Operation (25 Nov – 28 Dec 1942)." FASEB Journal 31, S1 (April 2017). http://dx.doi.org/10.1096/fasebj.31.1_supplement.1003.3.

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“Pursuant to War Department Letter orders dated Nov 24, 1942, [Lt. Col. W. Randolph Lovelace, II, Medical Corps], proceeded to the above‐named theatres to secure information on aviation medicine, oxygen equipment developed at Wright Field and the status of evacuation of sick and wounded by air” (Aero Medical Laboratory (AML) Report No. ENG‐M‐49‐697‐1B, 1 May 1943). Thus began Lt. Col. Randy Lovelace's whirlwind tour of U.S. Army airfields overseas, stretching from Trinidad to the Far East. Lt. Col. Lovelace was accompanied by Brig. Gen. David N.W. Grant (Air Surgeon for the USAAF), five TWA pilots, and representatives of Air Transport Command (ATC). They left Washington D.C. on Nov 25th 1942 and flew eastward in C‐87 and C‐47 military transports, making stops at 20 U.S. Army airfields in transit before arriving in Kunming, China on Dec 10th. Flying westward, they made 30 additional stops before arriving home on Dec 28th. Fifty air bases in 33 days! In route, Dr. Lovelace interviewed 60 American and British airmen, including flight surgeons, fighter pilots and bomber crewmen. Lovelace procured samples of captured enemy O2 equipment and also documented the conditions under which American O2 equipment was used and the problems encountered; e.g., O2 masks and supply lines filling with ice at high altitudes. Recall that in 1942, with very few exceptions, most military aircraft lacked pressurized cabins. Thus, dependable O2 equipment was required for any mission flown above 10,000 ft. He reported that when no enemy danger was present, B‐24 & B‐17 heavy bombers seldom flew above 25,000 ft; however, German flak was accurate up to 30,000 ft, necessitating ascent into the stratosphere. B‐25 medium bombers operated at 12,000 ft or lower, and P‐40 fighters were used for ground strafing and dog fighting up to 18,000 ft. Armed with only cameras, Mosquitoes & P‐38's flew photographic reconnaissance missions over Italy and Burma at 35,000 ft. The British RAF used three stripped‐down Spitfires to make repeated flights to 42,000–43,000 ft to shoot down German Ju‐87 pressurized photographic reconnaissance planes over Africa. In the process, RAF pilots suffered decompression sickness and oxygen want. Twelve recommendations were made by Lt. Col. Lovelace following his tour of duty: accelerate development and testing of pressure breathing O2 equipment; larger O2 supply for ball turret gunners in heavy bombers; improve O2 generating units; distribute CO detection kits to all theatres; conduct a survey of occurrence and location of burns incurred by aircrews in flight to learn how to avoid such burns; have the Wright field AML develop a pamphlet with brief instructions on aero medical and emergency procedures for all personnel flying abroad with ATC; standardize litter‐retaining equipment; flight test helicopter ambulances; add patient‐retaining safety belts for airplane ambulances; develop a refrigerator for storage and transport of serums, vaccines and whole blood; expedite research on dehydrated foods; and have the AML publish a monthly Air Surgeon's Bulletin for all flight surgeons that reports the latest information on aviation medicine.Support or Funding InformationUSF

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