ORCID Profile
0000-0002-4563-2963
Current Organisation
University of Sydney
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Transport Engineering | Road Transportation and Freight Services | Transportation and Freight Services
Multimodal Transport | Road Infrastructure and Networks | Road Passenger Movements (excl. Public Transport) |
Publisher: Springer Science and Business Media LLC
Date: 11-11-2019
Publisher: Springer Science and Business Media LLC
Date: 17-11-2017
Publisher: SAGE Publications
Date: 14-11-2021
Abstract: How much of the variation in transit mode share is attributable to accessibility is not well understood, despite its significant policy implications. It is hypothesized that better transit accessibility leads to higher transit mode share. This paper explains block group level transit mode share using transit accessibility in a logistic model for 48 major US metropolitan areas. Transit accessibility alone explains much of the variation in transit mode share for all 48 regions despite their geographical differences (adjusted R 2 0.61, potential accessibility) models for in idual cities have stable and interpretable parameters for transit accessibility. The models better explain mode share in cities with higher person weighted transit accessibility and larger populations an adjusted R 2 of 0.76 is achieved for New York City with transit accessibility as the only explanatory variable. Additional automobile accessibility and income variables modestly improve model fit. Time–decay functions fitted to accessibility measures better explain mode choice than the isochrone accessibility, and suggest the catchment area affecting transit mode choice to be within 35 minutes. This work contributes to the understanding of transit mode share by solidifying its link with accessibility, which is determined by the structure of the transport network and land development.
Publisher: SAGE Publications
Date: 19-03-2019
Abstract: To capture network dependence between traffic links, we introduce two distinct network weight matrices ([Formula: see text]), which replace spatial weight matrices used in traffic forecasting methods. The first stands on the notion of betweenness centrality and link vulnerability in traffic networks. To derive this matrix, we use an unweighted betweenness method and assume all traffic flow is assigned to the shortest path. The other relies on flow rate change in traffic links. For forming this matrix, we use the flow information of traffic links and employ user equilibrium assignment and the method of successive averages algorithm to solve the network. The components of the network weight matrices are a function not simply of adjacency, but of network topology, network structure, and demand configuration. We test and compare the network weight matrices in different traffic conditions using the Nguyen–Dupuis network. The results lead to a conclusion that the network weight matrices operate better than traditional spatial weight matrices. Comparing the unweighted and flow-weighted network weight matrices, we also reveal that the assigned flow network weight matrices perform two times better than a betweenness network weight matrix, particularly in congested traffic conditions.
Publisher: Informa UK Limited
Date: 25-03-2019
Publisher: Public Library of Science (PLoS)
Date: 12-01-2012
Publisher: Informa UK Limited
Date: 05-08-2021
Publisher: Center for Transportation Studies
Date: 27-12-2017
Abstract: This study measures the job and population accessibility via transit for Beijing using the cumulative opportunity metric. It is shown that transit accessibility varies widely across Beijing, but is highly focused on subway stations. Early lines added far more accessibility than more recently planned lines.
Publisher: Center for Transportation Studies
Date: 28-04-2016
Publisher: Informa UK Limited
Date: 17-02-2019
DOI: 10.1080/15389588.2018.1543873
Abstract: Lacking information about actual driving speed on most roads in the Minneapolis-St. Paul region, we determine car speeds using observations from a Global Positioning System (GPS)-based travel survey. Speed of travel determines the likelihood and consequences of collisions. We identify the road segments where speeding occurs. This article then analyzes the relationship between link length, traveler characteristics, and speeding using GPS data collected from 152 in iduals over a 7-day period as part of the Minneapolis-St. Paul Travel Behavior Inventory. To investigate the relationship, we employed an algorithm and process to accurately match the GPS data with geographic information system (GIS) databases. Comparing actual travel speed from GPS data with posted speed limits, we measure where and when speeding occurs and by whom. We posit that link length and demographics shape the decision to speed. Speeding is widespread under both high speed limits (e.g., 60 mph [97 km/h]) and low speed limits (less than 25 mph [40 km/h]) in contrast, speeding is less common at 30-35 mph (48-56 km/h). The results suggest that driving patterns depend on the road type. We also find that when there are many intersections, the average link speed (and speeding) drops. Long links are conducive to speeding. Younger drivers and more educated drivers also speed more, and speeding occurs more often in the evening. Road design and link length (or its converse, frequency of intersections) affect the likelihood of speeding. Use of increasingly available GPS data allows more systematic empirical analysis of designs and topologies that are conducive to road safety.
Publisher: The Royal Society
Date: 06-03-2008
Abstract: Technology appears to be making fine-scale charging (as in tolls on roads that depend on time of day or even on current and anticipated levels of congestion) increasingly feasible. Such charging also appears to be increasingly desirable, as traffic on roads continues to grow and costs and public opposition limit new construction. Similar incentives towards fine-scale charging also appear to be operating in communications and other areas, such as electricity usage. Standard economic theory supports such measures and technology is being developed and deployed to implement them. But their spread is not very rapid and their prospects for the future are uncertain. This paper presents a collection of sketches, ranging from ancient history to very recent developments, that illustrate the costs that charging imposes. Some of those costs are explicit (in terms of the monetary costs to users and the costs of implementing the charging mechanisms). Others are implicit, such as the time or the mental processing costs of users. These argue that the case for fine-scale charging is not unambiguous and that in many cases such charging may lead to undesirable outcomes.
Publisher: Elsevier BV
Date: 09-2017
Publisher: Elsevier BV
Date: 12-2018
Publisher: Informa UK Limited
Date: 31-08-2009
Publisher: Center for Transportation Studies
Date: 31-12-2012
Publisher: Informa UK Limited
Date: 10-2011
Publisher: SAGE Publications
Date: 08-08-2023
DOI: 10.1177/03611981231188775
Abstract: This study seeks to find a strategy to capture the most observed trajectories with a minimum number of algorithms. GPS information on 4,538 real trips from 131 travelers in 2008 was collected and analyzed in Minneapolis-St. Paul (the Twin Cities) as part of the I-35W Bridge Collapse study. The high-resolution road network of the Twin Cities includes 108,561 nodes and 277,747 links. Labeling and link penalty approaches are combined to generate alternatives based on either observed or free-flow speed. Overall, with the best 10 labels, on average, 40 unique routes are generated for each origin-destination pair, and around 80% of all observed trips could be captured with an 80% overlap threshold. About 88% of all observed trips have an average deviation within 50 m compared with the best matching result when combining all labels introduced in this study. Freeway-preferred routes cover more observed trips than freeway-avoided routes, and the peak coverage occurs when freeway travel is weighted between 0.8 to 1 of travel on non-freeway links. A random effects panel model is used for predicting the overlap between alternative route and observed trajectory. Multinomial and mixed logit models with a path-size term are applied to model the route selection. These models indicate that alternative routes which are shorter in distance, have faster average free-flow speed, contain a higher freeway percentage, and incur fewer traffic lights, are more likely to have higher overlap with observed trajectories and are more likely to be selected.
Publisher: Oxford University Press
Date: 18-09-2012
DOI: 10.1093/OXFORDHB/9780195374995.013.0009
Abstract: This article focuses on the access objective of urban planning. It aims to articulate a clear role for measures of metropolitan accessibility, and to demonstrate the utility of these measures in informing and influencing policy. The article describes the use and measurement of accessibility for metropolitan areas, evaluates the current state of knowledge and literature, and identifies important issues about measurement. It suggests that problem definitions should be reformed to bring them in line with current transportation goals and argues that the concept of accessibility may offer a compelling, attractive, and alternative basis for policies related to the built environment when operationalized using cumulative-opportunities measures.
Publisher: Elsevier BV
Date: 12-2006
Publisher: Elsevier BV
Date: 12-2016
Publisher: SAGE Publications
Date: 2014
DOI: 10.3141/2412-11
Abstract: This paper presents the results of an investigation into the factors contributing to toll lane subscription choice by using data from the MnPASS high-occupancy toll lane system operated by the Minnesota Department of Transportation. The paper estimates a binomial logit model that predicts, on the basis of aggregate characteristics of the surrounding area, the likelihood of a household having a subscription to MnPASS systems. Variables in this model include demographic factors as well as an estimate of the incremental accessibility benefit provided by the MnPASS system. This benefit is estimated with the use of detailed accessibility calculations and represents the degree to which a location's accessibility to jobs is improved if HOT lanes are available. The model achieves a ρ 2 value of .634, and analysis of the results suggests that incremental accessibility benefits play a statistically and practically significant role in determining how likely households are to hold a toll lane subscription.
Publisher: American Society of Civil Engineers (ASCE)
Date: 2011
Publisher: Elsevier BV
Date: 07-2019
Publisher: Public Library of Science (PLoS)
Date: 11-02-2016
Publisher: Elsevier BV
Date: 2003
DOI: 10.2139/SSRN.1748577
Publisher: Routledge
Date: 14-12-2007
Publisher: Elsevier BV
Date: 2012
Publisher: Elsevier BV
Date: 2020
Publisher: Springer Science and Business Media LLC
Date: 18-10-2009
Publisher: SAGE Publications
Date: 03-04-2019
Abstract: Polycentricity, or the number of central urban places, is commonly measured by location-based metrics (e.g. employment density/total number of workers, above a threshold). While these metrics are good indicators of location ‘centricity’, results are sensitive to threshold choice. We consider the alternative idea that a centre’s status depends on its connectivity to other locations through trip inflows/outflows: this is inherently a network rather than place idea. Three flow and network-based centricity metrics for measuring metropolitan area polycentricity using journey-to-work data are presented: (a) trip-based (b) density-based and (c) accessibility-based. Using these measures, polycentricity is computed and rank-centricity distributions are plotted to test Zipf-like or Christaller-like behaviours. Further, a percolation theory framework is proposed for the full origin–destination matrix, where trip flows are used as a thresholding parameter to count the number of sub-centres. Trip flows prove to be an effective measure to count and hierarchically organise metropolitan areas and sub-centres, tackling the arbitrariness of defining any threshold on employment statistics to count sub-centres. Applications on data from the Greater Sydney region show that the proposed framework helps to characterise polycentricity and sub-regional organisation more robustly, and provide unexpected insights into the connections between land use, labour market organisation, transport and urban structure.
Publisher: Forschungsinstitut Freie Berufe
Date: 2015
Publisher: Edward Elgar Publishing
Date: 28-08-2015
Publisher: Informa UK Limited
Date: 07-09-2021
Publisher: Network Design Lab - Transport Findings
Date: 07-01-2021
DOI: 10.32866/001C.18523
Abstract: Based on a survey of 197 Sydneysiders undertaken during the COVID-19 Lockdown, this study shows time spent in transport was missed the most by public transport users, followed by push bike users, e-bike users, pedestrians, and finally drivers. Men missed time spent in transport more than women. It also finds that for public transport users, the more transfers, the less they miss time spent commuting.
Publisher: Springer Science and Business Media LLC
Date: 2013
Publisher: SAGE Publications
Date: 04-2012
DOI: 10.1068/B37094
Abstract: In this paper we develop a positive theory of network connectivity, seeking to provide the microfoundations of alternative network topologies as the result of self-interested actors. By building roads, landowners hope to increase their parcels' accessibility and economic value. A simulation model is performed on a grid-like land-use layer with a downtown in the center. The degree to which the networks are tree-like is evaluated. This research posits that road networks experience an evolutionary process where a tree-like structure first emerges around the centered parcel before the network pushes outward to the periphery. Road network topology becomes increasingly connected as the accessibility value of reaching other parcels increases. The results demonstrate that, even without a centralized authority, road networks can display the property of self-organization and evolution, and that, in the absence of intervention, the degree to which a network structure is tree-like or web-like results from the underlying economies.
Publisher: SAGE Publications
Date: 2008
DOI: 10.3141/2086-10
Abstract: Drivers receive value from traveler information in several ways, including the ability to save time, but perhaps more important is the value of certainty as it affects other personal, social, safety, or psychological factors. This information can be economically valued. The benefit of reduction in driver uncertainty when information is provided at the beginning of the trip is the main variable measured in this research. User preferences for routes were assessed as a function of the presence and accuracy of information while controlling for other trip and route attributes. Data were collected in a field experiment in which 113 drivers, given real-time travel time information with varying degrees of accuracy, drove four alternative routes between a preselected origin-destination pair in the Twin Cities, Minnesota, metropolitan area. Ordinary regression, multinomial, and rank-ordered logit models produced estimates of the value of information with some variation. Results showed that travelers were willing to pay up to $1 per trip for pretrip travel-time information. The value of information is higher for commute and event trips and when congestion on the usual route is heavier. The accuracy of the traveler information was also a crucial factor. Travelers will not pay for information unless they perceive it to be accurate. Most travelers (70%) prefer that such information be provided free by the public sector, whereas some (19%) believe that it is better for the private sector to provide such service at a charge.
Publisher: Informa UK Limited
Date: 2020
Publisher: Springer Science and Business Media LLC
Date: 11-06-2021
Publisher: American Society of Civil Engineers
Date: 20-05-2008
Publisher: Informa UK Limited
Date: 10-08-2017
Publisher: Elsevier BV
Date: 2010
DOI: 10.2139/SSRN.1736327
Publisher: Elsevier BV
Date: 12-2004
Publisher: Elsevier BV
Date: 08-2020
Publisher: Elsevier BV
Date: 11-2009
Publisher: Center for Transportation Studies
Date: 15-06-2020
Abstract: This paper integrates and extends many of the concepts of accessibility deriving from Hansen’s (1959) seminal paper, and develops a theory of access that generalizes from the particular measures of access that have become increasingly common. Access is now measured for a particular place by a particular mode for a particular purpose at a particular time in a particular year. General access is derived as a theoretical ideal that would be measured for all places, all modes, all purposes, at all times, over the lifecycle of a project. It is posited that more general access measures better explain spatial location phenomena.
Publisher: Informa UK Limited
Date: 02-01-2015
Publisher: Elsevier BV
Date: 11-2010
Publisher: American Society of Civil Engineers (ASCE)
Date: 2006
Publisher: Elsevier BV
Date: 2010
DOI: 10.2139/SSRN.1736324
Publisher: Network Design Lab - Transport Findings
Date: 28-11-2018
DOI: 10.32866/5771
Abstract: This paper combines GIS data on crashes with a separate GIS database on pavement quality to test the relationship between pavement quality and crashes over 12 years. Poor road quality is associated with more property damage and injury crashes. The interaction of road quality and curves was surprising, indicating that good pavement quality on curves was associated with an increase in the fatal, injury, and property-damage crash rate.
Publisher: Elsevier BV
Date: 07-2017
Publisher: Walter de Gruyter GmbH
Date: 2009
Abstract: The politically-charged notion of network neutrality came to the fore in the first decade of the 21st century, using analogy from transportation as one of the key tools in motivating arguments. This paper examines how the various notions around network neutrality (common carriage, regulation, price discrimination) have historically played out in the transportation sector, and suggests some of the current arguments fail to understand the nuances of how complex networks actually operate to serve the many demands placed on them.
Publisher: Elsevier BV
Date: 10-2013
Publisher: Informa UK Limited
Date: 30-09-1994
Publisher: Springer Science and Business Media LLC
Date: 27-07-2014
Publisher: Australian Housing and Urban Research Institute (AHURI)
Date: 10-06-2021
DOI: 10.18408/AHURI73233
Abstract: This research tests the usefulness of new datasets to inform the forward planning of social and community infrastructure in rapidly growing areas of Australian cities. It focusses on greenfield areas of Sydney, Brisbane, and Perth to demonstrate data sources and methods that can be replicated in other locations.
Publisher: Elsevier BV
Date: 10-2013
Publisher: Springer International Publishing
Date: 08-10-2017
Publisher: Springer Science and Business Media LLC
Date: 18-10-2009
Publisher: Elsevier BV
Date: 05-2023
Publisher: Informa UK Limited
Date: 12-12-2022
Publisher: Center for Transportation Studies
Date: 19-09-2017
Abstract: This paper analyzes the relationship between network supply and travel demand and describes a road development and degeneration mechanism microscopically at the link (road-segment) level. A simulation model of transportation network dynamics is developed, involving iterative evolution of travel demand patterns, network revenue policies, cost estimation, and investment rules. The model is applied to a real-world congesting network for Minneapolis-St. Paul, Minnesota (Twin Cities), which comprises nearly 8000 nodes and more than 20,000 links, using network data collected since 1978. Four experiments are carried out with different initial conditions and constraints, the results of which allow us to explore model properties such as computational feasibility, qualitative implications, potential calibration procedures, and predictive value. The hypothesis that road hierarchy is an emergent property of transportation networks is corroborated and the underlying reasons discovered. Spatial distribution of capacity, traffic flow, and congestion in the transportation network is tracked over time. Potential improvements to the model, in particular, and future research directions in transportation network dynamics, in general, are also discussed.
Publisher: Elsevier BV
Date: 2010
DOI: 10.2139/SSRN.1736211
Publisher: Elsevier BV
Date: 03-2017
Publisher: SAGE Publications
Date: 10-01-2020
Abstract: This study examines path flows for road networks. Path flows sum in idual route choices from in idual travelers, associated with specific path objective. We estimate these flows for each cost factor of auto travel: time, safety, emission, and monetary costs, as well as their composite, internal and full cost of travel. For each factor, we find the route with the minimum cumulative cost. We further explore the extent to which each cost factor contributes to explaining the observed link traffic flows given an estimated home-to-work demand pattern. The results of the Minneapolis – St. Paul metropolitan area indicate that flows from multiple path types, associated with different internal cost components, along with distance, provide the best fit.
Publisher: Springer Science and Business Media LLC
Date: 05-05-2016
Publisher: Elsevier BV
Date: 12-2010
DOI: 10.1016/J.JSR.2010.10.006
Abstract: Daylight saving time (DST), implemented as an energy saving policy, impacts many other aspects of life one is road safety. Based on vehicle crash data in Minnesota from 2001 to 2007, this paper evaluates long- and short-term effects of DST on daily vehicle crashes. To provide evidence to explain the causes of more/fewer crashes in DST, we examine the impact of DST on crashes in four periods of a day: 3 a.m.-9 a.m., 9 a.m.-3 p.m., 3 p.m.-9 p.m., 9 p.m.-midnight. The effects of risk and exposure to traffic are also separated. Our statistical models not only include weather conditions and dummy variables for days in DST as independent variables, but also consider traffic volumes on major roads in different periods of a day. Our major finding is that the short-term effect of DST on crashes on the morning of the first DST is not statistically significant. Moreover, it is interesting to notice that while DST per se is associated with fewer crashes during dusk, this is in part offset because it is also associated with more traffic on roads (and hence more crashes). Our path analysis shows that overall DST reduces crashes. Daylight saving time can lead to fewer crashes on roads by providing better visibility for drivers.
Publisher: Public Library of Science (PLoS)
Date: 12-08-2015
Publisher: SAGE Publications
Date: 2011
DOI: 10.3141/2245-11
Abstract: Regional location factors exert a strong influence on urban property markets, and measures of accessibility are foremost among them. More local influences, such as proximity to urban highway links, also may positively or negatively influence the desirability of a location. This study used a cross section of home sales in Hennepin County, Minnesota, from the years 2001 through 2004, along with a set of disaggregate regional accessibility measures, to estimate the value of access to employment and resident workers. The effects, whether as amenity or disamenity, were estimated for locations near major freeway links that had recently undergone major construction to add capacity (or were scheduled to undergo such construction) at the time of the home sales. The richness of the home sales data set allowed for control of a number of structural attributes, as well as some site characteristics. Additional neighborhood characteristics (such as income levels and local educational quality) were added from supplemental data sources. Empirical results indicated that households highly valued access to employment. Access to other resident workers (i.e., competition for jobs) was considered a disamenity. Proximity to local highway access points associated positively with sale price, whereas proximity to the highway link itself associated negatively with that price. The study concluded with some implications for research and practice of the concept and measurement of the relationship between location and land value.
Publisher: Elsevier BV
Date: 2017
Publisher: Elsevier BV
Date: 05-2011
Publisher: Springer Science and Business Media LLC
Date: 08-08-2022
Publisher: Center for Transportation Studies
Date: 26-04-2012
Publisher: Elsevier BV
Date: 2003
Publisher: Elsevier BV
Date: 03-2022
Publisher: Center for Transportation Studies
Date: 05-10-2018
Abstract: Traditional accessibility evaluation fails to fully capture the travel costs, especially the external costs, of travel. This study develops a full cost accessibility (FCA) framework by combining the internal and external cost components of travel time, safety, emissions, and money. The ex le illustrated compares FCA by automobile and bicycle on a toy network to demonstrate the potential and practicality of applying the FCA framework on real networks. This method provides an efficient evaluation tool for transport planning projects.
Publisher: Institute for Operations Research and the Management Sciences (INFORMS)
Date: 05-2006
Abstract: This research investigates the self-organization of surface transportation networks. Using a travel demand model coupled with revenue, cost, and investment models, experiments are run under a variety of parameters on a grid network. It is found that roads, contiguous sections of multiple links operating with similar characteristics, and hierarchies of roads emerge under a broad range of assumptions from networks with neither defined roads nor clearly organized hierarchies. The factors that drive this are the (dis)economies of scale, the presence of boundaries, and any initial asymmetry in the network. This research thus finds that roads and hierarchies, which are often thought to be the product of conscious design, can also arise without such intention.
Publisher: Elsevier BV
Date: 11-2021
Publisher: Elsevier BV
Date: 2016
Publisher: Springer Science and Business Media LLC
Date: 29-05-2009
Publisher: SAGE Publications
Date: 06-2003
DOI: 10.1080/0042098032000084631
Abstract: This paper analyses the induced demand hypothesis using a disaggregate approach at the link level. A panel data-set of Minneapolis-Saint Paul highway network for the years 1980-98 is constructed. A model that predicts the traffic flow on the link in terms of vehicle kilometres travelled (VKT) based on the flow and capacity conditions existing on the link in the previous years is specified and estimated. The flow and capacity conditions existing on the identified neighbouring parallel links are also taken into account. Socio-demographic characteristics like population of the Minor Civil Division (MCD) to which the link belongs and the surrounding MCDs are also considered. The results indicate that capacity enhancements in the previous years, given by lane additions, have a positive and significant effect on the VKT of the link, confirming the induced demand hypothesis. The elasticities are lower than reported in previous research, indicating the importance of separating new construction from the expansion of existing links.
Publisher: Elsevier BV
Date: 04-2023
Publisher: Elsevier BV
Date: 05-2003
Publisher: Elsevier BV
Date: 11-2016
Publisher: Informa UK Limited
Date: 2007
Publisher: Elsevier BV
Date: 10-2020
Publisher: SAGE Publications
Date: 04-2002
DOI: 10.1177/1087724X02006004002
Abstract: This article examines the economics of traveler information from probe vehicles to understand how many probes are needed to provide useful information and how that probe information might be suppliedto travelers. Probes differ from permanently installed roadway detection devices both because they provide information that is less current andbecause an information system centeredon this technology can be organizedin the form of private clubs rather than a government agency. This article estimates travel time associatedwith various shares of probes among the fleet by simulating different levels of probes, information subscription, and congestion. It examines the travel time saving under both recurring and nonrecurring congestion. With the latter, a low frequency of probes is sufficient to detect the incident andenable information consumers to choose alternates. However, smoothing the stochastic nature of traffic under recurring congestion requires a relatively high share of probes, depending on the level of congestion.
Publisher: Elsevier BV
Date: 09-2015
Publisher: Elsevier BV
Date: 10-2021
Publisher: Springer Science and Business Media LLC
Date: 09-02-2011
Publisher: Springer Science and Business Media LLC
Date: 24-12-2022
DOI: 10.1186/S13049-022-01064-8
Abstract: The use of extracorporeal membrane oxygenation (ECPR) in refractory out-of-hospital cardiac arrest (OHCA) patients is usually implemented in-hospital. As survival in ECPR patients is critically time-dependent, alternative models in ECPR delivery could improve equity of access. To identify the best strategy of ECPR delivery to provide optimal patient access, to examine the time-sensitivity of ECPR on predicted survival and to model potential survival benefits from different delivery strategies of ECPR. We used transport accessibility frameworks supported by comprehensive travel time data, population density data and empirical cardiac arrest time points to quantify the patient catchment areas of the existing in-hospital ECPR service and two alternative ECPR strategies: rendezvous strategy and pre-hospital ECPR in Sydney, Australia. Published survival rates at different time points to ECMO flow were applied to predict the potential survival benefit. With an in-hospital ECPR strategy for refractory OHCA, five hospitals in Sydney (Australia) had an effective catchment of 811,091 potential patients. This increases to 2,175,096 under a rendezvous strategy and 3,851,727 under the optimal pre-hospital strategy. Assuming earlier provision of ECMO flow, expected survival for eligible arrests will increase by nearly 6% with the rendezvous strategy and approximately 26% with pre-hospital ECPR when compared to the existing in-hospital strategy. In-hospital ECPR provides the least equitable access to ECPR. Rendezvous and pre-hospital ECPR models substantially increased the catchment of eligible OHCA patients. Traffic and spatial modelling may provide a mechanism to design appropriate ECPR service delivery strategies and should be tested through clinical trials.
Publisher: Oxford University Press (OUP)
Date: 08-07-2010
DOI: 10.1093/JEG/LBP031
Publisher: SAGE Publications
Date: 03-2005
Abstract: Planning pedagogy is increasingly focused on teaching interdisciplinary topics in an integrated and synergistic manner. The intersection of land use and transportation is that of two topics that have risen to be front and center for the planning profession. This article focuses on the manner in which planning programs and, in particular, specific courses address land use and transportation planning. After describing the context in which such courses exist, this article analyzes syllabi from fifteen courses in North American planning programs in two respects. The first examines the list of topics covered within each course by discussing the nature of primary, secondary, and peripheral topics. Second, the analysis uncovers the frequency with which specific readings are employed in each course. The article closes by discussing the nature of a land use-transportation course from the University of Minnesota in which there is a lecture and laboratory component.
Publisher: MDPI AG
Date: 15-07-2018
Abstract: Planning models require consideration of travelers with distinct attributes (value of time (VOT), willingness to pay, travel budgets, etc.) and behavioral preferences (e.g., willingness to switch routes with potential savings) in a differentiated market (where routes have varying tolls and levels of service). This paper proposes to explicitly model the formation and spreading of spatial knowledge among travelers, following cognitive map theory. An agent-based route choice (ARC) model was developed to track choices of each in idual decision-maker in a road network over time and map in idual choices into macroscopic flow pattern. ARC has been applied to both the Sioux Falls and Chicago sketch networks. Comparisons between ARC and existing models (user equilibrium (UE) and stochastic user equilibrium (SUE)) on both networks show ARC is valid and computationally tractable. In brief, this paper specifically focuses on the route choice behavior, while the proposed model can be extended to other modules of transportation planning under an integrated framework.
Publisher: Informa UK Limited
Date: 07-1998
Publisher: Elsevier BV
Date: 2011
DOI: 10.1016/J.AAP.2010.08.009
Abstract: This study investigates the relationship between changing gasoline prices and drunk-driving crashes. Specifically, we examine the effects of gasoline prices on drunk-driving crashes in Mississippi by several crash types and demographic groups at the monthly level from 2004 to 2008, a period experiencing great fluctuation in gasoline prices. An exploratory visualization by graphs shows that higher gasoline prices are generally associated with fewer drunk-driving crashes. Higher gasoline prices depress drunk-driving crashes among young and adult drivers, among male and female drivers, and among white and black drivers. Results from negative binomial regression models show that when gas prices are higher, there are fewer drunk-driving crashes, particularly among property-damage-only crashes. When alcohol consumption levels are higher, there are more drunk-driving crashes, particularly fatal and injury crashes. The effects of gasoline prices and alcohol consumption are stronger on drunk-driving crashes than on all crashes. The findings do not vary much across different demographic groups. Overall, gasoline prices have greater effects on less severe crashes and alcohol consumption has greater effects on more severe crashes.
Publisher: Elsevier BV
Date: 12-2016
Publisher: American Society of Civil Engineers (ASCE)
Date: 04-2013
Publisher: MDPI AG
Date: 14-07-2019
Abstract: The underlying structure of road networks (e.g., circuity, relative discontinuity) contributes to the travel time perception of travelers. This study considers additional factors (e.g., arrival flexibility, access to traffic information) and tests nonlinearities linking perception of travel time. These factors are linked to four categories according to time perception research in psychology: temporal relevance, temporal uncertainty, and temporal expectancies task complexity, absorption, and attentional deployment and affective elements. This study estimates the relationship on data collected from commuters recruited from a previous GPS-based study in the Minneapolis-St. Paul region consisting of trips from home to work and back. For these work trips, the subjects’ self-reported travel times and the subjects’ travel times measured by GPS devices were collected. The results indicate that nonlinearities are present for road network attributes. Furthermore, the additional factors (e.g., arrival flexibility, access to traffic information) influence the travel time perception of travelers.
Publisher: Elsevier BV
Date: 05-2009
Publisher: Network Design Lab - Transport Findings
Date: 06-08-2021
DOI: 10.32866/001C.27013
Abstract: This paper explores the travel time variance, occupancy heterogeneity level, and average network traffic flow of Minneapolis-St. Paul freeway network and determines the time-lag relationship between travel time variance and the spatio-temporal distribution of congestion (occupancy). It finds COVID-19 reduced the travel time variability of the urban freeway network and notably makes visible a double-humped peak period in the diurnal traffic flow curve.
Publisher: Springer Science and Business Media LLC
Date: 12-09-2010
Publisher: Springer Science and Business Media LLC
Date: 29-06-2022
DOI: 10.1038/S42949-022-00061-1
Abstract: To better understand how public transport use varied during the first year of COVID-19, we define and measure travel behavior resilience. With trip records between November 2019 and September 2020 in Kunming, China, we identify people who relied on traveling by subway both before and after the first pandemic wave. We investigate whether and how travelers recover to their pre-pandemic mobility level. We find that public transport use recovered slowly, as urban mobility is a result of urban functionality, transport supply, social context, and inter-personal differences. In general, urban mobility represents a strengthened revisiting tendency during COVID-19, as in idual’s trips occur within a more limited space. We confirm that travel behavior resilience differs by groups. Commuters recover travel frequency and length, while older people decrease frequency but retain activity space. The study suggests that policymakers take group heterogeneity and travel behavior resilience into account for transport management and city restoration.
Publisher: SAGE Publications
Date: 25-05-2019
Abstract: This study assesses the estimated crashes per bicyclist and per vehicle as a function of bicyclist and vehicle traffic and tests whether greater traffic reduces the per-vehicle crash rate, a phenomenon referred to as “safety in numbers” (SIN). We present a framework for comprehensive bicyclist risk assessment modeling, using estimated bicyclist flow per intersection, observed vehicle flow, and crash records. Testing a two-part model of crashes, we reveal that both the average of annual average daily traffic (AADT) over a 14-year period and the estimated daily bicyclist traffic (DBT) have a diminishing return to scale in crashes. This accentuates the positive role of SIN. Higher volumes of vehicles and cyclists lowers not only the probability of crashes, but the number of crashes as well. Measuring the elasticity of the variables, it is found that a 1% increase in the average of AADT across the time window increases the probability of crashes by 0.14% and the number of crashes by 0.80%. However, a 1% increase in the estimated DBT increases the probability of crashes by 0.09% and the number of crashes by 0.50%.
Publisher: American Society of Civil Engineers (ASCE)
Date: 06-2005
Publisher: Elsevier BV
Date: 09-2022
DOI: 10.1016/J.AAP.2022.106722
Abstract: Speed plays a key role in road safety research. Recent studies have indicated an association between speed limits and driving behaviour. However, less attention has been paid to the role of context in the perception of speed limits, and the way cycle lanes influence this perception. This study examines how respondents in different countries of residence perceive speed limits, and how cycle lanes influence their perception of speed limits. An online survey provided quantitative data for a cross-country comparison from 1591 respondents in Australia, the Netherlands, and the United Kingdom. The findings show that country of residence influences the way speed limits are perceived, and cycle lanes are interpreted distinctly. In locations where cycle lanes are common, they act as indicators of either lower or higher speed limits, while in countries with less familiarity with cycle lanes respondents associate cycle lanes only with lower speed limits. Suggesting a safer and broader understanding of cycle lanes where they are familiar (the Netherlands) and a narrower understanding where cycle lanes are not common (Australia and the United Kingdom), this study provides evidence for policymakers explaining resistance to implementing cycle lanes and implies that implementing lower speed limits and cycle lanes are a road safety measure. Suggestions are identified for future research.
Publisher: Informa UK Limited
Date: 31-12-1995
Publisher: Elsevier BV
Date: 04-2019
Publisher: SAGE Publications
Date: 2008
DOI: 10.3141/2046-11
Abstract: The intersection of land use and transportation policy is an important focus for all urban planners. This focus challenges the academic community to design effective courses that teach the concepts and professional skills required for professional experience. Integrated land use and transportation courses should help students develop interdisciplinary skills while becoming familiar with, for ex le, travel behavior and zoning policies. Laboratory courses as part of graduate curricula provide platforms to emphasize requisite planning skills. The associated pedagogy problem is devising laboratory assignments that are integrative, cumulative, practical, and interesting for students. This paper evaluates the success of laboratory segments of a land use–transportation course at the University of Minnesota in teaching concepts and skills that are central to planning practice. The lab design and student projects for a 4-year period are described then a survey of former students is used to ask how central the concepts and skills from the course and lab are to the students’ planning careers. The laboratory projects had students propose new development using air rights above existing (and sunken) urban freeways in the Twin Cities of Minnesota. The projects encouraged problem-based learning through reflexive planning processes, and the final projects were evaluated by practitioners and community leaders. Through analyses of the completed projects and survey responses, the authors demonstrate how these laboratory components serve multiple pedagogical goals.
Publisher: Network Design Lab - Transport Findings
Date: 24-03-2021
DOI: 10.32866/001C.21396
Abstract: Based on a survey of 197 Sydneysiders, this study shows residents overestimated the attractiveness of the city centre compared to the entire metropolitan area, as well as the number of jobs they can reach from home. They also overestimated travel times compared to Google Maps, especially for travel times by car.
Publisher: SAGE Publications
Date: 2008
DOI: 10.3141/2041-01
Abstract: Alternative transportation investment policies can lead to very different network forms in the future. The desirability of a transportation network should be assessed not only by its economic efficiency but also by its reliability and security, because the cost of an incidental capacity loss in a road network can be massive. This research concerns how investment rules shape the hierarchical structure of roads and affect network fragility to natural disasters, congestion, and accidents and vulnerability to targeted attacks. A microscopic network growth model predicts the equilibrium road networks under two alternative policy scenarios: investment based on benefit–cost analysis and investment based on bottleneck removal. A set of Monte Carlo simulation runs, in which a certain percentage of links was removed according to the type of network degradation analyzed, was carried out to evaluate the equilibrium road networks. It was found that a hierarchy existed in road networks for reasons such as economic efficiency but that an overly hierarchical structure had serious reliability problems. Throughout the equilibrating or evolution process, the grid network studied under benefit–cost analysis had better efficiency performance, as well as error and attack tolerance. The paper demonstrates that reliability and security considerations can be integrated into the planning of transportation systems.
Publisher: Elsevier BV
Date: 07-2015
Publisher: Project MUSE
Date: 2006
Publisher: Informa UK Limited
Date: 26-07-2010
Publisher: Elsevier BV
Date: 02-2017
Publisher: Springer Science and Business Media LLC
Date: 03-2005
Publisher: Elsevier BV
Date: 2010
DOI: 10.2139/SSRN.1736061
Publisher: American Society of Civil Engineers
Date: 10-07-2002
DOI: 10.1061/40630(255)95
Publisher: SAGE Publications
Date: 23-05-2022
DOI: 10.1177/23998083221089662
Abstract: Passengers generate travel behaviours on public transit, whose variations deserve an exploration with an aim to guide daily-updated managements. In this study, we investigate temporal variability in travel patterns for over 3.3 million passengers across 120 days who use public transit in Beijing. Temporal variability is characterized by a series of features in terms of space coverage, travel distance and travel frequency, based on which, passengers are clustered into two types, that is, commuters with daily travel routines, and non-commuters who do not. How, and to which extent, they change travel patterns over time are examined, with using approaches concerning multivariate regression and curve fitting. Results show that, (1) commuters are more likely to travel longer but cover less territory than non-commuters on weekdays, while the opposite patterns occur on weekends. The variation of day of week affects commuters less, compared to non-commuters, due to more fixed schedules, as expected (2) travel distance and frequency are found to increase faster, more linearly, than space-coverage features, the last of which experience a progressive decreasing of marginal increases before reaching a plateau. The above findings facilitate transport practitioners to design sound management schemes for passengers in different categories.
Publisher: SAGE Publications
Date: 2009
DOI: 10.3141/2135-07
Abstract: Perceived waiting time at signalized intersections differs from the actual waiting time and varies with signal design. The onerousness of delay depends on the conditions under which it is experienced. Using weighted travel time may contribute to optimal signal control if it can improve on the assumption that all time is weighted equally by users. This research explores the perception of waiting time at signalized intersections on the basis of the results of an online virtual experience stated preference survey. This survey directly collected the perceived waiting times and the user ratings of the signal designs of each intersection on an arterial that included three intersections. Statistically analyzing the survey data suggests that the perception of waiting time is a function of the actual time, and a quadratic model describes the relationship. The survey also indicates that there exists a trade-off between total waiting time and in idual waiting time at each intersection. Drivers prefer to split the total waiting time across multiple intersections at the price of a longer total wait if the difference in the total waiting time of two signal designs is within 30 s. Survey data show that the perceived waiting time, instead of the actual waiting time, better explains how users rate the in idual signal designs for intersections and arterials, including multiple intersections.
Publisher: SAGE Publications
Date: 2009
DOI: 10.3141/2135-05
Abstract: This paper explores drivers’ subjective value of time under moving and stopped freeway travel conditions with a stated preference survey. Unlike previous studies that assumed a constant value of time, this research relates perceived satisfaction of a freeway trip to its quality indicators. Sixty-nine subjects in Minneapolis–St. Paul, Minnesota, were asked to rank 16 driving scenarios in four condition sets with different durations of r wait and freeway travel. Several utility functions were specified in which the weight of r delay was a function of the length of the delay and subject-specific variables the resulting choice models were estimated with rank-ordered logit, binary logit, and rank-ordered mixed-logit techniques. Results suggest that drivers perceive r wait as more onerous than freeway travel. They also weight each minute of r wait more heavily as the delay increases. Subjects showed some tolerance to the first several minutes of r delay (less than 5 min) but perceived long delays as up to 12 times more onerous than time in motion. The derived weighting function for r wait can improve the design of freeway traffic control strategies that trade off freeway delay with r wait. The findings also enable a more utility-based approach for freeway operations than the current method, which has the engineering efficiency objective of minimizing total system delay or maximizing throughput. Minimizing total perceived travel time is probably more appropriate than minimizing total absolute travel time, which does not take into account driver acceptance. The weighting function can be easily transformed into a value-of-time function for project evaluation purposes.
Publisher: SAGE Publications
Date: 21-07-2017
Abstract: The structure of transportation networks and the patterns of accessibility they give rise to are an important determinant of land prices, and hence urban spatial structure. While there is le evidence on the cross-sectional relationship between location and land value (usually measured from the value of improved property), there is much less evidence available on the changes in this relationship over time, especially where location is represented using a disaggregate measure of urban accessibility. This paper provides evidence of this dynamic relationship using data on home sales in the Minneapolis-St Paul, MN, USA metropolitan area, coupled with disaggregate measures of urban accessibility for multiple modes, for the period from 2000 to 2005. Our investigation tracks the effects of marginal changes in accessibility over time, as opposed to static, cross-sectional relationships, by using an approach in which the unit of observation is a ‘representative house’ for each transportation analysis zone in the region. This approach allows us to control for changes in structural attributes of houses over time, while also isolating the effect of changes in accessibility levels. Results of this approach are compared with a cross-sectional model using the same variables for a single year to illustrate important differences. Empirical estimates indicate that while most of the models estimated using a cross-sectional specification yield positive and significant effects of accessibility on sale prices, these effects disappear when the models are transformed into first-difference form. We explain these findings in light of the state of maturity of urban transportation networks.
Publisher: Elsevier BV
Date: 06-2011
Publisher: Elsevier BV
Date: 04-2015
Publisher: SAGE Publications
Date: 03-07-2015
Abstract: This research analyses the influence of street network structure on household travel patterns, as measured by activity spaces. The analysis uses street network and travel survey data from the Minneapolis – St. Paul (Twin Cities) and Miami – Ft. Lauderdale (South Florida) metropolitan areas. Various measures of street network structure are used to quantify street network structure. The activity space polygon for each household in the travel survey data set is identified by combining the destinations reached by all household members on the given travel day including the household location. Statistical regression models are then estimated for each study area to test the relationship between street network structure and household activity space. The results show that network structure has a significant influence on household travel patterns, after controlling for other non-network variables such as accessibility to jobs and shops, and car ownership.
Publisher: Elsevier BV
Date: 06-2016
Publisher: American Society of Civil Engineers
Date: 10-07-2002
DOI: 10.1061/40630(255)82
Publisher: Springer Berlin Heidelberg
Date: 2009
Publisher: Wiley
Date: 05-07-2018
DOI: 10.1111/GEAN.12134
Publisher: Center for Transportation Studies
Date: 05-08-2019
Abstract: Traditionally accessibility has been analyzed from the perspective of the mean or expected travel time, which fails to capture the full cost, especially the external cost, of travel. The full cost accessibility (FCA) framework, proposed by Cui and Levinson (2018), provides a theoretical basis to fill the gap. It combines temporal, monetary, and non-monetary internal and external travel costs into accessibility evaluations, considering the time cost, crash cost, emission cost, and monetary cost. This paper extends the FCA framework and measures the full cost accessibility by auto for the Minneapolis - St. Paul Metropolitan area, demonstrating the practicality of the FCA framework on real networks.
Publisher: SAGE Publications
Date: 2015
DOI: 10.3141/2480-07
Abstract: In undergraduate transportation engineering courses, traffic assignment is a difficult concept for instructors to teach and for students to learn because the concept involves advanced mathematical modeling and computations. A multiplayer game, called multiagent route choice, is designed to engage students in making route choices so that they can visualize how traffic gradually reaches a user equilibrium. In addition, the Braess paradox phenomenon, a concept not generally taught in undergraduate transportation courses, is embedded in the game for students to explore. A before-and-after comparison and a case–control study are performed to evaluate the effectiveness of the game as a curriculum tool. The impact of students' learning preferences is also investigated.
Publisher: Center for Transportation Studies
Date: 26-04-2012
Publisher: TU Delft OPEN Publishing
Date: 21-04-2021
Publisher: SAGE Publications
Date: 2016
DOI: 10.3141/2587-15
Abstract: Bikeshare systems are relatively new, highly visible additions to urban transportation systems that provide opportunities to cycle or combine cycling with other modes of transportation. The research reported here presents new evidence about the role of bikeshare systems in travel behavior on the basis of diffusion of innovation theory. The study hypothesized that bikeshare systems have spatial contagion or spillover effects on ( a) the propensity of in iduals to adopt bikeshare and ( b) the propensity to bicycle within the general population. The first hypothesis ( H1) was tested by modeling membership growth as a function of system expansion and the existing, proximate membership base. The second hypothesis ( H2) was tested by using bikeshare activity levels near home in a model of household-level bicycle participation and trip frequency. The study yielded mixed results. Bikeshare membership growth appeared to be driven in small part by a contagion effect of existing bikeshare members nearby, even after controlling for system growth. However, within the general population, a significant relationship was not identified between proximity to bikeshare stations and cycling participation or frequency. These findings complement those of other recent studies of bikeshare systems, which indicated that systems are still evolving. The present findings also have implications for marketing, infrastructure investments, and future research about bikeshare operations and innovation.
Publisher: Center for Transportation Studies
Date: 05-06-2016
Publisher: Elsevier BV
Date: 2019
Publisher: Elsevier BV
Date: 06-2018
Publisher: American Society of Civil Engineers (ASCE)
Date: 12-2007
Publisher: SAGE Publications
Date: 2015
DOI: 10.1068/B130131P
Abstract: Circuity, the ratio of network to Euclidean distances, describes the directness of trips and the efficiency of transportation networks. This paper measures the circuity of the fifty-one most populated Metropolitan Statistical Areas (MSAs) in the United States and identifies trends in those circuities between 1990 and 2010. Overall circuity has increased between 1990 and 2010: random points have not only become farther apart in distance, their shortest network path has become more circuitous, suggesting that the more recently constructed parts of street networks are laid out more circuitously than older parts of the network. Over this period thirty-five MSAs experienced a statistically significant increase in circuity (six experienced a significant decrease). As expected, short trips are more circuitous than long trips. A new circuity distance-decay function describes how circuity varies with distance within metropolitan areas. The parameters of this function have changed from 1990 to 2010.
Publisher: Springer Science and Business Media LLC
Date: 06-03-2013
Publisher: Springer Science and Business Media LLC
Date: 1999
Publisher: Network Design Lab - Transport Findings
Date: 02-03-2022
DOI: 10.32866/001C.33040
Abstract: Has Sydney lost access by removing its extensive tram network? We compare the 1925 tram network with today’s bus network, and conclude that the access provided today exceeds what would have been provided by just trams. The Sydney CBD would have had better access if 1925’s central tram lines were still in operation.
Publisher: Elsevier BV
Date: 12-2010
Publisher: Elsevier BV
Date: 2023
Publisher: Elsevier BV
Date: 2022
Publisher: Institute of Electrical and Electronics Engineers (IEEE)
Date: 10-2021
Publisher: Elsevier BV
Date: 04-2013
Publisher: Copernicus GmbH
Date: 15-05-2023
DOI: 10.5194/EGUSPHERE-EGU23-12606
Abstract: As cities continue to expand it has become crucial to describe their evolution in time and space. Building on analogies with biological systems, we propose a minimalist reaction-diffusion model coupled with economic constraints and an adaptive transport network, describing the co-evolution of population density with the transport system. Using a unique dataset, we reconstruct the evolution of London (UK) over 180 years and show that after an initial phase of diffusion limited growth, population has become less centralised and more suburban in response to economic needs and an expanding railway network. The coevolution of the rail system with a growing urban population has generated a transport network with hierarchical characteristics which have remained relatively constant over time. These results show that urbanisation patterns largely depend on the evolution of transport systems and population-transport feedbacks should be carefully considered when planning and retrofitting urban areas.
Publisher: Springer Science and Business Media LLC
Date: 26-02-2016
Publisher: SAGE Publications
Date: 10-09-2020
Abstract: On-road emissions, a dominant source of urban air pollution, damage human health. Emissions increase air pollution intake (and damage health) of travelers (internal costs), and of non-travelers (external costs). This research constructs a framework modeling the microscopic production of emission cost from the vehicle and link level and applies it to a metropolitan road network. It uses project-level Motor Vehicle Emission Simulator (MOVES) simulations to model link-specific on-road emissions, and then employs the RLINE dispersion model to estimate on- and off-road concentrations of pollutants from vehicles. The internal and external emission costs are measured accordingly by counting the health damage costs of travelers and general population because of exposure. The framework is applied to the Minneapolis-St. Paul (Twin Cities) Metropolitan Area as a proof-of-concept. The estimates show that highways have higher emission concentrations because of higher traffic flow, but that the internal and external emission costs per vehicle kilometer traveled are lower. The emission costs that commuters impose on others greatly exceeds that which they bear. This modeling process is replicable for planners and practitioners assessing emission costs in other regions.
Publisher: Elsevier BV
Date: 05-2012
Publisher: Informa UK Limited
Date: 06-03-2018
Publisher: Elsevier BV
Date: 12-2019
Publisher: Springer Science and Business Media LLC
Date: 27-05-2021
DOI: 10.1038/S42949-021-00020-2
Abstract: Access (the ease of reaching valued destinations) is underpinned by land use and transport infrastructure. The importance of access in transport, sustainability, and urban economics is increasingly recognized. In particular, access provides a universal unit of measurement to examine cities for the efficiency of transport and land-use systems. This paper examines the relationship between population-weighted access and metropolitan population in global metropolitan areas (cities) using 30-min cumulative access to jobs for 4 different modes of transport 117 cities from 16 countries and 6 continents are included. Sprawling development with the intensive road network in American cities produces modest automobile access relative to their sizes, but American cities lag behind globally in transit and walking access Australian and Canadian cities have lower automobile access, but better transit access than American cities combining compact development with an intensive network produces the highest access in Chinese and European cities for their sizes. Hence density and mobility co-produce better access. This paper finds access to jobs increases with populations sublinearly, so doubling the metropolitan population results in less than double access to jobs. The relationship between population and access characterizes regions, countries, and cities, and significant similarities exist between cities from the same country.
Publisher: SAGE Publications
Date: 2016
DOI: 10.3141/2543-09
Abstract: Reducing the burden of waiting in transit travel is critical to increasing the attractiveness of public transportation. Waiting time perceptions are highly subjective and vary according to mode, availability of schedule information, and stop amenities. The research on pedestrian design finds that high-quality and natural environments reduce stress and encourage walking and bicycling. It seems reasonable that similar effects would apply for transit users on the basis of the environments around transit stops, but little research directly explores the issue. This paper responds to this knowledge gap by examining how perceptions of waiting time vary in relation to stop environments. The research compared transit users’ actual and estimated wait time at 36 stops and stations in a mix of environmental situations in the region of the Twin Cities, Minnesota. Regression analysis explained the variation in riders’ self-reported waiting time as a function of their externally observed waiting times as well as characteristics of the environment surrounding the stop and station. For waits longer than 5 min, perceptible pollution and exposure to traffic led to significant overestimates of waiting time. Riders waiting at stops with dense, mature tree cover, however, significantly underestimated their waiting times. The effect of dense, mature tree cover is strong enough to compensate for the effects of both air pollution and traffic awareness. Policy implications and further research needs are discussed.
Publisher: Informa UK Limited
Date: 2010
Publisher: Center for Transportation Studies
Date: 26-04-2012
Publisher: Informa UK Limited
Date: 02-12-2016
Publisher: Informa UK Limited
Date: 2006
Publisher: SAGE Publications
Date: 13-02-2008
Abstract: Modern urban regions are highly complex entities. Despite the difficulty of modeling every relevant aspect of an urban region, researchers have produced a rich variety of models dealing with interrelated processes of urban change. The most popular types of models have been those dealing with the relationship between transportation network growth and changes in land use and the location of economic activity, embodied in the concept of accessibility. This article reviews some of the more common frameworks for modeling transportation and land use change, illustrating each with some ex les of operational models that have been applied to real-world settings. It then identifies new directions for future research in urban modeling and notes the important contributions of the field to date.
Publisher: Public Library of Science (PLoS)
Date: 04-05-2017
Publisher: Elsevier BV
Date: 05-2012
Publisher: Wiley
Date: 17-07-2022
DOI: 10.1111/GEAN.12341
Abstract: This paper examines the evolution of Sydney trams using network econometrics approaches. Network econometrics extends spatial econometrics by developing weight matrices based on the physical structure of the network, allowing for competing and complementary elements to have distinct effects. This research establishes a digitized database of Sydney historical tramway network, providing a complete set of geo‐referenced data of the opening and closing year and frequencies by time of day for every line. An autoregressive distributed lag model is specified and reveals that the combination of correlation strength and magnitude of lagged flow change on correlated links is a significant predictor of future tram service. The results indicate that complementary and competitive links play distinct roles in shaping the network structure. A link is more likely to undergo the same structural change highly complementary (upstream or downstream) links underwent previously, where the influence is measured by a combination of correlation strength and link importance, reflected by historical service levels.
Publisher: Elsevier BV
Date: 05-2010
Publisher: Elsevier BV
Date: 10-2015
Publisher: SAGE Publications
Date: 2011
DOI: 10.1068/B36018
Publisher: SAGE Publications
Date: 02-2012
DOI: 10.1068/B36139
Publisher: American Society of Civil Engineers (ASCE)
Date: 12-2001
Publisher: Elsevier BV
Date: 08-2005
Publisher: SAGE Publications
Date: 06-2003
DOI: 10.1177/0739456X03022004001
Abstract: This article examines Columbia, Maryland, called “The Next America” by its founders in 1967. It compares the planning goals and actual achievements over the third of a century that the city has existed. The physical plan and social plan are discussed in turn, and their reinforcing aspects are considered. Issues of community and identity, racial integration, education, religion, transportation, shopping, work, and parks are addressed. Many of the goals have been achieved others have fallen short or evolved over time.
Publisher: Springer Science and Business Media LLC
Date: 09-09-2022
DOI: 10.1007/S11116-022-10329-1
Abstract: This paper analyzes the emergence of two well-defined peaks during the morning peak period in the traffic flow diurnal curve. It selects six California cities as research targets, and uses California employment and household travel survey data to explain how and why this phenomenon has risen during the pandemic. The final result explains that the double-humped phenomenon results from the change in the composition of commuters during the morning peak period after the outbreak.
Publisher: Elsevier BV
Date: 03-2019
Publisher: Network Design Lab - Transport Findings
Date: 23-07-2020
DOI: 10.32866/001C.13709
Abstract: This article explores the use of logistic-shaped diffusion curves (S-Curves) to predict the accumulation of atmospheric CO2. The research question here is whether forecasts using logistic curves are stable, that is, do they predict consistently over time with different amounts of data? Using data from the Keeling Curve, we find that the best-fit maximum atmospheric CO2 predicted varies significantly by model year when estimating models limited to data available until that point in time. More recently estimated models are more consistent, all indicate that CO2 accumulation will continue in the absence of an external shock to the system.
Publisher: SAGE Publications
Date: 2012
DOI: 10.3141/2307-15
Abstract: Traditional “chalk and talk” teaching in civil engineering is gradually being replaced with active learning that focuses on encouraging students to discover knowledge with innovative pedagogical methods and tools. One interesting such tool is the board game. This research examines the efficacy of adopting transportation board games as a tool in graduate-level transportation planning and transportation economics classes at the University of Minnesota from 2008 to 2011. The Department of Civil Engineering offered these courses with transportation board games on weekday nights. Students were asked to evaluate the effects of the games on their learning and to write self-reflective essays about their findings. The postgame survey revealed that the students’ understanding of the planning process, network deployment, and practical issues, and their ability to form opinions about transportation planning had improved. Student essays on the game economy and its implications on planning further validated that the learning outcomes derived from this game process met the pedagogical goals. This analysis shows that students who are oriented toward learning more on the basis of the visual, sensing, active, or sequential learning styles, with all else being equal, tend to learn more effectively through this approach than those who do not share these learning styles. Overall, this research suggests that properly incorporating board games into the curriculum can enhance students’ learning in transportation planning.
Publisher: Elsevier BV
Date: 05-2007
Publisher: SAGE Publications
Date: 13-07-2018
Abstract: High occupancy/toll (HOT) lanes typically vary tolls charged to single occupant vehicles, with the toll increasing during congested periods. The toll is usually tied to time of day or to the density of vehicles in the HOT lane. The purpose of raising the toll with congestion is to discourage demand sufficiently to maintain travel speeds in the HOT lane. However, it has been demonstrated that the HOT toll may act as a signal of downstream congestion (in both general purpose (GP) and HOT lanes), causing an increase in demand for the HOT lane, at least at lower prices. This paper develops a model of lane choice to evaluate alternative HOT lane pricing strategies, including the use of GP density, to more accurately reflect the value of the HOT lane. In addition, the paper explores the potential effect these strategies would have on the HOT lane vehicle share through a partial equilibrium analysis. This analysis demonstrates the change in demand elasticity with price, showing the point at which drivers switch from a positive to negative elasticity.
Publisher: Proceedings of the National Academy of Sciences
Date: 19-11-2018
Abstract: Residential locations, the jobs–housing relationship, and commuting patterns are key elements to understand urban spatial structure and how city dwellers live. Their successive interaction is important for various fields including urban planning, transport, intraurban migration studies, and social science. However, understanding of the long-term trajectories of workplace and home location, and the resulting commuting patterns, is still limited due to lack of year-to-year data tracking in idual behavior. With a 7-y transit smartcard dataset, this paper traces in idual trajectories of residences and workplaces. Based on in-metro travel times before and after job and/or home moves, we find that 45 min is an inflection point where the behavioral preference changes. Commuters whose travel time exceeds the point prefer to shorten commutes via moves, while others with shorter commutes tend to increase travel time for better jobs and/or residences. Moreover, we capture four mobility groups: home mover, job hopper, job-and-residence switcher, and stayer. This paper studies how these groups trade off travel time and housing expenditure with their job and housing patterns. Stayers with high job and housing stability tend to be home (apartment unit) owners subject to middle- to high-income groups. Home movers work at places similar to stayers, while they may upgrade from tenancy to ownership. Switchers increase commute time as well as housing expenditure via job and home moves, as they pay for better residences and work farther from home. Job hoppers mainly reside in the suburbs, suffer from long commutes, change jobs frequently, and are likely to be low-income migrants.
Publisher: SAGE Publications
Date: 2009
DOI: 10.1068/B34066
Abstract: This research describes the growth of the Minneapolis Skyway network and aims to determine if the growth of the system has followed a predictable path. We hypothesize that the system expanded to the places in which it was valued the most. The point accessibility of each block lying within and adjacent to the connected system for each expansion year is calculated and used to predict the expansion of the Skyway System. In order to determine how often the expansion connected the blocks with higher accessibility, a connection-choice logit model relating the probability of joining the network (in a given year) to accessibility measures and network size was employed. The results disclose that accessibility is a significant explanatory factor of network growth. In accordance with the findings from the logit model, a network-growth simulation model was then developed on the basis of the strongest-link assumption (ie for a link to be constructed, it must be ranked the highest in terms of increasing accessibility between the two blocks it connects). The results show that the simulation model performs well in predicting the sequence of skyway additions on the basis of the myopic strongest-link assumption. This suggests that—although various physical, economic, regulatory, and legal factors may have played a role—accessibility remains an important factor in predicting which links are connected during the growth of the Minneapolis Skyway network.
Publisher: American Society of Civil Engineers (ASCE)
Date: 08-2018
Publisher: Elsevier BV
Date: 06-2014
Publisher: Elsevier BV
Date: 07-2013
Publisher: Springer Science and Business Media LLC
Date: 07-05-2009
Publisher: Network Design Lab - Transport Findings
Date: 10-06-2022
DOI: 10.32866/001C.35701
Abstract: This study estimates a panel regression model to predict bicyclist route choice. Using GPS trajectories of 600 trips from 49 participants in spring 2006 in Minneapolis, we calculate deviation, the average distance between alternative routes and actual trajectories, as the dependent variable. Trip attributes, including trip length, Vehicle Kilometres Travelled (VKT), the number of traffic lights per kilometer, and the percentage of bike trails and separated bike lane, are included as independent variables. F-tests indicate that both fixed entity and time effect panel regression models offer better fits than the intercept-only model. According to our results, routes with shorter length and higher share of bike trails tend to have less deviation in their trajectories. Traffic lights per km, VKT, and share of bike lane are not significant at the 95% confidence level in this data set.
Publisher: Elsevier BV
Date: 02-2003
Publisher: Elsevier BV
Date: 2008
Publisher: University of South Florida Libraries
Date: 09-2016
Publisher: SAGE Publications
Date: 2009
DOI: 10.3141/2119-16
Abstract: This paper proposes to measure the extent of the influence of transportation systems on land use change. With a set of high-resolution land use data for the Twin Cities, Minnesota, metropolitan region, logistic regression models of land use change are estimated for a 10-year period from 1990 to 2000. The models account for existing land use types, neighboring land uses, and transportation network variables that measure the physical proximity of highway networks, as well as the level of accessibility associated with a specific location. The models are estimated with and without the transportation variables and compared to assess the extent of their influence. Transportation-related variables exert some influence on changes to land use patterns, though not as much as variables representing existing and neighboring land uses.
Publisher: MDPI AG
Date: 09-02-2023
Abstract: This paper investigates the spatial dependency of job and worker densities for the Minneapolis–St. Paul (Twin Cities) metropolitan area using census block level data from 2002 to 2017. A spatial weight matrix is proposed, considering the statistical expression of data, referred to as the correlation matrix, which detects the variations of dependencies among spatial units in both direction and level. The superior performance of the correlation matrix is demonstrated through a series of spatial regression models to predict land use patterns, in comparison with the conventionally used adjacency matrix as well as the accessibility matrix.
Publisher: Springer Science and Business Media LLC
Date: 09-2005
Publisher: Oxford University Press (OUP)
Date: 22-08-2008
DOI: 10.1093/JEG/LBM038
Publisher: Network Design Lab - Transport Findings
Date: 02-03-2021
DOI: 10.32866/001C.19105
Abstract: This paper considers the monetary and time costs of producing Findings (formerly Transport Findings ). After enumerating the journal’s expenses, we find the marginal monetary cost of an article is, on average, about $65, and that the journal incurs $1966 in fixed costs per year. Also, using data from a survey of Findings ’ reviewers and estimate of reviewers’ value of time, we also calculate the time costs of operating findings. Most reviewers agree that compensating them for producing timely reviews would be an effective incentive.
Publisher: Elsevier BV
Date: 2023
Publisher: SAGE Publications
Date: 19-07-2016
Abstract: This paper estimates the productivity gains from agglomeration economies for a s le of the largest metropolitan areas in the United States using measures of urban agglomeration based on employment density and employment accessibility. The latter is a more accurate measure of economic proximity and allows testing for the spatial decay of agglomeration effects with increasing travel time. We find that the productivity gains from urban agglomeration are consistent between measures, with elasticity values between 0.07 and 0.10. The large majority of the productivity gains occur within the first 20 minutes, and do not appear to exhibit significant nonlinearities.
Publisher: Elsevier BV
Date: 08-2015
Publisher: SAGE Publications
Date: 2009
DOI: 10.3141/2109-02
Abstract: The practice of transportation engineering and planning has evolved substantially over the past several decades. A new paradigm for transportation engineering education is required to engage students better. Simulation tools have been used by transportation professionals to evaluate and analyze the potential impact of design or control strategy changes. Simulation, which can effectively convey complex transportation concepts, is particularly valuable in transportation education. The use of simulation in transportation education gives students the opportunity to apply different control strategies in a risk-free environment and teaches them transportation engineering methodologies. Despite its advantages, simulation has not been widely adopted in transportation engineering education. Its use in undergraduate transportation courses is sporadic the reported efforts have been primarily in upper-level technical elective courses. A suite of web-based simulation modules has been developed and incorporated into undergraduate transportation courses at the University of Minnesota. The Simulating Transportation for Realistic Engineering Education and Training (STREET) research project was recently awarded a grant by the National Science Foundation to develop web-based simulation modules, to improve instruction in transportation engineering courses, and to evaluate their effectiveness. The ultimate goal of the STREET project is to become the epicenter for the development of simulation-based teaching materials that provide undergraduates with an interactive learning environment. Given the hands-on aspect of simulation, the hope is that its use will improve student understanding of critical concepts in transportation engineering, and will also enhance student interest in transportation engineering and thereby increase their presence in the field. The intention is to disseminate the results and teaching materials to other colleges so they can integrate these online modules into their curricula.
Publisher: American Society of Civil Engineers
Date: 10-07-2002
Publisher: Routledge
Date: 19-01-2018
Publisher: Elsevier BV
Date: 04-2017
DOI: 10.1016/J.DHJO.2016.10.008
Abstract: One of the major causes of social exclusion for people with developmental disability (PDD) is the inability to access different activities due to inadequate transportation services. This research paper identifies transportation needs, and reasons for unmet, but desired untaken trips of adults with developmental disabilities in Hennepin County, Minnesota. We hypothesize that PDD cannot make trips they want to make due to personal and neighborhood characteristics. A survey measuring existing travel behavior and unmet transportation needs of PDD (N = 114) was conducted. The survey included both demographic and attitudinal questions as well as a travel diary to record both actual and desired but untaken trips. Logistic regression analyses were conducted to determine reasons associated with their inability to make desired, but untaken trips. Most respondents did not live independently. More than half of the surveyed population worked every day and recreation trips occurred at least once a week for about two-thirds of the population. About 46% were unable to make trips they needed to make. Public transit posed physical and intellectual difficulties, however the presence of public transit in neighborhoods decreased odds of not making trips. Concerns about Paratransit services were also reported. Findings from this study can be of value to transportation engineers and planners interested in shedding light on the needs of a marginalized group that is rarely studied and have special transport needs that should be met to ensure their social inclusion in society.
Publisher: American Society of Civil Engineers (ASCE)
Date: 11-2004
Publisher: Wiley
Date: 12-06-2007
Publisher: Springer Science and Business Media LLC
Date: 07-10-2023
Publisher: Institute of Electrical and Electronics Engineers (IEEE)
Date: 2020
Publisher: Elsevier BV
Date: 09-2016
Publisher: Elsevier BV
Date: 12-2023
Publisher: Cambridge University Press (CUP)
Date: 2022
DOI: 10.1017/BCA.2022.3
Abstract: Under the current practice of benefit-cost analysis, the direct economic benefits produced by a newly built transit facility are assessed based on how it affects travel time and various costs that are associated with transport needs and travel behavior. However, the time-saving-based benefit calculation approach has been questioned and criticized. Given the strong correlation between accessibility and land value, we propose the access-based land value benefit assessment as an alternative, and apply this assessment method to analyzing the Second Avenue Subway project in Manhattan, New York. The primary principle of the access-based method is that the economic value of a transport project’s intangible gains is largely capitalized by nearby properties’ value appreciation, which is directly caused by improved transport accessibility. We find that: (i) the actual travel time saving is lower than originally forecast (ii) a strong positive correlation between residential property value and job accessibility by transit is observed (iii) the appreciation in sold property value and rented property value both far exceed total project cost and (iv) such results support the decision to approve and construct the Second Avenue Subway.
Publisher: Springer Science and Business Media LLC
Date: 10-2012
Publisher: Network Design Lab - Transport Findings
Date: 10-05-2019
DOI: 10.32866/8330
Abstract: The dominant method for measuring values of travel time savings (VOT), and values of travel time reliability (VOR) is discrete choice modeling. Studies using revealed preference have tended to use travel times measured by devices such as loop detectors, and thus the perception error of travelers has been largely ignored. In this study, the influence of commuters’ perception error is investigated on data collected of commuters recruited from previous research. The subjects’ self-reported travel times from surveys, and the subjects’ travel times measured by GPS devices were collected. The results indicate that the subjects reliability ratio is greater than 1 in the models with self- reported travel times. In contrast, subjects reliability ratio is smaller than 1 in the models with travel times as measured by GPS devices.
Location: United States of America
Location: Iran (Islamic Republic of)
Start Date: 03-2022
End Date: 02-2025
Amount: $492,500.00
Funder: Australian Research Council
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