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To the problem of being lack of transit network hierarchy theory, a research on public transit network hierarchy optimization based on residential transit trip distance is conducted. Firstly, the hierarchy standard of transit network is given, in addition, both simulating electron cloud model and Rayleigh distribution model are used to fit the residential transit trip distance. Secondly, from the view of balance between supply and demand, the hierarchy step of transit network based on residential transit trip distance is proposed. Then, models of transit’s supply turnover and demand turnover are developed. Finally, the method and models are applied into transit network optimization of Baoding, Hebei, China.

It is possible to forecast the demand of the campus teaching and office district bicycle parking generation rate more accurately with the introduction of multi-model, in which regarding affects are not carried on more considerations with the other parking demand influencing factor according to the actual investigation and study data. The paper analyzes the three types of regional architecture characteristics of bicycle parking demand, and gives the parking demand-supply forecast model, which is based on the parking generation rate model. The model considers the trip distance, parking distance, the facility cycling rate, and the use factor which are also integrated in the model, thus obtains the number of bicycle parking facilities which should be constructed. Finally, the paper proposes a calculation example to expound the practical application of this model.

International audience; Ageing of the population, urban sprawl and car dependency will change travel patterns. The main objective of this paper is to give elements for a better understanding of the impact of changing demographics on the long term evolution of daily mobility using demographic-based models to forecast, for the elderly population, car-ownership, trip frequency, distance traveled, average trip distance. A second objective is to measure the impact of the long term tendencies observed on the appearance of new needs of travel demand such as a rapid increase of demand-responsive transport. The paper compares two agglomerations, both in a strong ageing process, but in quite different sociocultural contexts: a large European metropolis: Paris, and a medium sized north-american city: Montreal. Many common conclusions derived from the two different cases studies reinforce the possibility of generalizing the conclusions to other situations.

Intervening in the built environment is a key way for land-use and transport planning and related policies to promote low-carbon development and low-carbon travel. It is of significance to explore and recognize the actual impact of the neighborhood built environment on travel-related CO2 emissions. This study calculated the CO2 emissions from four purposes of trips, which were within the urban region, using Travel O-D Point Intelligent Query System (TIQS) and 1239 residents’ travel survey questionnaires from 15 neighborhoods in Guangzhou. It measured the direct and indirect effects of built environments on CO2 emissions from different purposes of trips by developing structural equation models (SEMs). The results showed that for different purposes of trips, the effects of the neighborhood built environments on CO2 emissions were inconsistent. Almost all built environment elements had significant total effects on CO2 emissions, which were mainly indirect effects through mediators such as car ownership and trip distance, then affecting CO2 emissions indirectly. Most of the direct effects of neighborhood built environments on CO2 emissions were not significant, especially those from non-commuting trips. These findings suggest that in the process of formulating low-carbon oriented land-use and transport planning and policies, the indirect effects of the built environments should not be ignored, and the differences of the effects of the neighborhood built environments among different purposes of the trip should be fully considered.

OD information of urban expressway is the basis of analyzing the traffic operation and performance. A proper OD estimation method is capable of reducing the traffic surveys pressure and avoid traffic jams during survey and unreal OD information. This paper proposed a systematic method of OD estimation including traffic zone division in the form of the entrance and exit ramps of one direction on expressway, and established the seed OD matrix of high quality using the Gravity and Frator method. It estimated the OD matrix in the OD estimation module in TransCAD software, which was applied in the Inner Ring Road in Guangzhou city. The results showed that the relative errors of the traffic volumes on the links and ramps, the average trip distance and the traffic mileage are small with the seed OD matrix calculation and OD matrix estimation, which manifests that the estimated OD matrix is accurate and reliable and the proposed method is appropriate for the urban expressway traffic analysis.

Male songbirds often move off-territory to pursue extra-pair fertilizations. This movement represents a trade-off between paternity gain and loss and can be influenced by male quality and access to fertile females. Access to females could be reduced in fragmented landscapes that have small patches and low connectedness. We studied movement and extra-pair fertilization success of radio-tracked male American Redstarts (Setophaga ruticilla) in forest patches in an agricultural landscape in Alberta, Canada, over 2 years. Males spent an average of 18% of their time off-territory, mostly intruding onto adjacent territories and rarely moving between patches. They averaged 0.8 trips/h, with mean trip duration of 17 min and mean trip distance of 104 m. Less time was spent off-territory when their mate was nest-building and males intruded most often onto territories with nest-building females. Males with higher song rates and more nearby females intruded most onto other territories. Monogamous males in better condition with higher song rates spent the most time off-territory. However, males with more nearby females and higher local breeding synchrony spent the least time off-territory, suggesting these males face a trade-off between seeking extra-pair fertilizations and protecting against cuckoldry. Forest cover was not an important predictor of movement. Investment in off-territory movement did not predict extra-pair fertilization success or probability of cuckoldry. However, few tracked males achieved extra-pair fertilizations (1/22 tracked males vs 18/57 non-tracked males), possibly an artefact of low sample size or the effect of radio transmitters on female choice.

The objective of this study is to investigate the determinants of mean trip distance traveled by different mode types. The study uses data from the Hamilton CMA in Canada, and multilevel models to investigate the variables that impact distance traveled, with a specific focus on demographic aging factors. The results of the study validate previous findings regarding the decline in distance traveled as age advances. In addition, it is found that: (1) while this effect of age is present for all modes analyzed (car driving, car passenger, and bus) it is considerably more marked for car driving; (2) there are significant effects compounded by the interrelated factors of gender, employment constraints, household contextual factors; and (3) neighbourhoods with high commercial and residential mix showed a negative relation with distance traveled only in the case of car driver.

Plug-in Hybrid Electric Vehicles (PHEVs) offer a great opportunity to significantly reduce petroleum consumption. The fuel economy of PHEV is highly dependent on All-Electric-Range (AER) and control strategy. Previous studies have shown that in addition to parameters influencing Hybrid Electric Vehicles (HEVs), control strategies of PHEVs are also influenced by the trip distance. This additional parameter makes it even more difficult to manually tune the parameters that minimize fuel consumption. This study uses a pre-transmission parallel PHEV model developed with the Powertrain System Analysis Toolkit (PSAT). A non-derivative based algorithm called DIRECT (for DIvided RECTangles) is used to optimize the main control strategy parameters. The fuel economy and main performance criteria of the PHEVs are compared for the initial design and final optimal design. An optimal control solution resulting from an extensive search of the entire design space can provide physical insight into the PHEV operation.

Robust regression methods have many potential applications in big data problems. In this paper, we consider two such applications using publicly available data. The first application looks at modeling taxi fares based on the trip distance of n = 49, 800 taxi rides in New York City on Tuesday January 15, 2013. The second application focuses on modeling the airfare from the miles flown of n = 78, 905 round trip itineraries for single passengers which consisted of 2 direct one-way flights within the contiguous domestic US market on Southwest Airlines in the fourth quarter of 2014. The robust estimates were obtained for both applications using PROC ROBUSTREG in SAS 9.4. In both cases, we find that the confidence intervals around the robust estimates of the parameters in the regression models are very narrow, typically $0.01 or lower. With these confidence intervals being so narrow, one is left with the impression that these robust estimates differ in some meaningful way across at least some of the robust methods. Finally, utilizing findings in Cox (Biometrika, 102:712–716, 2015) we argue that in such applications it is not surprising that the confidence intervals around the robust estimates are very narrow, thus producing the illusion of apparently very high precision.

Understanding human mobility patterns is of great importance to traffic forecasting, urban planning, epidemic spread and many other socioeconomic dynamics covering spatiality and human travel. Based on the records of Beijing subway, we presented a preliminary study of human mobility patterns at urban scale, including return ratio and trip distance. Especially, both linear distance and actual route distance are considered. We found that for a single mode of transportation, the displacement distribution not only decays exponentially, but also has a peak, which represents the characteristics of travel radius (CTR). The CTR of actual route distance is significantly greater than that of linear distance, which indicates that quite of the passengers make detours relative to the linear path when traveling by subway.

Single entry communities (SECs) and cul-de-sacs minimize route choices and increase trip distance. Las Vegas' built environment facilitates the examination of these variables and active transport to school (ATS) rates. The purpose of this study was to examine the influence of SECs and cul-de-sacs on ATS rates in Las Vegas, NV elementary children. Parental-reported data was collected from 11 elementary schools on ATS rates (n = 1217). SECs and cul-de-sacs were quantified for each school zone. Logistic regression models were used to predict ATS. 23.9% of students reported ATS all of the time and 31.4% some of the time. SECs per school zone ranged from 0 to 25 (mean = 11.9). Cul-de-sacs ranged from 12 to 315 (mean = 138.3). Some ATS use was predicted by distance from school (p ≤ 0.001;OR = 0.61), parental education (high school: p = 0.004;OR = 0.53, some college: p = 0.001;OR = 0.50, 4 year degree: p = 0.004;OR = 0.52) and cul-de-sacs (p ≤ 0.001;OR = 0.99). A separate model using distance from school (p ≤ 0.001;OR = 0.61), parental education (high school: p = 0.002;OR = 0.51, some college: p ≤ 0.001;OR = 0.45, 4 year degree: p ≤ 0.001;OR = 0.45) and SECs (p ≤ 0.001;OR = 0.96) predicted some ATS. All ATS use was predicted by distance from school (p ≤ 0.001;OR = 0.58), parental education (Grades 9–11: p = 0.05;OR = 0.61, high school: p ≤ 0.001;OR = 0.45, some college: p ≤ 0.001;OR = 0.41, 4 year degree: p ≤ 0.001;OR = 0.38) and SECs (p ≤ 0.001;OR = 0.97). A separate model using distance from school (p ≤ 0.001;OR = 0.58), parental education (Grades 9–11: p = 0.041;OR = 0.59, high school: p ≤ 0.001;OR = 0.47, some college: p ≤ 0.001;OR = 0.44, 4 year degree: p ≤ 0.001;OR = 0.43) and cul-de-sacs (p ≤ 0.001;OR = 0.99) predicted all ATS. Current findings reveal that both SECs and cul-de-sacs were predictors of ATS beyond distance. Students with more SECs and cul-de-sacs in their school zone were less likely to utilize ATS., Highlights • ATS rates have declined significantly over the last four decades. • SECs and cul-de-sacs increase trip distance and minimize route choices. • More SECs and cul-de-sacs were associated with less ATS some/all of the time. • Current urban design may be creating a barrier for school aged children to utilize ATS.

The Delhi Metro (DM) is a mass rapid transit system serving the National Capital Region of India. It is also the world’s first rail project to earn carbon credits under the Clean Development Mechanism of the United Nations for reductions in CO2 emissions. Did the DM also lead to localized reduction in three transportation source pollutants? Looking at the period 2004–2006, one of the larger rail extensions of the DM led to a 34 percent reduction in localized CO at a major traffic intersection in the city. Results for NO2 are also suggestive of a decline, while those for PM25 are inconclusive due to missing data. These impacts of pollutant reductions are for the short run. A complete accounting of all long run costs and benefits should be done before building capital intensive metro rail projects.

Based on the analysis about the indexes of trip time, trip distance and trip times, trips mode, trip purpose with the survey data of Nanchang city and other cities in China, the patterns and characteristics and causes of resident travels are summarized in this paper. The transport development policies are also suggested based on the resident travel characteristics such as development trend.

Using the trip behavior data of residents of Zhongshan, this study collects basic trip data of various regions in 2014 and uses correlation analysis to choose influence factors that are closely related to the mode choice of a residents’ trip. Utility function are constructed by using the difference values between transit trip mode and private trip mode. Income, trip purpose, trip distance, trip time ratio and trip cost ratio are considered influence factors. Using a probit model and statistical analysis software STATA, the model was calibrated and verified and the influences of trip cost and trip time on the mode choice of resident trip is studied through sensitivity analysis.

Udgivelsesdato: MAR Studies in several cities have shown that inner-city residents travel shorter distances and use cars less for local transport than suburbanites do. However, according to some authors, a low daily amount of travel is likely to be compensated through more extensive leisure mobility at weekends and on holidays. On the basis of a study of residential location and travel in the Copenhagen metropolitan area, this paper addresses the phenomenon of compensatory travel. For travel within ‘weekend trip distance’ from the residence, inner-city living appears to have a certain compensatory effect in the form of a higher frequency of medium-distance leisure trips. Probably, this reflects a shortage of nature in the immediate surroundings of the dwelling as well as less leisure time tied to gardening and house maintenance. These compensatory trips imply a slight reduction of the transport-reducing effect of inner-city living, but are far from sufficient to change the overall tendency towards less travel and reduced car dependency among inner-city residents. The frequency of flights is somewhat higher among respondents living in dense inner-city areas, but this relationship is hardly causal, as the correlations of flights with daily travel time or distance, access to local green areas, housing costs or car ownership that might be expected if the hypothesis of compensatory air travel were true, are not present.

Although per‐capita car trip distance (measured in passenger‐km) and car driving distance (measured in vehicle‐km) in the UK have kept increasing, their growth rates slowed considerably in the 1990...

International audience; This paper applies the theme of sustainable development to the case of urban transport and daily mobility of the inhabitants of a city. A set of indicators which simultaneously takes the three dimensions of sustainability––environmental, economic, and social––into account is suggested. We present here the results of exploratory research funded by Renault Automobile Manufacturers, carried out to verify the feasibility and the usefulness of elaborating such sustainable mobility indicators. Values of the economics, environmental and social indicators are presented for the Lyons case. These estimations are mainly based on the household travel survey held in this city in 1994–1995. In the end, this set of indicators should allow the comparison of different urban transport strategies within an urban area, but also between different urban contexts, and through time. The conditions of generalization of these measurements of indicators are then discussed.

We find that for shopping trip decisions, consumers' driving time knowledge (how long it takes to get there) is both more accessible from memory and more accurate than their corresponding driving distance knowledge. In memory-based judgments, chronically more accessible time knowledge had a dominant influence on distance judgments. Given a map, consumers still relied on their time knowledge to infer trip distance. Moreover, consumers' estimated time and distance judgments showed inflated correlations regardless of underlying actual correlations, which may approach zero in urban environments. Consequently, there appears to be an asymmetric reliance on time knowledge when making trip decisions. Copyright 2003 by the University of Chicago.

This paper attempts to estimate CO2 emission generated by suburbanized urban activities growth. Taking MUKO River Basin Region, Hyogo, Japan as a case study for the emission caused by automobile trips to shopping areas in the region, site significant effects of economic growth and suburban activities growth were found. The analysis was carried out utilizing 1km grid GIS data, lkm statistics data for land use, population allocation, commercial activities, and other related data in this region focusing on the commercial areas where the CO2 emission by automobile trips is most serious. Comparative analysis for changes assessment between 1975s and 1995s two steps are done as follows; First step is to establish “sales regression model” to explain the correlation of the sales changes with several explanatory variables including population, retail floor space, trip distance and time length from residential area surrounding commercial areas. Second step is to calculate the CO2 emission amount which is regressed by parameters of the analysis and other statistical data. The results show significant impact of automobile trips generation to shopping areas oriented CO2 emission on the property value.

Urban cyclists often rely on Google's biking directions to consult routes and times. However, cyclists have reported that those estimates can sometimes be inaccurate [1]. In this paper, we explore the accuracy of Google biking times using a crowdsourced approach. Specifically, we use real biking data from a bike sharing system as ground truth and evaluate the automatic computation of Google's biking times. We analyze similarities and differences between the two as well as the role that measurable factors such as trip distance or slope might play in the temporal differences. Finally, we propose a predictive model based on a set of measurable factors that improves the accuracy of Google's biking time computations by 5%.

The use of information and communication technologies (ICT) may provide additional opportunities for energy savings and avoided emissions in the transportation sector, namely by using on-board devices for large scale urban sensing on the road network. This research work presents a preliminary analysis, using an on-board device, of the mobility patterns of a five driver sample in Lisbon, Portugal. The results for the average driver are: 54 km traveled and 5 trips per day; average trip distance of 11 km; and average speed of 31 km/h. Weekdays are characterized with higher vehicle usage (7% more distance, 28% more time and 10% more trips). Aggressiveness indicators are concentrated 80% on weekdays and the comparison of driving patterns indicates up to 58% of variations on fuel consumption. The monitoring technology used allows a seamless transition to longer monitoring periods and sample enlarging with more robust and accurate results.

Background:Neighborhood walkability is being promoted as an important factor in public health efforts to decrease rates of physical inactivity. Single entry communities (SEC), communities with only 1 entrance/exit, may result in an over estimation of walkability. This design makes direct walking routes outside the community nearly impossible and results in increased trip distance. The purpose of this study was to determine if accounting for SECs resulted in a significant difference in street connectivity.Methods:Twenty geographically different Las Vegas neighborhoods were chosen and the number of true intersections measured in ArcGIS. Neighborhoods were then assessed for the presence of SECs using google maps, ArcGIS land imagery, and field observation. Intersections inside SECs were removed. A paired t test was used to assess the mean difference of intersection density before and after adjustment.Results:There was a statistically significant decrease in the number of true intersections after the adjustment (before mean = 57.8; after mean = 45.7). The eta squared statistic indicates a large effect size (0.3).Conclusions:Single entry communities result in an over estimation of street connectivity. If SECs are not accounted for, trip distances will be underestimated and public health efforts to promote walking through walkable neighborhoods may prove less effective.

Nowadays, the electric bicycle has become a main traffic mode in people's daily life. By conducting a questionnaire survey on electric bicycle users in Shanghai, the authors analyzed its trip characteristics and compared it with the bicycle and public transit. The main results follow. Electric bicycles are mostly used for commuting, and the average distance and time are 9.5 km and 27.3 minutes. "Saving time, bus inconvenience, comfort, saving money and convenience" are the main reasons why users choose electric bicycles. Bicycles and public transit are similar to the electric bicycle in trip purpose, but trip distance and trip time are different. The average trip distance of a bicycle is less than 4 km, and the bicycle is suitable for short distance trips. Public transit and the electric bicycle resemble each other in trip distance. There is greater competition between the two modes for middle and long distance trips, but public transit is more suitable for long distance trips.

An evaluation model is proposed to measure road comfort degree of cycle trips based on cycle trip distance and the conditions of traffic volume, bike lanes, and road gradient. With comfort degree as an objective, hierarchical indicators are developed and the Analytic Hierarchy Process and Fuzzy Integrated Evaluation methodologies are used to evaluate road comfort degree of cycle trip. The model provides a valuable and systematic method to commuter bicyclist route choice and will be helpful to build a more comfort traffic environment.

According to the theoretical concept authorized the questionnaire, combined with user interviews, sampling survey low-income groups in Guangzhou, analysis to research the travel mode of low-income group, from the perspective of ethnography. Investigated travel decision – making of low-income groups in Guangzhou from three aspects such as trip distance economic factors and psychological factors. Analyzed the obstacles they encountered in the use of specific transport travel and put forward propose solutions.

Large-scale deployment of plug-in electric vehicles (PEVs) will have a significant impact on the power grid due to the increase in electricity consumption. In this paper, daily driving pattern models are provided and the profile of minimum-cost-least-fluctuation (MCLF) charging load is achieved to evaluate the impact of PEVs on the regional distribution grid. In the daily driving pattern models, four major elements including departure time, arrival time, number of daily trips and trip distance, which have a great influence on charging behavior, are considered. Driving distance of each trip is well approximated by a truncated power-law. Based on these daily driving pattern models, an optimal aggregated charging strategy, which ensures the least fluctuation of charging load at the lowest cost under TOU price, can be established through a two-level optimization model. The two major factors which affect the lower bound of maximum charging load are analyzed. The results show that 7 hours may be a reasonable length of off-peak time to limit the impact of PEV charging.

With telecommunication development in Myanmar, person trip survey is supposed to shift from conversational questionnaire to GPS survey. Integration of both historical questionnaire data to GPS survey and visualizing them are very important to evaluate chronological trip changes with socio-economic and environmental events. The objectives of this paper are to: (a) visualize questionnaire-based person trip data, (b) compare the errors between questionnaire and GPS data sets with respect to sex and age and (c) assess the trip behaviour in time-series. Totally, 345 individual respondents were selected through random stratification to assess person trip using a questionnaire and GPS survey for each. Conversion of trip information such as a destination from the questionnaires was conducted by using GIS. The results show that errors between the two data sets in the number of trips, total trip distance and total trip duration are 25.5%, 33.2% and 37.2%, respectively. The smaller errors are found among working-age females mainly employed with the project-related activities generated by foreign investment. The trip distant was yearly increased. The study concluded that visualization of questionnaire-based person trip data and integrating them to current quantitative measurements are very useful to explore historical trip changes and understand impacts from socio-economic events.

Investments in local roads in North Dakota to support agricultural logistics are estimated with a detailed model that predicts flows from 1,406 crop-producing zones to 317 elevators and plants, and forecasts improvements and maintenance costs for paved and unpaved roads. The study finds that (1) the average farm-to-market trip distance has increased from 12 miles in 1980 to 26 miles in 2009, (2) the estimated resurfacing cost per mile for agricultural distribution routes is 40% greater than for non-agricultural routes, and (3) the estimated cost to maintain acceptable service levels on county and local roads is roughly double historical funding levels.

Modularity analysis offers a route to better understand the organization of cellular biochemical networks as well as to derive practically useful, simplified models of these complex systems. While there is general agreement regarding the qualitative properties of a biochemical module, there is no clear consensus on the quantitative criteria that may be used to systematically derive these modules. In this work, we investigate cyclical interactions as the defining characteristic of a biochemical module. We utilize a round trip distance metric, termed Shortest Retroactive Distance (ShReD), to characterize the retroactive connectivity between any two reactions in a biochemical network and to group together network components that mutually influence each other. We evaluate the metric on two types of networks that feature feedback interactions: (i) epidermal growth factor receptor (EGFR) signaling and (ii) liver metabolism supporting drug transformation. For both networks, the ShReD partitions found hierarchically arranged modules that confirm biological intuition. In addition, the partitions also revealed modules that are less intuitive. In particular, ShReD-based partition of the metabolic network identified a ‘redox’ module that couples reactions of glucose, pyruvate, lipid and drug metabolism through shared production and consumption of NADPH. Our results suggest that retroactive interactions arising from feedback loops and metabolic cycles significantly contribute to the modularity of biochemical networks. For metabolic networks, cofactors play an important role as allosteric effectors that mediate the retroactive interactions., Author Summary Mathematical models are powerful tools to understand and predict the behavior of complex systems. However, the complexity presents many challenges in developing such models. In the case of a biological cell, a fully detailed and comprehensive model of a major function such as signaling and metabolism remains out of reach, due to the very large number of interdependent biochemical reactions that are required to carry out the function. In this regard, one practical approach is to develop simplified models that nevertheless preserve the essential features of the cell as a complex system by better understanding the chemical organization of the cell, or the layout of the biochemical network. In this work, we describe a computational method to systematically identify closely interacting groups of biochemical reactions by recognizing the modular hierarchy inherent in biochemical networks. We focus on cyclical interactions based on the rationale that reactions that mutually influence each other belong in the same group. We demonstrate our method on a signaling and metabolic network and show that the results confirm biological intuition as well as provide new insights into the coordination of biochemical pathways. Prospectively, our modularization method could be used to systematically derive simplified and practically useful models of complex biological networks.

On the occasion of the laser's 50th anniversary, we performed a modern Fizeau experiment, measuring the speed of light with a laser beam passing over the city centre of Marseille. For a round trip distance of almost five kilometers, the measurement has reached an uncertainty of about 10$^{-4}$, mainly due to atmospheric fluctuations. We present the experimental and pedagogical challenges of this brilliant outreach experiment., accepted by Eur J Phys in november 2010

Air pollution caused by vehicle use has been a longtime concern. In recent years, with the concept of low-carbon economy and low-carbon city arising both at home and abroad, environmental problems in the transportation field have attracted attention all over the world. Based on this background and study of carbon emissions in transportation field, this paper selects residents’ trip survey data from the cities of Huizhou, Dongguan, and Rizhao, calculates carbon emissions of residents’ daily travel by using distance-based calculation method, and then comes to the conclusion that the main influencing factors for carbon emissions of urban passenger transport are carbon emission factors, residents’ average trip rate, sharing proportion of different transportation modes, and average trip distance. In the end, it puts forward some measures and advice for energy conservation and emission reduction.

Along with rapid urbanization in China, the criteria system for public facilities is obviously out of date and does not adapt to the development of large-scale residential area. According to the questionnaire in five residential areas, the paper analyzes shopping frequency, trip distance, causes of selecting different commercial facilities and residents' evaluation of convenience. Comparing with the distribution of existing commercial facilities around these residential areas, the paper comments on the living Sphere of inhabitants objectively. With results of the survey, authors propose that different types of commercial facilities, such as [neighborhood-based in one residential quarter], [public-based between different residential districts] and [center-based in one city] should be arranged in a city rationally.

To study the trip rule of rural population based on the modern economic can provide scientific foundation for government to formulate the relevant policies and plans. On the basis of the rural population of Shaanxi Province, this paper utilizes trip questionnaires to conduct an actual investigation into the trip condition of 1700 families, 7253 persons altogether, in order to sum up trip times, trip distance, trip mode and trip time distribution. In addition, it analyses the correlative factors which affect the trip of rural population. The result indicates that daily average trip times of the rural population is 0.07 times per person; the trip distance in the range of 8km accounts for about 75%, and Walk and bicycle-based trip mode, a small quantity of rural people travelled by motor and bus. Meanwhile, it’s proved that daily trip can be divided into three intervals, while the three corresponding trip number of rural population has shown decreasing tendency in sequence. Moreover, busy farming seasons and traditional festivals have deep effect on the distribution of trip months in the whole year. Finally, it verifies that trip times of the rural population is highly related to local economic level and geographical environment, also the layout of towns and villages is involved in the trip distances.

Non-motorized transportation mode accounts for a very high proportion in most cities in China, especially bicycle. This paper analyzed characteristics of pedestrian and bicycle, which are main components of non-motorized transportation. Comparison of relevant research and a case study with stated preference and revealed preference data survey were presented. Non-motorized transportation mode choice behavior was analyzed considering influence of trip purpose, distance and car availability. Firstly, the impact of trip purpose to travel mode choice was investigated. Secondly, optimum and threshold distance of walking and bicycle was obtained respectively by fitting analysis. Finally, the influence of car availability to mode choice was discussed by comparing statistical data with and without car availability. The case study suggested that the most acceptable distances for pedestrian and bicycle were respectively 1 kilometer and 4 kilometers. And non-motorized transportation should act as an effective transfer mode for access and egress journey related to a railway station.

Odometers In Motor Vehicles Record And Display Distance Traveled. In Addition To Informing A Driver Of Trip Distance, This Measurement Is Used To Calculate Service Intervals, Lease Payments, Resale Value, Fuel Economy, And Warranty Limits. Distance Is Calculated From A Digital Accumulation Of Wheel Rotations And Knowledge Of The Tire Circumference. The Tire Circumference May Vary With Speed, Load, Pressure, Tread-Wear And Brand. This Investigation Compares Indicated Odometer Measurements With Simultaneous Measurements Using A Global Positioning System (Gps) Device On A Range Of Vehicle Models. While Some Models Have Odometer Systems With Reasonably Accurate Calibrations, Others Systematically Over-Register Odometer Distance. In The Opinion Of This Investigator, The Mis-Calibration Is Sometimes Intentional And Done For The Economic Benefit Of The Manufacturer.

The relative safety of driving and flying is important in many situations that involve selecting a mode of transportation. The traditional view, that flying via scheduled airlines is safer than driving, has recently been challenged by Evans et al.(1) They concluded that for a low-risk driver it is safer to drive on rural interstate highways (the safest roads) than to fly if the trip length is less than 602 miles. We reestimated the fatality probabilities for flying by taking into account that the risk of flying is dependent on the number of nonstop segments flown, but, for all practical purposes, is independent of the length of the trip. Our calculations indicate that, for average or high-risk drivers, it is always safer to fly than to drive. Furthermore, even for a low-risk driver, nonstop flying is safer than driving on rural interstate highways for a trip distance of more than 303 miles; the corresponding breakeven distances for flights that involve two and three segments are 606 and 909 miles, respectively.

In order to promote the continuous improvement of Public Cleansing System in Manaus as well as the expansion of garbage collection, currently operated by private contractors, the Municipal Secretary of Urban Cleansing - SEMULSP has performed an integrated analyses of the existing collection service design in geoprocessing, so as to identify possible improvements in the system. Aiming the practical evaluation of the present system, an assessment of the collection routes was performed, by collecting, georeferencing and mapping all related features, as slopes, road conditions, dead-end streets, narrow lanes, illegal dumping, time taken and trip distance of productive and unproductive routes, waste quantity and traffic conditions. Most of data were taken by GPS equipments.

The U.S. Department of Energy (DOE) has invested considerable research and development (R&D) effort into Plug-in Hybrid Electric Vehicle (PHEV) technology because of the potential fuel displacement offered by the technology. DOE’s PHEV R&D Plan [1], which is driven by the desire to reduce dependence on foreign oil by diversifying the fuel sources of automobiles, describes the various activities required to achieve the goals. The U.S. DOE will use Argonne’s Powertrain Systems Analysis Toolkit (PSAT) to guide its analysis activities, stating, “Argonne’s Powertrain Systems Analysis Toolkit (PSAT) will be used to design and evaluate a series of PHEVs with various 'primary electric' ranges, considering all-electric and charge-depleting strategies.” PSAT was used to simulate three possible chargedepleting (CD) PHEV control strategies for a power split hybrid. Trip distance was factored into the CD strategies before the cycle was started. The results are examined in this paper to determine if any of the three strategies could reduce the power split configuration’s fuel consumption beyond what a simple all-electrical strategy followed by a charge-sustaining (CS) strategy could afford. The results show that the improvements for this configuration are small and depend on the ratio of the engine efficiency when operating in CS mode to the engine efficiency when operating in CD mode.

One of the direct reasons that cause urban traffic problems is obscure functions and unreasonable road proportion in grades. Therefore, based on the statistic analysis of trip investigation data in several typical cities, the function with double parameters is adopted to fit the relationship between Vehicle Trip Distance (VTD) and trip proportion. Furthermore, the regressing analysis of the fitting parameters is made by three infection factors. In addition, equilibrium equations are built to show the equilibrium relationships between vehicle supply-demand turnovers in each grade of roads. As a result, urban road proportion in grades is deduced and fields of urban road proportions in grades are recommended in different scale cities.

Many studies on drivers’ speed selection behavior have been reported in the last decade. Most previous studies have, however, concentrated on the relationship between drivers’ speed selection and road/vehicle characteristics without considering other important factors such as personal characteristics and drivers’ perception of speed limit. This paper analyzes Korean drivers’ speed selection behavior by taking into account such factors as trip characteristics in addition to personal, vehicular, and attitudinal factors. Speed selection behavior is measured by a categorical measure over speed limit, and an ordered probit model is used to econometrically estimate the speed behavior equation. The results are as follows: i) male drivers with higher income tend to drive faster, and experienced drivers drive more higher speed than others ii) vehicles with more safety features such as ABS and Air-bag go slower than vehicles with less safety features iii) trip distance and frequency user of the road are important factors for speed selection behavior, iv) perceived speed limit on road and expectation of being caught for speeding are an important factors for driving behavior.

The optimal management of plugin hybrid electric vehicles (PHEVs) energy efficiency and range autonomy is strictly dependent on the battery discharge rate which may be expressed by its state of charge (SOC) time variation. In fact, vehicle efficiency is strongly influenced by the possibility of controlling the SOC discharge rate as well as of the trip distance and the availability of recharging facilities along the itinerary. In the given scenario, the accurate control of SOC discharge rate to complying with trip-based target values of the SOC (which allow for taking into account the availability of external recharge station opportunities) appears as a key aspect to be investigated. In this paper, we propose a robust and efficient optimised control strategy, implementable in a state of the art ECU. The power-split strategy may be defined for any given trip also taking into proper account the vehicle speed over the route. The main target demonstrated in this paper is the request of reaching a target SOC (SOCL) at the end of the trip although the application to other objectives (e.g., minimisation of emissions) is also theoretically feasible. The proposed strategy is implemented and tested in a PHEV vehicle model designed and realised at the University of Rome Tor Vergata, and validated by using experimental data directly acquired over several standard cycles and real-world routes.

In the Precursor Systems Analyses (PSA) sponsored by the Federal Highway Administration in 1993, several of the researchers addressed how AHS would be first introduced to the market. The researchers identified several problems to be overcome including driver acceptance and the ability of state and regional departments of transportation to operate and maintain an AHS.(1–3) The researchers concluded that one of the most serious issues is the “chicken-or-egg” problem—which comes first, the AHS highway lanes or the AHS-equipped vehicles? Minimum AHS vehicle penetration for a particular corridor or highway segment is reached when, after conversion of one of the existing highway lanes to AHS, the number of AHS lane users equals the number of manual users of the lane before conversion. It was estimated that this minimum AHS vehicle penetration ranged from 5 to 30% of the total vehicle population depending on many factors such as number of lanes already existing in the corridor, frequency of entry and exit lanes, and average trip distance.

Right after the 2011 off the Pacific coast of Tohoku Earthquake, railway system in Tokyo metropolitan area completely shut down so that a large number of people had difficulty in moving. However, it was observed after the earthquake that many people tried to return their home on foot even though the trip distance was quite long. Thereafter, in this study, we have conducted a web-based questionnaire survey to collect the data regarding the behaviour of the people who experienced inconvenience on returning home. We have developed two kinds of models. One model can explain the choice behaviour whether affected people stayed in damaged area or not. The other model can explain the result of the attempt to return home. As the results of this study, the dominant factors of people’s choice and the reasons of success/failure in returning home are identified.

The problem considered is how to locate two facilities along a line so that the mean distance of trips to their nearest facility by customers distributed along the line in minimised. A general result is found, which can be expressed as follows: a necessary condition for the mean trip distance to be minimised is that at each facility the number of customers approaching from each side must be equal. (A similar result is obtained for the optimal location of a single facility along a line with an existing fixed facility.) The second order conditions for optimality are explored, and it is demonstrated that even for a symmetrical distribution the quartiles are not necessarily the best locations. A computer routine to find solutions has been programmed, and results are given for a number of distributions.