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10 páginas.- 6 figuras.- 1 tabla.- referencias .- . Supplementary data Figures showing the FIB-SEM images of the membrane bioreactor experiments, the tactic response of Pseudomonas putida G7 under sonication conditions in transport assays and capillary test and bioreactor transport experiments with different concentrations of the chemoeffectors. Tables showing the experimental growth control with chemical effectors and bacterial accessibility to the different porous fractions of contaminated soil. Supplementary data to this article can be found online at: doi.org/10.1016/j.scitotenv.2022.154938, A major cause of high bioremediation endpoints is the limited bioaccessibility to residual contaminants resting in soil pores with diameters close to the size exclusion limit of bacterial cells. Under nongrowing conditions and in the absence of hydraulic flow, we examined how the tactic behavior of motile, contaminant-degrading Pseudomonas putida G7 cells (2 × 1 μm) influenced passage through membranes with pores ranging in size from 1 μm to 12 μm. The bacteria were spontaneously retained by the membranes - even those with the largest pore size. However, the cells were mobilized through 5 μm and 12 μm pores after the application of an attractant (salicylate). Mobilization also occurred by attraction to the common root exudate constituents γ-aminobutyric acid and citrate and repellence (or negative taxis) to zero-valent iron nanoparticles. The observed pore size threshold for tactic mobilization (5 μm) and unaltered cell fluxes and effective cell diffusion against different chemoeffector strengths and concentrations suggest that there is a physical constraint on the gradient sensing mechanism at the pores that drives the tactic response. Our results indicate that chemically mediated, small-scale tactic reactions of motile bacteria may become relevant to enhance the bioaccessibility of the residual contaminants present in micrometer-sized soil pores., We would like to thank the Spanish Ministries of Economy and Competitiveness (CGL2016-77497-R) and Science and Innovation (BES-2017-079905 and PID2019-109700RB-C21) for supporting this work

Motorcycle taxis in Guatemala City are a form of transportation in which the customer pays to ride as the pillion. For a modest amount of money, Guatemalans can avoid road traffic by riding in betw...

This paper is the first to empirically compare the impact of fuel price on ridership of taxicabs and transportation network companies (TNCs) like Uber and Lyft. We build a theoretical model of the car service market to demonstrate how drivers under the two systems may have different reactions to fuel prices. Although all drivers pay for their own gasoline, TNC drivers have more flexibility in reducing their supply when operating costs are relatively higher. Due to greater regulation, taxi drivers are more fixed in their supply but receive a “rigidity dividend” from paying greater gas costs while profiting from the reduced competition when TNC drivers leave the market. Through ordinary least squares and seemingly unrelated regression estimation, we find that a 1-day 1% increase of fuel prices in New York City is associated with a 0.367% to 0.486% decrease in trips from TNCs, while the quantity of taxi trips will slightly increase by 0.033% to 0.088%. Empirical results additionally show a diminishing marginal effect for the fuel price elasticity of TNC trips.

With the transformation to smarter cities and the development of technologies, a large amount of data is collected from sensors in real time. Services provided by ride-sharing systems such as taxis, mobility-on-demand autonomous vehicles, and bike sharing systems are popular. This paradigm provides opportunities for improving transportation systems’ performance by allocating ride-sharing vehicles toward predicted demand proactively. However, how to deal with uncertainties in the predicted demand probability distribution for improving the average system performance is still a challenging and unsolved task. Considering this problem, in this work, we develop a data-driven distributionally robust vehicle balancing method to minimize the worst-case expected cost. We design efficient algorithms for constructing uncertainty sets of demand probability distributions for different prediction methods and leverage a quad-tree dynamic region partition method for better capturing the dynamic spatial-temporal properties of the uncertain demand. We then derive an equivalent computationally tractable form for numerically solving the distributionally robust problem. We evaluate the performance of the data-driven vehicle balancing algorithm under different demand prediction and region partition methods based on four years of taxi trip data for New York City (NYC). We show that the average total idle driving distance is reduced by 30% with the distributionally robust vehicle balancing method using quad-tree dynamic region partitions, compared with vehicle balancing methods based on static region partitions without considering demand uncertainties. This is about a 60-million-mile or a 8-million-dollar cost reduction annually in NYC.

The need to use electric vehicles is becoming more and more apparent. Today, airports need to be connected to cities and regions by different modes of transport (car sharing, taxis, buses, trains, bicycles, etc.) to compete successfully and grow their business. As more and more passengers travel to and from the airport, roads become more congested and car parking spaces are rarer and more expensive. Concerns about road congestion and more difficult finding of parking space for a car significantly increase the level of stress for passengers. Electric and autonomous vehicles could offer an additional service to fill the gaps in the market for current mobility solutions and make airport transport more efficient and environmentally friendly. Of course, this also applies to transport from the city to the airport and from the airport to the city. Several examples of the use of electric and autonomous vehicles at airports in Europe and around the world are described in this paper. The paper also briefly describes the charging systems of electric vehicles.

As traffic congestion has become a common problem plaguing Chinese cities, a strong coverage of taxi stops with reasonable number distribution can not only improve the operating efficiency of taxis, but also make rational use of taxi resources. It can also...

The Great Depression prompted a reconsideration of value in urban space. This occurred in the taxi industry when flat rates supplanted metered rates. The arrival of low fare flat rate taxis in Madison, Wisconsin in 1932 quickly led to a threefold increase in the number of cabs and the nearly complete cessation of cabs’ use of taximeters. Similar developments occurred elsewhere in U.S. cities during the 1930s. Earning the same fee for trips that varied in length and distance disrupted the homogeneity and abstraction of space and time which meters provided. The low fare flat rate system held out the promise of affordable transportation to passengers and economic self-sufficiency to drivers. However, despite its standardized rate, the space produced by participants in this system was characterized by unpredictability and uncertainty, as drivers sought to maximize their number of trips while minimizing the distance and duration of each trip. The uncertainty generated by these efforts, the lower capital costs associated with the flat rate system, and a rise in customer demand led to a significant increase in taxicabs traveling city streets, which in turn made it more difficult for drivers to make a living. By examining the production of space engendered by the low fare flat rate system, this article demonstrates how the pressures of the Depression deepened the contradictions of capitalist political economy.

We provide a short review of existing models with multiple taxis performed by (at least) one species and consider a new mathematical model for tumor invasion featuring two mutually exclusive cell phenotypes (migrating and proliferating). The migrating cells perform nonlinear diffusion and two types of taxis in response to non-diffusing cues: away from proliferating cells and up the gradient of surrounding tissue. Transitions between the two cell subpopulations are influenced by subcellular (receptor binding) dynamics, thus conferring the setting a multiscale character. We prove global existence of weak solutions to a simplified model version and perform numerical simulations for the full setting under several phenotype switching and motility scenarios. We also compare (via simulations) this model with the corresponding haptotaxis-chemotaxis one featuring indirect chemorepellent production and provide a discussion about possible model extensions and mathematical challenges., Comment: 43 pages, 15 figures

Severe traffic congestion has promoted the development of the Intelligent Transportation System (ITS). Accurately analyzing and predicting the traffic states of the urban road networks has important theoretical significance and practical value for improving traffic efficiency and formulating ITS scheme according to local conditions. This study aims to identify and predict the traffic operation status in the road network within the Third Ring Road in Xi’an and explore spatiotemporal patterns of traffic congestion. In this paper, firstly, we discriminated the traffic status of the urban road network used the GPS data of floating vehicles (e.g., taxis and buses) in Xi’an by the Travel Time Index (TTI). Secondly, we used the emerging hot spot analysis method to locate different hot spot patterns. The time series clustering method was used to divide the whole road network’s locations into distinct clusters with similar spatiotemporal characteristics. Thirdly, we applied three different time series forecasting models, including Curve Fit Forecast (CFF), Exponential Smoothing Forecast (ESF), Forest-based Forecast (FBF), to predict the traffic operation status. Finally, we summarized the spatiotemporal characteristics of the whole-network congestion. The results of this study can contribute some helpful insights for alleviating traffic congestion. For instance, it is essential to speed up the construction of urban traffic microcirculation and increase the road network density. Moreover, it is crucial to adhere to the urban public transport priority development strategy and increase public transportation travel sharing.

A reaction-diffusion predator-prey system with prey-taxis and predator-taxis describes the spatial interaction and random movement of predator and prey species, as well as the spatial movement of predators pursuing prey and prey evading predators. The spatial pattern formation induced by the prey-taxis and predator-taxis is characterized by the Turing type linear instability of homogeneous state and bifurcation theory. It is shown that both attractive prey-taxis and repulsive predator-taxis compress the spatial patterns, while repulsive prey-taxis and attractive predator-taxis help to generate spatial patterns. Our results are applied to the Holling-Tanner predator-prey model to demonstrate the pattern formation mechanism.

Taxis offer round-the-clock, comfortable, and direct transportation services. In many cities, a large number (or all) of taxi drivers are rentee-drivers who rent taxis from taxi owners. Therefore, interaction exists between taxi owners and rentee-drivers. To regulate taxi markets effectively, it is necessary to model such interaction and investigate how different regulatory regimes affect stakeholders in taxi markets (e.g., taxi owners, rentee-drivers, and customers) and system performance (social welfare) in the presence of such an interaction. This study extends the classical aggregate taxi model to describe the supply of rentee-drivers and their interaction with a monopsony taxi owner. A general supply function is proposed to describe the supply of rentee-drivers in the market. A profit-maximization model and a social welfare maximization model are proposed to describe the decision-making process of the monopsonist and the government, respectively. Analytical and numerical studies are given to illustrate the properties of the proposed models and investigate the effects of fare adjustments and taxi rent/fleet size regulations on the monopsonist, rentee-drivers, customers, and system performance, thereby providing insights into taxi market regulations.

A three-component reaction-diffusion system is considered which originates from an extension of the classical May--Nowak model for viral infections to situations in which spatially heterogeneous dy...

Currently, an increasing number of private cars drive on roads and produce a massive volume of trajectory data. These data provide a new opportunity for understanding people's travel behavior. In this paper, we conduct an in-depth empirical study of people's travel behavior using private car trajectory data. First, we conduct the study in terms of four metrics, namely, number of trips, average velocity, trip distance, and entropy, and compare the data with those from taxi and ridesharing. Through experiments, we find that the number of trips, average velocity, and trip distance of private cars are more in line with people's travel habits, and the entropy values of private cars are lower. Therefore, we consider private car trajectory data capable of well characterizing people's travel behavior, even better than that from floating cars (such as taxis and buses) or ridesharing services. Moreover, we reveal that a unique metric (so-called dwell time) from the private car trajectory data helps to further understand people's travel behavior. Finally, we propose a fine-grained destination prediction algorithm as a case study, enhancing the state-of-the-art SubSyn algorithm, and show a good understanding of people's travel behavior facilitate a more personalized prediction of final destinations for private cars.

Road transportation accounts for significant percentages of urban energy consumption and carbon emissions. Therefore, it is important to predict and analyze the fuel consumption and emissions for on-road vehicles, which are varied under different conditions. Previous studies have shown that some traffic elements such as road type and weather condition have considerable influence on transportation fuel consumption and emissions. However, limited to the data availability, most of the existing studies focus on specific routes or scenarios, and few of them consider the effects of road type and weather condition systematically at large scale. In this research, a data-driven mesoscopic model was developed to investigate the effects of road type and weather condition on the link-level fuel consumption and emission factors based on big traffic data. This built model utilized the neural network for the prediction algorithm with inputs including road type, weather condition, and link-level aggregated operation data obtained through link-based segregation over trajectory snippets. The investigation was carried out with real-world big traffic data collected from 10,944 taxis over a 2-month period of operation in Shenzhen, and produced reliable predictions for four road types with clear and rainy weather conditions. Both statistical analysis and model prediction results showed that fuel consumption and emission factors are lower in low-speed range for freeway and expressway, and are lower in middle-speed range for main road and secondary road. In addition, rainy weather condition tends to have lower fuel consumption and emission factors than clear weather condition.

Transport emissions, including road, rail, air, and marine transportation, account for a large part of the overall emissions; hence, there is a need to review strategies for managing associated issues and coping with negative impacts. A simultaneous improvement in economic efficiency can help us achieve our desired objectives in the concerned context. Sharing economy, i.e., a peer-to-peer-based sharing of access to assets, can help reduce the total resources required and consequently reduce carbon footprints. In line with this objective, we propose an intelligent model to study carbon dioxide emissions from road transport using taxi trips in Dublin, Ireland. The proposed method is a hybrid unsupervised learning approach tailored for the particular structure of the problem. We present how an intelligent approach can be implemented to model CO2 emissions from road transport. The model categorizes taxis based on different features related to the emissions they release. Five clusters are detected, which can be attributed to varying levels of emissions. Accordingly, those vehicles labeled as the highest emitters can be targeted for further improvements in reducing CO2, i.e., replacing pollutant cars with electric cars or including them in the taxi fleet as sharing ones only.

The article considers the issues of prototypical semantics actualization of the primary taxis in statements with prepositional deverbatives. The focus is made on statements with prepositional deverbatives with taxis-forming prepositions während, seit, vor, nach, bis, in, bei, mit in the temporal meaning. Such statements, related to the sphere of primary (chronological, logically unconditioned) taxis, are characterized by taxis-chronological meanings of simultaneity and non-simultaneity without accompanying adverbial elements of logical conditioning (mode of action, purpose, concession, condition, cause, following, etc.). Modern fiction and non-fiction excerpts taken from German corpora served as the material for the study. Continuous sampling methods was used to select 1500 tokens containing the prepositions that were further analyzed using onomato-semasiological approach. The obtained results enabled to draw several conclusions. First, in sentences with the temporal preposition während and the heterogeneous taxis prepositions in, bei, mit in the temporal meaning, the primary taxis categorical situations of simultaneity are actualized...

Trabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de Burgos, It is well - known that women are generally under-represented in some technical fields, as it is the specific case of the transport sector. This lack of balance gender-wise is even more visible in the taxi industry, leading to a gender gap that should be filled in the next years. Flexibility, loyal customer network and friendly environment are some of the opportunities highlighted in the study. Besides, entry barriers are also outlined, like the initial investment, misunderstandings between colleagues at the beginning and shortage of communication skills. All the findings derive from real women who have been working in the industry for more than ten years, so that the evolution of the taxi sector from a gender point of view has been also considered and explained through real lived experiences. In the present study, an exhaustive analysis of the situation of the Spanish taxi sector is presented and analyzed. Based on real interviews to female taxi drivers, the main opportunities, and entry barriers and obstacles of working in the taxi sector are collected and used to assess how the transport sector fits the key needs of the interviewees and favor the work-life balance. All data regarding the city and participants to the case study are kept anonymous. This analysis is done in the framework of the European project TInnGO which main objective is to create a framework and mechanisms for a sustainable game change in European transport through a transformative strategy of gender and diversity sensitive smart mobility., We would like to thank the support and assistance provided by taxi drivers and Javier Moya.

East Java, especially Surabaya City is the city with the highest number of people affected by the Covid-19 virus. As the capital city of East Java Province, Surabaya is the center of administrative services, offices, services, shopping, industry and other supporting sectors. With the Covid-19 virus pandemic spreading so fast, the provincial governments of East Java and the City of Surabaya issued regulations for working at home, studying at home, and limiting activities that led to large gatherings of people. Problems arise when the activities of schools, agencies, offices are reduced, so small traders, informal workers, motorcycle taxis, and some informal workers are economically affected. As well as government regulations that must be obeyed in tackling the Covid-19 pandemic, it also needs to be understood. This community service has a target of increasing endurance, especially in terms of meeting basic needs. The implementer understands that in terms of their income is directly affected, the provision of these staples is so that they do not experience an economic shock. So that later they can stay active and look for income to meet family needs.

Old Kanembu is an extinct Saharan language that survives in annotations to the Qur’anic manuscripts of the 17th to 18th century. The past and future categories of Old Kanembu are absolute-relative tenses with posterior taxis as their orientational mechanism. The posterior location of events in temporal domains is tied up with the communicative goal of guiding the recipient through the complex Qur’anic discourse so that the foreground information and prominent elements are clearly set off against the background events. Similar properties are reported for the past and future tenses in Kanuri and therefore the Old Kanembu data corroborates a previously postulated hypothesis that the past and future in Kanuri are inherently focus categories (Wolff & Löhr 2006). Given that complexity of the Kanuri TAM system – significantly more elaborated than in the other Saharan languages – was triggered by the contact with Chadic languages and that Old Kanembu preserves archaic features going back to the 16th century and beyond, the semantic properties of the Old Kanembu past and future provide additional evidence of early Chadic influence on Kanuri.

El transporte es un elemento esencial para el crecimiento socioeconómico, sin embargo, su desarrollo genera una serie de efectos tales como la congestión, el ruido, la emisión de sustancias nocivas al medio ambiente, el agotamiento de los recursos no renovables. Uno de los factores que inciden en la reducción de la contaminación al medioambiente es la sustitución de los vehículos de combustible convencional por otros tipos de sistemas de propulsión, incluidos los motores eléctricos. La introducción de vehículos eléctricos puede convertirse en el elemento clave en el desarrollo de la estrategia de transporte sostenible en las zonas urbanas, la demanda de estos vehículos debe ser impulsada por los propietarios de la flota de vehículos, especialmente por las empresas. Los propietarios de taxis convencionales en la ciudad de Cuenca que deben renovar sus unidades, según la AFUT- Asociación Frente Unido de Taxistas-, son escépticos sobre la renovación con unidades eléctricas que proponen las autoridades locales, debido principalmente a la incertidumbre sobre la fiabilidad y rentabilidad que ofrece este tipo de vehículo, las cuales deben ser por lo menos igual a las de un vehículo con motor de combustión interna. En esta investigación se aplicó una metodología de investigación experimental mediante el uso de un software de computadora EMOLAB y un vehículo eléctrico Kia Soul EV para obtener una base de datos con información que describe el comportamiento del vehículo eléctrico. Aplicando diseños de experimentos factorial (DOE) se utilizó las variables que tienen más influencia sobre la autonomía y consumo energético del vehículo eléctrico para su evaluación.

This paper presents the optimization problem of three different on-demand transit systems operated by vehicles of different sizes. This problem is aimed at minimizing the total cost of the system, which consists of the temporal cost experienced by users and the operating cost incurred by transit agencies. A compact set of estimations of the user performance and operating cost is provided, based on geometric probability. The optimization procedure allows the cost comparison of different semi-flexible services. Transit systems operated by cars (shared taxicabs) with flexible layouts are preferable for low demand densities (less than 92 pax/km2-h). For very high demand (higher than 200 pax/km2-h), bus systems with fixed layout and variable stop locations present the lowest total cost per passenger. In an intermediate domain, taxi and semi-flexible services compete among each other. The estimation of unit operating costs allows decision-makers to calculate the subsidies needed to make the system profitable. The first and last authors thank AMTU (public entity Association of Municipalities with Urban Transportation) that supported this research under the contract C-11523 “Flexitransport” with our University Barcelona TECH. The contribution of the third author has been supported by the Chilean Scientific Research Agency (CONICYT), under the grant PFCHA/BCH No. 72160291. This work was supported by the Chilean Scientific Research Agency (CONICYT), [PFCHA/BCH No. 72160291]; AMTU [C-11523].

Los medios de transporte juegan un papel preponderante en el mercado turístico para tal efecto se realizó una investigación usando el método analítico descriptivo donde se abordó las definiciones del transporte terrestre y mercado turístico en general y específicamente del cantón Sucre, lo que permitió conocer el objeto de estudio y su movilidad en el espacio. Se desarrolló un diagnóstico de la oferta y demanda del transporte terrestre en la oferta se tomó como muestra los transportes: Moto taxis, cooperativas de taxi y cooperativa de transporte Tosagua; las dos primeras del servicio interno y la tercera de trasporte inter cantonal; el 40% viaja por trabajo y no son del cantón Sucre y les gustaría recibir información en las unidades de transporte, un 20% se dirige a las playas son extranjeros ,40% son habitantes del lugar. En la encuesta a los prestadores de servicio de transporte resultó que desconocen los recursos y atractivos turísticos del cantón Sucre un 25%, promocionan como ciudad de descanso 25 % y promocionan solo las playas el 50%. Se direccionó una entrevista dirigida a los representantes de las cooperativas de transporte en cuestión un 86 % están dispuestos a recibir orientaciones turísticas por parte de los organismos competentes y un 14% solo que sea una exigencia para laborar. Por medio de la observación se ratifica que no hay material publicitario de Turismo en las unidades de transporte. Se concluye que los actores del transporte terrestre deben aportar orientaciones claras y precisas al viajero, pues la calidad de información recibida por estos medios influye significativamente en la receptividad del turismo para el cantón Sucre. Palabras claves: Transporte público, Turismo, Demanda turística, Turista, Excursionista.

A presente pesquisa surgiu da necessidade de se ampliar os escassos estudos sobre a mobilidade das pessoas com deficiência visual no transporte público, com foco na cidade de São Carlos/SP. Esta pesquisa teve como objetivo analisar as relações entrepessoas com deficiência visual e o transporte público, coletivo e individual, no que diz respeito à mobilidade, à acessibilidade, àadaptação e às barreiras encontradas na sua utilização. Como método, utilizou-se a abordagem diferencial, por meio de um roteiro de entrevista semiestruturado, a partir da qual foram entrevistados dois indivíduos com deficiência visual, usuários do transporte público coletivo ou individual, oito motoristas do transporte público coletivo (ônibus) e dez motoristas do transporte público individual (táxis). Os resultados das entrevistas com os motoristas do transporte público (individual e coletivo), apontaram que ainda são raros os atendimentos às pessoas com deficiência visual, sendo que muitos desses motoristas relataram que as atenderam poucas vezes. Também foi evidente o desejo de todos os motoristas de melhorias a serem realizadas no transporte, almejando progressos para o atendimento às pessoas com deficiência visual. Os dois participantes com deficiência visual demonstraram conhecer e já terem feito uso do aplicativo BusAlert, que hoje encontra-se desativado, que no entender deles poderia auxiliar os funcionários do transporte público coletivo e todos os usuários do serviço. Pode-se concluir que, apesar dos usuários com deficiência visual estarem adaptados com as condições de utilização do transporte de ônibus e taxis, muitas são as dificuldades encontradas para a utilização destes.

PurposeThe paper intends to examine mobile taxi (m-taxi) adoption, so as to close the gap in the current literature and clarify the behaviour of users by synthesising technological factors that are related to the characteristics of m-taxi applications with non-technological factors that are associated with the psychological characteristics of customers. The moderating effects of gender were also tested.Design/methodology/approachA self-administered questionnaire was adopted for data collection with 415 useable responses. The theoretical lens was tested via partial least squares-structural equation modelling. Additionally, state-of-the-art techniques such as permutation and multigroup analysis were applied.FindingsResults indicate that social pressure, technology anxiety, effort expectancy, performance expectancy, and service and system quality are not significantly related to behavioural intention. Also, findings show no significant differences among gender in this study, which suggests that the model is invariant across gender groups.Originality/valueThis study provides a novel insight by taking a broader perspective of ride-hailing terminology by considering both taxis and private vehicles.

Over the last two decades, motorcycle and motorised three-wheeler taxis have become important means of transport in many sub-Saharan African countries, including in rural areas. However, the emergi...

The presence of online transportation has a positive and negative impact on the cycle of socio-economic balance in Indonesian society. In the case of West Java, conventional transportation assesses the presence of online transportation as a threat to their economic income. On the other hand, local governments pay attention to the socio-economic impacts caused by reviewing the available regulatory void. This paper aims to analyze the policy of prohibiting online motorcycle taxis from operating in Central Java through the method of problem formulation and argumentation mapping commonly used in public policy studie as well as how to describe the future, offer policy alternative and policy recommendation regarding the fate of online transportation driver due to the prohibition of operating online transportation in West Java. Data obtained through literature study and documentation studies such as electronic and printed news. The results of this paper found that these problems arose as a consequence of technological developments that were not "legible" by regulations. This paper proposes policy recommendations through the formation of regulations at the regional level.

Examining the travel time variability (TTV) of buses, passenger cars and taxis is essential to obtain reliable travel time in urban daily trips. TTV analyses of three travel modes are conducted using travel time data collected on two urban arterial roads in Xi'an City. Firstly, the TTV is evaluated using statistical indexes. The results reveal that the TTV differs from vehicle to vehicle, period to period and site to site. Secondly, the finite mixture survival model is proposed to address the heterogeneity of travel time data by decomposing the population into several sub-populations. Wasserstein distance and Kolmogorov–Smirnov test are used to further compare the sub-populations of different vehicle types during different periods on different roads. Finally, based on the model analysis, it can be found that the finite mixture survival model is an accurate tool to examine the variability by capturing the heterogeneity of travel time data. The difference among the sub-populations suggests different travel behaviours. It concludes that more diverse travel behaviours result in higher TTV. An accurate investigation on TTV is valuable for travellers’ mode choices and transportation management agencies to obtain reliable travel time information and improve traffic efficiency.

The carriage of passengers takes a significant place in the activities of transport organizations. Ensuring high quality passenger transportation is one of the main tasks of railway transport, which directly depends on the technical equipment and technology of servicing passenger traffic at passenger stations. The introduction of multimodal transport in passenger traffic can change the attitude to transport in general, it will allow: to pick up each passenger the optimal combination of modes of transport (price and quality); monitor the entire transport process and notify of further movements, to hold the carrier responsible for not fulfilling the stages of multimodal transportation. And the organization of the transport and transfer complex will optimize and streamline the process of passenger service. The study was carried out on the example of the transport hub of the station N. Station allows to transfer passengers from rail transport (long and suburban) to all types of urban transport, as well as taxis and personal transport. However, there is practically no interaction with other types of transport at the regional and federal level in this hub. At some distance from station N is a bus station for several long-distance destinations. Territorial location, concentration of several modes of transport, accompanying infrastructure, as well as the potential of this station N allow to organize a prospective transport and transfer complex and attract additional passenger flow, which in the conditions of competition with personal vehicles is important. To do this, all the necessary elements of the multimodal node, necessary for the operation of the transport and transfer complex, are calculated.

We present a natural field experiment designed to measure other-regarding preferences in the market for taxis. We employed testers of varying ethnicity to take a number of predetermined taxi journeys. In each case, we endowed them with only 80% of the expected fare. Testers revealed the amount they could afford to pay to the driver midjourney and asked for a portion of the journey for free. In a 2 × 2 between-subjects design, we vary the length of the journey and whether a business card is elicited. We find that (1) the majority of drivers give at least part of the journey for free, (2) giving is proportional to the length of the journey, and (3) 27% of drivers complete the journey. Evidence of outgroup negativity against black testers is also reported. In order to link our empirical analysis to behavioral theory, we estimate the parameters of a number of utility functions. The data and the structural analysis lend support to the quantitative predictions of experiments that measure other-regarding preferences, and they shed further light on how discrimination can manifest itself within our preferences. This paper was accepted by Yan Chen, behavioral economics.

This work is concerned with the doubly degenerate cross-diffusion system (*) { u t = ( u v u x ) x − ( u 2 v v x ) x + u v , v t = v x x − u v , \begin{equation}\tag {*} \left \{ \begin {array}{l} u_t = (uvu_x)_x - (u^2 vv_x)_x + uv, \\[1mm] v_t = v_{xx}-uv, \end{array} \right . \end{equation} that has been proposed as a model for experimentally observable quite complex pattern formation phenomena in bacterial populations. It is shown that for any initial data satisfying adequate regularity and positivity assumptions, a no-flux initial-boundary value problem for the above in a bounded real interval possesses a global weak solution which is continuous in its first and essentially smooth in its second component. This solution is seen to asymptotically stabilize in the sense that (**) u ( ⋅ , t ) → u ∞ and v ( ⋅ , t ) → 0 as t → ∞ \begin{equation}\tag {**} u(\cdot ,t) \to u_\infty \quad \text {and} \quad v(\cdot ,t)\to 0 \qquad \text {as } t\to \infty \end{equation} with some nonnegative u ∞ ∈ C 0 ( Ω ¯ ) u_\infty \in C^0(\overline {\Omega }) which can be obtained as the evaluation of a weak solution z ∈ C 0 ( Ω ¯ × [ 0 , 1 ] ) z\in C^0(\overline {\Omega }\times [0,1]) to a porous medium-type parabolic problem at the finite time 1 1 . It is, moreover, revealed that for each suitably regular nonnegative function u ⋆ u_\star on Ω \Omega , the pair ( u ⋆ , 0 ) (u_\star ,0) , formally constituting an equilibrium of \eqref{01}, is stable in an appropriate sense. This finally implies a sufficient criterion for the limit u ∞ u_\infty in \eqref{02} to be spatially heterogeneous. The latter properties are in sharp contrast to known asymptotic features of corresponding nutrient taxis systems involving linear nondegenerate diffusion, as for which the literature appears to exclusively provide results on solutions which approach spatially constant states in the large time limit.

The article deals with the cognitive properties of linguistic means expressing aspectual functions and taxis relations in German and their equivalents in the Uzbek language. Representing the linguistic reflection of reality in time, we are aware of the degree of richness of this linguistic sign. The category of aspectuality and taxis relations in the German language can form various cognitive structures and particular importance for research. Peculiarities of such cognitive structures are more and more revealed when comparing languages. KEY WORDS: category of grammatical aspectuality, grammatical taxis relations, cognitive properties of linguistic means, expressing of facts that occurred at the same time, actions or incidents.

A considerable number of empirical studies have explored the effects of information & communication technologies (ICT) on travel in recent years. In particular, the most attention has been paid to whether the use of ICT increases or decreases trip frequency (i.e., substitution or complementarity effects). However, the subject of whether or how travel distance and mode choice are altered by ICT (i.e., modification effects) has almost been ignored. Against this background, using data collected in Beijing, China, this paper aims to explore how purchasing intangible services (e.g., eating out at restaurants, hairdressing, and visits to zoos and movie theatres) online alters the distance and mode choice of the travel to consume these services. The results suggest that due to online purchases of intangible services, people tend to travel farther to consume these services. Consequently, 25.4% of online buyers change their travel mode choices from walking or cycling (i.e., nonmotorized modes) to public transit, private cars, or taxis (i.e., motorized modes). These findings confirm the existence of modification effects of ICT on travel. Additionally, a stepwise multinomial logistic regression model and a stepwise binomial logistic regression model are used to detect the factors influencing changes in travel distance and mode choices, respectively. The regression outcomes suggest that people who have lower living costs or feel more satisfied with online purchases are more likely to increase their travel distances and to change from nonmotorized modes to motorized modes.

Recently, with the rapid expansion of cities, optimizing taxi driving routes for improving taxi revenue efficiency has become the core issue of taxi system. However, most current research focuses on increasing platform revenue instead of improving drivers’ revenue in a centralized dispatch taxi system just like DiDi, which results in a slower driver income growth and greater difficulties for recruiting drivers. To solve this problem, we propose a strategy of deep reinforcement learning based on driver mode. Firstly, the sequence selection process of drivers is modeled as markov decision-making process in driver mode. Then, we propose a learning scheme based on deep Q network to optimize the driver's decision-making strategy. We know that the real selection of historical taxi drivers is very helpful to the selection of current taxi drivers, so we choose the historical record of the current location as the edge data to update the edge network. Finally, we used a real data set generated by more than 1,400 taxis in Changsha. The simulation experiments show that our scheme reduced cruising time of taxis and improved the driver's income by 4-5%. The carbon emissions are obviously reduced by saving almost 6% fuel consumption, which contributes significantly to green mobility.

Taxis provide a personalized, door-to-door, and demand-responsive service, and are an attractive transport mode for accommodating the needs of an aging population. Accessible taxis further enhance the level of comfort and accessibility by providing a larger compartment and a mechanical ramp to facilitate the boarding and alighting of wheelchairs. At present, however, both ordinary and accessible taxis are infrequently used by elderly passengers in Hong Kong, due in part to high fares and long walking and wait times. Because of these limitations, taxis cannot effectively cater for the travel demands of the elderly and hence cannot improve their mobility. In this study, 580 residents of Hong Kong aged 60 or above were interviewed regarding their decision to whether to make a trip by an ordinary/accessible taxi to attend a non-compulsory social activity in hypothetical scenarios. A total of 2320 observations were obtained and a series of binary logistic regression models were calibrated to identify the significant factors influencing the elderly's willingness-to-travel. The model results show that the older elderly and those with a lower monthly expenditure were more reluctant to travel by taxi and preferred staying home. The elderly using crutches or a wheelchair had a stronger preference for accessible taxis rather than the non-walking aid users. The findings also indicate that the elderly were more sensitive to a taxi fare subsidy based on a percentage discount than one based on a fixed discount. Policy measures related to providing an accessible taxi service and taxi fare subsidy scheme to improve the mobility of the elderly are discussed: A step-wise taxi fare subsidy scheme is recommended to integrate with current transport policy measures to look after the needs of the elderly at different ages, and a supply-side subsidy is also recommended to support local taxi operators to purchase accessible taxis and increase the fleet size to minimize the wait time of users.

The real-world emission factors (EFs) and emission performance of bi-fuel (CNG/GAS) vehicles have been seriously investigated by the emission scientists and urban planners. In the present study, we propose an almost new practical methodology and perform on-road experiments on 60 bi-fuel vehicles to discuss the impacts of vehicle speed, fuel type, usage, and accumulated mileage on the CO, HC, and NOx EFs. 80% and 20% of the tested vehicles were private cars (PCs) and taxis (TXs), respectively. TXs and PCs are compared together based on their emission performances, emission characteristics, vehicular specific power (VSP) distributions, and type of fuel. The results show that in the entire cases except for GAS-PCs, CO EFs increased with vehicle speed. Although CNG vehicles show less HC EFs, they produce higher NOx mileage-based EFs compared to gasoline ones. NOx mileage-based EFs decrease with vehicle accumulated mileage, whereas the opposite trend was observed for the CO and HC EFs. Burning CNG rather than gasoline decreases 70% and 42% of CO, and 70% and 85% of HC mileage-based EFs in PCs and TXs, respectively. The influence of burning CNG on NOx emission of TXs seems to be insignificant, but NOx was more emitted by a factor of 1.7 in CNG PCs. Accumulated mileage has a destructive effect on combustion quality, especially in CNG vehicles. The factors of usage and accumulated mileage could considerably develop the VSP distribution and fuel consumption rate of GAS vehicles, while they have no detectable impact on that of CNG vehicles.

It is anticipated that autonomous vehicles will have a huge impact on the creation of sustainable smart cities and communities. One of the key concerns regarding autonomous vehicles is how automation may threaten jobs in the transport industry, including the traditional role of taxi drivers. To begin to explore how important an actual taxi driver is to customers and the extent to which they might be happy to have autonomous taxis replace traditional taxis, we conducted qualitative interviews with 34 Millennial-aged participants. These were problem-centered narrative interviews, largely conducted face-to-face, and analyzed using thematic analysis. Millennials were focused upon because, given current figures and likely future projections of use, they form the key market for prospective future autonomous taxis. The results show that the kind of taxi rides Millennials make are particularly suitable for automated taxis because interaction with a human driver is not a high priority for this group, while the prospect of autonomous taxis being cheaper is. Meanwhile the fate of taxi drivers does not play a significant part in how Millennials reason about this. An incidental finding, here, is that, by offering a convenient and affordable alternative, the advent of automated taxis may also pose a threat to public transportation.

During the passing decade, taxi floating car data (FCD) has become an important tool to investigate urban trip choice behaviors and activities. The corresponding taxi exhaust reduction issue is also with rather significance for traffic emission mitigation in urban areas. By taking Shanghai as an empirical case, this paper analyzed the spatiotemporal characteristics of multimode travelers by combining the taxi FCD (from Qiangsheng Inc.), the metro smartcard data and the GPS trajectories of Mobike, one of the most popular shared bicycles in China, 2018). Binomial logit models (BNL) were proposed to estimate mode choices for both peak and off-peak periods by incorporating socio-economic, demographic, urban morphology, land use properties, and various trip-related variables. The choices between metro and taxi, Mobike and taxi were analyzed, respectively, with the corresponding influential factors identified. The results indicated that the percentage of residential and commercial land uses, the number of educational facilities have significant impacts on travel mode choice during peak hours, while the percentage of commercial land, the number of hospitals and bus lines are more prominent during off-peak periods. To quantify the emission reduction benefits, localized calculation of automobile exhaust was established according to the Vehicle Specific Power (VSP) based measurements obtained from the Portable Emission Measurement System (PEMS) experiments. Then, five corresponding emission mitigation schemes were proposed based on the model findings, and the cost-benefit of each countermeasure was further analyzed. Comparing with releasing the peak-hour crowdedness of metro stations, increasing Mobike supply, updating taxis into electric vehicles, and equipping taxis with catalytic converters, the scheme of removing non-motor vehicle restrictions was found with the shortest payback period and was consequently recommended as accordance with the proposal of urban eco and non-motorized transportation. Findings of this study is useful for transportation management in improving the mode share of metro and bicycles, thus to alleviate the congestion and auto emissions in urban areas.

Air taxis are currently being demonstrated. Few studies have quantified their external effects in reducing on-road vehicle fuel consumption. The hypothesis of this paper is that air taxis may divert some drivers away from congested traffic corridors, improve traffic speed and fuel economy, and reduce congestion-induced energy consumption. A model is developed that links several key components: mode choice, the relationship between travel demand and traffic speeds, the relationship between traffic speeds and fuel economies, and the heterogenous value of travel time. It is applied to the route from downtown Los Angeles to Los Angeles International Airport, where at peak hours 38,200 vehicles attempt to use the route that has an hourly capacity of 17,200 vehicles. The model estimates that, with conservative assumptions and near-term technologies, diverting 3.2% of the traffic to air taxis could produce a 15% reduction in traffic vehicle fuel use. With optimistic assumptions and mature technologies, the study estimates that diverting 20% of traffic could reduce the traffic vehicle fuel use by about 74%. The key insight is that if a small share of congested travelers switched to air taxis, motivated by private benefits of time savings, significant external benefits for other road travelers (time savings and fuel savings) and to society (reduced energy use and emissions), would ensue creating a win-win-win outcome. These estimates (which are not intended as predictions because of the stated limitations) strongly suggest the need to consider the external energy effect in future cost-benefit analyses of air taxi technologies.

Traffic congestion reduces the working efficiency of taxis, thus lowering the income of taxi drivers. In most cases, taxi drivers will choose the least time-consuming route, which is usually the shortest in distance to the destination. However, during rush hours when traffic flow is heavy, the shortest route may not be the most time-efficient. A detour sometimes can save time for drivers but that may highly increase the fare for passengers. In order to optimize the balance between fare and profit, this paper proposes a framework, called ProfitMax, which will recommend a fixed price and a more profitable route by assigning the most suitable taxi for online taxi-hailing. The taxi's profit of completing an order is calculated by the income per minute. We use drivers’ personal driving habit to estimate the basic cost of an order and then recommend the most profitable route. ProfitMax trains the personal fuel-consumption model and estimates the fuel consumption on drivers’ smart devices. We use a real taxiing data set, including one-month taxis’ GPS trajectories and car-OBD (on-board-diagnose) readings, for the performance evaluation. Experimental results show that ProfitMax estimated the fuel consumption more accurate than baselines and can also save more than 10% fuel for the whole driver community. It also shows that ProfitMax can improve the total income by recommending more profitable routes to drivers.

Augmented reality technology has been widely developed and implemented in an Android-based smartphone application. This technology can be used for entertainment and education. Unfortunately, the use of education is still rare. This paper proposes an android application to introduce the types of land transportation based on augmented reality technology which is visualized in 3-dimensional (3D) form for education as well as entertainment. There are seven land transportation modes that are presented range from two wheels to four wheels, i.e. cars, ambulances, buses, motorbikes, taxis, trucks, and bicycles. Alpha testing has been carried out and shows the results that the application runs well following the expected function. This application can be delivered to the public, especially for the online learning of children in a pandemic situation. In addition, it helps parents to introduce several land transportation modes. With a 3D view, the introduction of types of land transportation is more interactive and realistic. Keywords: android, application, augmented reality, transportation