Contributions of Women to Multimodal Transportation Systems

Author(s):  
Heather Nachtmann
2016 ◽  
Vol 2 (2) ◽  
pp. e1500445 ◽  
Author(s):  
Riccardo Gallotti ◽  
Mason A. Porter ◽  
Marc Barthelemy

Cities and their transportation systems become increasingly complex and multimodal as they grow, and it is natural to wonder whether it is possible to quantitatively characterize our difficulty navigating in them and whether such navigation exceeds our cognitive limits. A transition between different search strategies for navigating in metropolitan maps has been observed for large, complex metropolitan networks. This evidence suggests the existence of a limit associated with cognitive overload and caused by a large amount of information that needs to be processed. In this light, we analyzed the world’s 15 largest metropolitan networks and estimated the information limit for determining a trip in a transportation system to be on the order of 8 bits. Similar to the “Dunbar number,” which represents a limit to the size of an individual’s friendship circle, our cognitive limit suggests that maps should not consist of more than 250 connection points to be easily readable. We also show that including connections with other transportation modes dramatically increases the information needed to navigate in multilayer transportation networks. In large cities such as New York, Paris, and Tokyo, more than 80% of the trips are above the 8-bit limit. Multimodal transportation systems in large cities have thus already exceeded human cognitive limits and, consequently, the traditional view of navigation in cities has to be revised substantially.


Author(s):  
Richard H. Pratt ◽  
Timothy J. Lomax

Transportation systems analyses have been evolving as the decision context for improvement projects and programs has changed. The increased emphasis on the movement of persons and goods, and a recognition of the importance of system performance measures that address the needs and interests of the audiences for mobility information, will result in a very different set of procedures for evaluating transportation and land use infrastructure and policies. Some of the key underlying concerns of performance measurement for multimodal systems are presented. Definitions are included for congestion, mobility, and accessibility that are used to guide the development of performance measures. Travel time–based measures are seen as the most readily understandable quantities, and examples are used to show how mobility can be measured for locations, corridors, transit analyses, and regional networks.


2014 ◽  
Vol 8 (2) ◽  
pp. 112-123 ◽  
Author(s):  
Sofie Demeyer ◽  
Mario Pickavet ◽  
Piet Demeester ◽  
Pieter Audenaert

2016 ◽  
Vol 33 (01) ◽  
pp. 1650005 ◽  
Author(s):  
Andrew Ensor ◽  
Felipe Lillo

Many networked systems involve multiple modes of transport. Such systems are called multimodal, and examples include logistic networks, biomedical phenomena and telecommunication networks. Existing techniques for determining minimal paths in multimodal networks have either required heuristics or else application-specific constraints to obtain tractable problems, removing the multimodal traits of the network during analysis. In this paper weighted colored-edge graphs are introduced for modeling multimodal networks, where colors represent the modes of transportation. Minimal paths are selected using a partial order that compares the weights in each color, resulting in a Pareto set of minimal paths. Although the computation of minimal paths is theoretically intractable and [Formula: see text]-complete, the approach is shown to be tractable through experimental analyses without the need to apply heuristics or constraints.


2015 ◽  
Vol 25 (2) ◽  
pp. 237-261 ◽  
Author(s):  
Grzegorz Bocewicz ◽  
Zbigniew Banaszak

Abstract Multimodal processes planning and scheduling play a pivotal role in many different domains including city networks, multimodal transportation systems, computer and telecommunication networks and so on. Multimodal process can be seen as a process partially processed by locally executed cyclic processes. In that context the concept of a Mesh-like Multimodal Transportation Network (MMTN) in which several isomorphic subnetworks interact each other via distinguished subsets of common shared intermodal transport interchange facilities (such as a railway station, bus station or bus/tram stop) as to provide a variety of demand-responsive passenger transportation services is examined. Consider a mesh-like layout of a passengers transport network equipped with different lines including buses, trams, metro, trains etc. where passenger flows are treated as multimodal processes. The goal is to provide a declarative model enabling to state a constraint satisfaction problem aimed at multimodal transportation processes scheduling encompassing passenger flow itineraries. Then, the main objective is to provide conditions guaranteeing solvability of particular transport lines scheduling, i.e. guaranteeing the right match-up of local cyclic acting bus, tram, metro and train schedules to a given passengers flow itineraries.


1997 ◽  
Vol 1576 (1) ◽  
pp. 132-139 ◽  
Author(s):  
Vukan R. Vuchic ◽  
Yong Eun Shin ◽  
Eric C. Bruun ◽  
Nikola Krstanoski

All developed countries experience similar trends and problems in urban transportation: growth of cities and affluence result in an increase in car dependency. Increased volumes of car travel lead to congestion and many negative effects, often termed as the “collision of cities and cars.” A review of urban transportation policies and their implementation in the United States and its peer countries—Australia, Canada, and countries in Western Europe and East Asia—indicates that all peer countries except Great Britain place major emphasis on maintaining the human orientation of cities. They pursue policies aimed at achieving multimodal transportation systems and preventing automobile dominance. The United States, after significant strides in that direction up to 1980, has returned to policies favoring car travel and reducing support for alternative modes—transit, bicycles, and walking. This trend largely ignores the spirit and mandates of the Intermodal Surface Transportation Efficiency Act of 1991. The gap between the United States and its peer countries is increasing. Present U.S. policies are likely to aggravate this situation. An example is presented: New York is compared with its peer cities in accessibility for long-distance travel. Its competitiveness in this respect is lagging. This trend cannot be ignored. As its peers learned from the U.S. experiences in highway and traffic engineering in the past, the U.S. should now learn from its peers how to avoid total car dependence and implement multimodal transportation systems to improve the livability of its metropolitan areas.


2004 ◽  
Vol 155 (3) ◽  
pp. 603-615 ◽  
Author(s):  
Lorenzo Castelli ◽  
Raffaele Pesenti ◽  
Walter Ukovich

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