scholarly journals Individual Subjective Initiative Merge Model Based on Cellular Automaton

2013 ◽  
Vol 2013 ◽  
pp. 1-7
Author(s):  
Yin-Jie Xu ◽  
Yu-Guang Chen ◽  
Chao Yang ◽  
Yi-Chao Pu
Keyword(s):  
Travel Time ◽  
Positive Impact ◽  
Work Zones ◽  
Lane Changing ◽  
Traffic System ◽  
Input Condition ◽  
Average Travel Time ◽  
System Output ◽  
The Individual ◽  
Vehicle Travel Time

The merge control models proposed for work zones are classified into two types (Hard Control Merge (HCM) model and Soft Control Merge (SCM) model) according to their own control intensity and are compared with a new model, called Individual Subjective Initiative Merge (ISIM) model, which is based on the linear lane-changing probability strategy in the merging area. The attention of this paper is paid to the positive impact of the individual subjective initiative for the whole traffic system. Three models (ISIM, HCM, and SCM) are established and compared with each other by two order parameters, that is, system output and average vehicle travel time. Finally, numerical results show that both ISIM and SCM perform better than HCM. Compared with SCM, the output of ISIM is 20 vehicles per hour higher under the symmetric input condition and is more stable under the asymmetric input condition. Meanwhile, the average travel time of ISIM is 2000 time steps less under the oversaturated input condition.

Freight Vehicle Travel Time Analysis: A Case Study of Birgunj Nagdhunga Corridor

2021 ◽  
Vol 08 (02) ◽  
pp. 1-13
Author(s):  
Abhishek Jha ◽  
Keyword(s):  
Travel Time ◽  
Traffic Congestion ◽  
License Plate ◽  
Monitoring Method ◽  
Factors Affecting ◽  
Average Travel Time ◽  
Major Factors ◽  
Vehicle Travel Time ◽  
Freight Vehicles

This study covers the freight vehicle, which clears the custom clearance process for Kathmandu and transports the same goods to Kathmandu from Birgunj. In this study average travel time for freight vehicles from Birgunj to Nagdhunga has been studied, along with the factors affecting the travel time from Birgunj to Nagdhunga. License plate monitoring method of the freight vehicles was done to find the average travel time and a questionnaire survey was done to identify the factors affecting travel time of the freight vehicle. The travel time from Birgunj to Nagdhunga is different for different types of, vehicle and good. The fastest average travel time is of fixed container of 40 feet size with 23.2 hours and longest average time is for fixed container of 20 feet size with 28.95 hours. The average travel time for non-degradable goods is 26.5 hours and for degradable goods is 22.38 hours. Major factors affecting the travel time are traffic congestion along the route, bad road condition along the route and hilly road with sharp bends, turns and grade.

scholarly journals EVALUATION OF ELDERLY MOBILITY BASED ON TRANSIT CARD DATA IN SEOUL

2014 ◽  
Vol 26 (4) ◽  
pp. 281-290 ◽  
Author(s):  
Ji-Young Song ◽  
Jin Ki Eom ◽  
Sung Il Kim
Keyword(s):  
Travel Time ◽  
Senior Citizens ◽  
Single Mode ◽  
Social Benefits ◽  
Travel Times ◽  
Average Travel Time ◽  
The Individual ◽  
Elderly Mobility ◽  
Bus Travel Time ◽  
Metro System

We analyzed the travel patterns of senior citizens in Seoul using Automatic Fare Collection (AFC) data. We focused specifically on mode choices and transfer patterns. Results showed that 99% of trips made by senior citizens (individuals over 65 years old), who were given free subway transit passes, consisted of single-mode trips. Average travel time was 31 minutes, and subway travel times were longer than bus travel times. Individuals made fewer transfers, took longer metro trips, and paid smaller fares when using their free subway transit cards. They were more negatively sensitive to bus travel time than metro travel time. Encouraging older adult travelers to use transfers that increase costs to a modest extent might help improve travel quality among a group of individuals who find it difficult to enter the metro system or who are uncomfortable making inter-metro transfers. Additionally, as older adults have more time, yet are economically disadvantaged and take more leisure trips, travel improvements could include adopting a time-flexible fare discount. We discuss these improvements in terms of the individual and social benefits afforded to transit passengers in South Korea.

scholarly journals Impact of connected vehicle guidance information on network-wide average travel time

2017 ◽  
Vol 9 (1) ◽  
pp. 168781401668335 ◽  
Author(s):  
Jiangfeng Wang ◽  
Jiarun Lv ◽  
Qian Zhang ◽  
Xuedong Yan
Keyword(s):  
Travel Time ◽  
Data Exchange ◽  
Positive Impact ◽  
Penetration Rate ◽  
Transportation Systems ◽  
Time Variability ◽  
Connected Vehicle ◽  
Vehicle Guidance ◽  
Average Travel Time ◽  
The Impact

With the emergence of connected vehicle technologies, the potential positive impact of connected vehicle guidance on mobility has become a research hotspot by data exchange among vehicles, infrastructure, and mobile devices. This study is focused on micro-modeling and quantitatively evaluating the impact of connected vehicle guidance on network-wide travel time by introducing various affecting factors. To evaluate the benefits of connected vehicle guidance, a simulation architecture based on one engine is proposed representing the connected vehicle–enabled virtual world, and connected vehicle route guidance scenario is established through the development of communication agent and intelligent transportation systems agents using connected vehicle application programming interface considering the communication properties, such as path loss and transmission power. The impact of connected vehicle guidance on network-wide travel time is analyzed by comparing with non-connected vehicle guidance in response to different market penetration rate, following rate, and congestion level. The simulation results explore that average network-wide travel time in connected vehicle guidance shows a significant reduction versus that in non–connected vehicle guidance. Average network-wide travel time in connected vehicle guidance have an increase of 42.23% comparing to that in non-connected vehicle guidance, and average travel time variability (represented by the coefficient of variance) increases as the travel time increases. Other vital findings include that higher penetration rate and following rate generate bigger savings of average network-wide travel time. The savings of average network-wide travel time increase from 17% to 38% according to different congestion levels, and savings of average travel time in more serious congestion have a more obvious improvement for the same penetration rate or following rate.

scholarly journals Escolha de modo no acesso terrestre a aeroportos considerando a confiabilidade do tempo de viagem

TRANSPORTES ◽  
2011 ◽  
Vol 19 (1) ◽  
pp. 68 ◽  
Author(s):  
Bianca Bianchi Alves ◽  
Orlando Strambi
Keyword(s):  
Travel Time ◽  
Stated Preference ◽  
Mixed Logit ◽  
Safety Margin ◽  
Sao Paulo ◽  
São Paulo ◽  
Travel Time Reliability ◽  
Inertia Effects ◽  
Average Travel Time ◽  
The Individual

<p><strong>Resumo: </strong>O objetivo do trabalho é identificar variações sistemáticas da importância atribuída por viajantes aéreos aos fatores que influenciam a escolha de modo para acesso terrestre ao Aeroporto Internacional de São Paulo. A análise utilizou dados de uma pesquisa de preferência declarada conduzida com residentes na região viajando para destinos internacionais. Os indivíduos ordenavam 4 alternativas: automóvel, táxi, ônibus expresso existente e um trem expresso proposto, descritas pelos atributos de custo, tempo esperado de viagem e confiabilidade do tempo de viagem, expressa através de uma margem de segurança. Modelos de escolha discreta foram estimados, considerando os efeitos de painel, aninhamento e de inércia. Os resultados indicaram que viajantes a negócios e de alta renda são menos sensíveis ao custo da viagem de acesso ao aeroporto. A importância da confiabilidade do tempo de viagem é maior do que a atribuída ao tempo esperado de viagem e não foi afetada por variações sistemáticas.</p><p><em>Palavras-chave: </em>valor de confiabilidade; acesso terrestre a aeroportos; escolha de modo; modelo logit misto; preferência declarada.</p><p><strong>Abstract: </strong>The paper analyses systematic variation of tastes and preferences of air travelers regarding the choice of mode for the ground access to the São Paulo International Airport. A stated preference survey was conducted with individuals traveling to international destinations. Each respondent ranked 4 alternatives: auto, taxi, the existing express bus, and a proposed express train. Attributes describing modes were travel cost, average travel time and travel time reliability, expressed as a safety margin – the time period allocated by the individual for arriving at the airport at the preferred time. Discrete mode choice models were estimated, considering panel, nesting and inertia effects. Results indicated that business and higher income travelers are less sensitive to access cost. The importance of the reliability of travel time is higher than the importance of average travel time and is not affected by systematic variations.</p><p><em>Keywords: </em>value of realibility; ground access to airport; modal choice; mixed logit model; stated preference.</p>

Empirical Study On Attributes Leading To Satisfaction Among Bank Customer

2019 ◽  
Vol 118 (7) ◽  
pp. 101-110
Author(s):  
Ms.U.Sakthi Veeralakshmi ◽  
Dr.G. Venkatesan
Keyword(s):  
Service Quality ◽  
Behavioral Intention ◽  
Banking Sector ◽  
Positive Impact ◽  
Quality Performance ◽  
Public And Private ◽  
The Difference ◽  
The Individual ◽  
Private Banking ◽  
Service Gap

This research aims at measuring the service quality in public and private banking sector and identifying its relationship to customer satisfaction and behavioral intention. The study was conducted among 500 bank customers by using revised SERVQUAL instrument with 26 items. Behavioral intention of the customers was measured by using the behavioral intention battery. The researcher has used a seven point likert scaling to measure the expected and perceived service quality (performance) and the behavioral intention of the customer. The instrument was selected as the most reliable device to measure the difference-score conceptualization. It is used to evaluate service gap between expectation and perception of service quality. Modifications are made on the SERVQUAL instrument to make it specific to the Banking sector. Questions were added to the instrument like Seating space for waiting (Tangibility), Parking space in the Bank (Tangibility), Variety of products / schemes available (Tangibility), Banks sincere steps to handling Grievances of the customers (Responsiveness). The findings of the study revealed that the customer’s perception (performance) is lower than expectation of the service quality rendered by banks. Responsiveness and Assurance SQ dimensions were the most important dimensions in service quality scored less SQ gap. The study concluded that the individual service quality dimensions have a positive impact on Overall Satisfaction.

Entrepreneurship in regions: differentiated impacts of the socio cultural and gender types

2015 ◽  
Vol 28 (1) ◽  
pp. 45-76 ◽  
Author(s):  
Claudio Mancilla ◽  
José Ernesto Amorós
Keyword(s):  
Negative Impact ◽  
Positive Impact ◽  
Fear Of Failure ◽  
Content Type ◽  
Reference Models ◽  
Cultural Aspects ◽  
And Gender ◽  
The Individual ◽  
Practical Implications ◽  
Secondary City

Purpose The purpose of this paper is to study the differentiated impact of factors that influence the propensity to entrepreneur in a sample of people in Chile. A distinction is made between individuals that live in primary cities and secondary cities. The differentiating factors are socio‐cultural aspects (reference models – positive examples of entrepreneurs – and perception of social fear of failure) and the gender of the individual. Design/methodology/approach For the research data from the survey used in Chile by the Global Entrepreneurship Monitor for the years 2010 and 2011 were used. A logit model was used to determine the differentiated impact of the analysed factors and interactions were done using the method proposed by Corneliâen and Sonderhof (2009). Findings These showed that the fact that an individual lives in a secondary city decreases his entrepreneurship probability. The positive impact that the reference models have is weaker in women. Contrary to what was expected, the negative impact of the fear of failure perception is weaker in women. Practical implications These results have the implications to suggest focused public policies and differentiations that consider the socio‐cultural, territorial (focused in cities) and gender aspects. Originality/value The research contributes by giving empirical evidence of the existence of the negative impact of living in a secondary city and of differentiated effects of socio‐cultural factors from the gender perspective.

Estimating Express Train Preference of Urban Railway Passengers Based on Extreme Gradient Boosting (XGBoost) using Smart Card Data

2021 ◽  
pp. 036119812110133
Author(s):  
Eun Hak Lee ◽  
Kyoungtae Kim ◽  
Seung-Young Kho ◽  
Dong-Kyu Kim ◽  
Shin-Hyung Cho
Keyword(s):  
Travel Time ◽  
Smart Card ◽  
Public Transportation ◽  
Gradient Boosting ◽  
Log Data ◽  
Smart Card Data ◽  
Extreme Gradient Boosting ◽  
Express Train ◽  
Total Travel Time ◽  
The Individual

As the share of public transport increases, the express strategy of the urban railway is regarded as one of the solutions that allow the public transportation system to operate efficiently. It is crucial to express the urban railway’s express strategy to balance a passenger load between the two types of trains, that is, local and express trains. This research aims to estimate passengers’ preference between local and express trains based on a machine learning technique. Extreme gradient boosting (XGBoost) is trained to model express train preference using smart card and train log data. The passengers are categorized into four types according to their preference for the local and express trains. The smart card data and train log data of Metro Line 9 in Seoul are combined to generate the individual trip chain alternatives for each passenger. With the dataset, the train preference is estimated by XGBoost, and Shapley additive explanations (SHAP) is used to interpret and analyze the importance of individual features. The overall F1 score of the model is estimated to be 0.982. The results of feature analysis show that the total travel time of the local train feature is found to substantially affect the probability of express train preference with a 1.871 SHAP value. As a result, the probability of the express train preference increases with longer total travel time, shorter in-vehicle time, shorter waiting time, and few transfers on the passenger’s route. The model shows notable performance in accuracy and provided an understanding of the estimation results.

scholarly journals Macroscopic dynamics and the collapse of urban traffic

2018 ◽  
Vol 115 (50) ◽  
pp. 12654-12661 ◽  
Author(s):  
Luis E. Olmos ◽  
Serdar Çolak ◽  
Sajjad Shafiei ◽  
Meead Saberi ◽  
Marta C. González
Keyword(s):  
Travel Time ◽  
Road Network ◽  
Spatial Dynamics ◽  
Urban Traffic ◽  
Nonequilibrium Phase Transition ◽  
Vehicle Miles Traveled ◽  
The Road ◽  
Road Capacity ◽  
Total Vehicle ◽  
The Individual

Stories of mega-jams that last tens of hours or even days appear not only in fiction but also in reality. In this context, it is important to characterize the collapse of the network, defined as the transition from a characteristic travel time to orders of magnitude longer for the same distance traveled. In this multicity study, we unravel this complex phenomenon under various conditions of demand and translate it to the travel time of the individual drivers. First, we start with the current conditions, showing that there is a characteristic time τ that takes a representative group of commuters to arrive at their destinations once their maximum density has been reached. While this time differs from city to city, it can be explained by Γ, defined as the ratio of the vehicle miles traveled to the total vehicle distance the road network can support per hour. Modifying Γ can improve τ and directly inform planning and infrastructure interventions. In this study we focus on measuring the vulnerability of the system by increasing the volume of cars in the network, keeping the road capacity and the empirical spatial dynamics from origins to destinations unchanged. We identify three states of urban traffic, separated by two distinctive transitions. The first one describes the appearance of the first bottlenecks and the second one the collapse of the system. This collapse is marked by a given number of commuters in each city and it is formally characterized by a nonequilibrium phase transition.

scholarly journals Factors Determining Income among Real Estate Salespersons: The Impacts of Individual Conditions, Franchises, and Regular Chains

2015 ◽  
Vol 7 (11) ◽  
pp. 94
Author(s):  
Chun-Chang Lee ◽  
Cheng-Huang Tung ◽  
Yu-Heng Lee ◽  
Shu-Man You
Keyword(s):  
Real Estate ◽  
Hierarchical Linear Modeling ◽  
Positive Impact ◽  
Working Hours ◽  
Education Level ◽  
Linear Modeling ◽  
Individual Level ◽  
The Individual ◽  
The Given ◽  
Regular Chains

<p>This study explores the factors that affect the incomes of real estate salespersons by applying hierarchical linear modeling (HLM) to investigate the incomes of real estate salespersons in Kaohsiung. A total of 510 questionnaires were distributed to large chain housing agencies, of which a total of 319 effective samples were retrieved from 54 branch stores, for an effective return rate of 62.55%. The empirical results showed that individual incomes vary significantly from store to store. About 4.8% of the variation in individual incomes was due to differences among different branch stores. The individual income of a real estate salesperson is also significantly affected by individual-level factors such as age, working hours, and working experience. The marginal impact of education level, age, working hours, and working experience on real estate salesperson income is moderated by the type of store at which the given salesperson works. In addition, a branch store’s location has a direct, significant, and positive impact on a real estate salesperson’s income.</p>

scholarly journals The Effect of Route-choice Strategy on Transit Travel Time Estimates

2019 ◽  
Author(s):  
Nate Wessel ◽  
Steven Farber
Keyword(s):  
Travel Time ◽  
Shortest Path ◽  
Imperfect Information ◽  
Optimal Path ◽  
Shortest Paths ◽  
Route Choice ◽  
Travel Times ◽  
Selection Strategies ◽  
Time Estimates ◽  
Average Travel Time

Estimates of travel time by public transit often rely on the calculation of a shortest-path between two points for a given departure time. Such shortest-paths are time-dependent and not always stable from one moment to the next. Given that actual transit passengers necessarily have imperfect information about the system, their route selection strategies are heuristic and cannot be expected to achieve optimal travel times for all possible departures. Thus an algorithm that returns optimal travel times at all moments will tend to underestimate real travel times all else being equal. While several researchers have noted this issue none have yet measured the extent of the problem. This study observes and measures this effect by contrasting two alternative heuristic routing strategies to a standard shortest-path calculation. The Toronto Transit Commission is used as a case study and we model actual transit operations for the agency over the course of a normal week with archived AVL data transformed into a retrospective GTFS dataset. Travel times are estimated using two alternative route-choice assumptions: 1) habitual selection of the itinerary with the best average travel time and 2) dynamic choice of the next-departing route in a predefined choice set. It is shown that most trips present passengers with a complex choice among competing itineraries and that the choice of itinerary at any given moment of departure may entail substantial travel time risk relative to the optimal outcome. In the context of accessibility modelling, where travel times are typically considered as a distribution, the optimal path method is observed in aggregate to underestimate travel time by about 3-4 minutes at the median and 6-7 minutes at the \nth{90} percentile for a typical trip.

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