Identification of Potential Freight Parking Locations in Urban Areas

2021 ◽  
pp. 036119812110130
Author(s):  
Glenn Vorhes ◽  
Ernest Perry ◽  
Soyoung Ahn
Keyword(s):  
United States ◽  
Information System ◽  
Satellite Imagery ◽  
Urban Areas ◽  
The United States ◽  
Truck Drivers ◽  
Short List ◽  
Automated Processes ◽  
Parking Facilities ◽  
Urban Sites

Truck parking is a crucial element of the United States’ transportation system as it provides truckers with safe places to rest and stage for deliveries. Demand for truck parking spaces exceeds supply and shortages are especially common in and around urban areas. Freight operations are negatively affected as truck drivers are unable to park in logistically ideal locations. Drivers may resort to unsafe practices such as parking on ramps or in abandoned lots. This report seeks to examine the potential parking availability of vacant urban parcels by establishing a methodology to identify parcels and examining whether the identified parcels are suitable for truck parking. Previous research has demonstrated that affordable, accessible parcels are available to accommodate truck parking. When used in conjunction with other policies, adaptation of urban sites could help reduce the severity of truck parking shortages. Geographic information system parcel and roadway data were obtained for one urban area in each of the 10 Mid America Association of Transportation Officials region states. Area and proximity filters were applied followed by spectral analysis of satellite imagery to identify candidate parcels for truck parking facilities within urban areas. The automated processes created a ranked short list of potential parcels from which those best suited for truck parking could be efficiently identified for inspection by satellite imagery. This process resulted in a manageable number of parcels to be evaluated further by local knowledge metrics such as availability and cost, existing infrastructure and municipal connections, and safety.

scholarly journals EPID-07. ACCESS TO GLIOBLASTOMA CLINICAL TRIALS FOR RURAL PATIENTS IN THE UNITED STATES FROM 2010–2020

2020 ◽  
Vol 22 (Supplement_2) ◽  
pp. ii79-ii79
Author(s):  
Kathryn Nevel ◽  
Samuel Capouch ◽  
Lisa Arnold ◽  
Katherine Peters ◽  
Nimish Mohile ◽  
...  
Keyword(s):  
United States ◽  
Clinical Trials ◽  
Rural Communities ◽  
The United States ◽  
Interventional Treatment ◽  
Phase Ii Trials ◽  
Treatment Trials ◽  
Rural Sites ◽  
Rural Patients ◽  
Urban Sites

Abstract BACKGROUND Patients in rural communities have less access to optimal cancer care and clinical trials. For GBM, access to experimental therapies, and consideration of a clinical trial is embedded in national guidelines. Still, the availability of clinical trials to rural communities, representing 20% of the US population, has not been described. METHODS We queried ClinicalTrials.gov for glioblastoma interventional treatment trials opened between 1/2010 and 1/2020 in the United States. We created a Structured Query Language database and leveraged Google application programming interfaces (API) Places to find name and street addresses for the sites, and Google’s Geocode API to determine the county location. Counties were classified by US Department of Agriculture Rural-Urban Continuum Codes (RUCC 1–3 = urban and RUCC 4–9 = rural). We used z-ratios for rural-urban statistical comparisons. RESULTS We identified 406 interventional treatment trials for GBM at 1491 unique sites. 8.7% of unique sites were in rural settings. Rural sites opened an average of 1.7 trials/site and urban sites 2.8 trials/site from 1/2010–1/2020. Rural sites offered more phase II trials (63% vs 57%, p= 0.03) and fewer phase I trials (22% vs 28%, p= 0.01) than urban sites. Rural locations were more likely to offer federally-sponsored trials (p< 0.002). There were no investigator-initiated or single-institution trials offered at rural locations, and only 1% of industry trials were offered rurally. DISCUSSION Clinical trials for GBM were rarely open in rural areas, and were more dependent on federal funding. Clinical trials are likely difficult to access for rural patients, and this has important implications for the generalizability of research as well as how we engage the field of neuro-oncology and patient advocacy groups in improving patient access to trials. Increasing the number of clinical trials in rural locations may enable more rural patients to access and enroll in GBM studies.

An economy of false securities? An analysis of murders inside gated residential developments in the United States

2012 ◽  
Vol 8 (2) ◽  
pp. 161-172 ◽  
Author(s):  
Rowland Atkinson ◽  
Oliver Smith
Keyword(s):  
United States ◽  
Urban Areas ◽  
The United States ◽  
Gated Communities ◽  
News Reports ◽  
Residential Developments ◽  
The Social ◽  
High Crime ◽  
Media Narratives ◽  
Forms Of Violence

The move to gated communities has been linked to both rising affluence and anxiety. These attempts to withdraw from the perceived dangers of urban areas are also predicated on the pursuit of a neighbourhood ideal, and freedom from danger is usually central to this ideal. This paper critically reconsiders these propositions by examining news reports and media narratives surrounding the nature of homicidal violence occurring within such developments. We have analysed fifty news reports from the last decade that address murder committed inside gated communities. In our analysis of these reports we suggest that attempts to neutralise danger in high crime societies are by no means guaranteed—even via the most strenuous efforts at deploying walls, gates and guards. Building on the arguments of Low (2003) and Zedner (2003), we suggest that demands for security are not only unending but that an outward-facing orientation that positions risk outside gated neighbourhoods is a denial of the continued danger of intimate and other forms of violence within communities and households behind gates. In this context the move to enclosure is more than a pragmatic attempt to defend against threat; it appears to reflect the impotence of efforts associated with addressing deep ontological insecurities. Studies continue to record high levels of fear in gated developments, and highly gendered risks of violence continue to be a part of the social reality of the segregated neighbourhood.

Reducing Rural Car Ownership: Cultural Not Policy Changes?

2018 ◽  
Vol 2672 (6) ◽  
pp. 1-10 ◽  
Author(s):  
Emma L. Rearick ◽  
Gregory L. Newmark
Keyword(s):  
United States ◽  
Land Use ◽  
Environmental Sustainability ◽  
Urban Areas ◽  
The United States ◽  
Multiple Regression Model ◽  
Census Bureau ◽  
Matched Pair ◽  
Car Ownership ◽  
Quarter Century

Automobile use is recognized as affecting public health, environmental sustainability, land use, and household expense. Car use is closely tied to car ownership rates. Most car ownership research focuses on urban areas; however, 97% of the United States’ land area and a fifth of its population remains rural. Factors that affect car ownership in these communities may be different than in more urbanized areas. This research focuses on the 2,285 counties in the continental United States that are defined as entirely rural by the guidelines established in the Agricultural Act of 2014. These counties were grouped by five multi-state regions using U.S. Census Bureau definitions. Their percentage changes in car ownership, as well as other demographic variables, over a quarter century were calculated using data from the 1990 Decennial Census and the 2014 5-Year American Community Survey. A multiple regression model was estimated for each grouping to identify counties with lower-than-expected changes in car ownership. For each grouping, one of these outlying counties was selected and matched with another county whose changes in car ownership were within expected ranges given demographic developments. Local professionals were then interviewed to identify policies possibly responsible for the difference in car ownership trends between the matched-pair counties. The interviews suggested that, contrary to expectation, transportation policies had no discernable effect on rural car ownership, but land use polices and, more often, cultural factors linked to changing populations were associated with reduced rural car ownership.

The effects of population and housing density in urban areas on income in the United States

2020 ◽  
Vol 35 (1) ◽  
pp. 27-47
Author(s):  
Daniel Hummel
Keyword(s):  
United States ◽  
Urban Areas ◽  
Metropolitan Areas ◽  
Rapid Development ◽  
The United States ◽  
Housing Density ◽  
Cross Sectional ◽  
Urban Density ◽  
Urbanization Economies ◽  
Benefits And Costs

Cities in the United States have become increasingly less dense either from sprawl from rapid development or vacancy due to decline. The benefits and costs of urban density have been a topic of research since the mid-20th century. The effect of urban density on incomes is one of these areas of research. Based on concepts rooted in urbanization economies and social output, it is assumed in this paper that an increase in urban density increases incomes. Urban density is defined as population and housing density. It was found using a cross-sectional lagged mediated multiple regression that population and housing density have statistically significant indirect effects on income in a sample of more than 300 metropolitan areas in the United States. The significant effects of these variables on employment and the effect of employment on income mediated these effects.

scholarly journals Health benefits of decreases in on-road transportation emissions in the United States from 2008 to 2017

2021 ◽  
Vol 118 (51) ◽  
pp. e2107402118
Author(s):  
Ernani F. Choma ◽  
John S. Evans ◽  
José A. Gómez-Ibáñez ◽  
Qian Di ◽  
Joel D. Schwartz ◽  
...  
Keyword(s):  
United States ◽  
Urban Areas ◽  
Metropolitan Areas ◽  
Health Benefits ◽  
The United States ◽  
Emission Factors ◽  
High Impact ◽  
Attributable Mortality ◽  
Emission Reductions ◽  
Air Pollution Regulation

Decades of air pollution regulation have yielded enormous benefits in the United States, but vehicle emissions remain a climate and public health issue. Studies have quantified the vehicle-related fine particulate matter (PM2.5)-attributable mortality but lack the combination of proper counterfactual scenarios, latest epidemiological evidence, and detailed spatial resolution; all needed to assess the benefits of recent emission reductions. We use this combination to assess PM2.5-attributable health benefits and also assess the climate benefits of on-road emission reductions between 2008 and 2017. We estimate total benefits of $270 (190 to 480) billion in 2017. Vehicle-related PM2.5-attributable deaths decreased from 27,700 in 2008 to 19,800 in 2017; however, had per-mile emission factors remained at 2008 levels, 48,200 deaths would have occurred in 2017. The 74% increase from 27,700 to 48,200 PM2.5-attributable deaths with the same emission factors is due to lower baseline PM2.5 concentrations (+26%), more vehicle miles and fleet composition changes (+22%), higher baseline mortality (+13%), and interactions among these (+12%). Climate benefits were small (3 to 19% of the total). The percent reductions in emissions and PM2.5-attributable deaths were similar despite an opportunity to achieve disproportionately large health benefits by reducing high-impact emissions of passenger light-duty vehicles in urban areas. Increasingly large vehicles and an aging population, increasing mortality, suggest large health benefits in urban areas require more stringent policies. Local policies can be effective because high-impact primary PM2.5 and NH3 emissions disperse little outside metropolitan areas. Complementary national-level policies for NOx are merited because of its substantial impacts—with little spatial variability—and dispersion across states and metropolitan areas.

scholarly journals Cargo Handling By Truckers And Competitive Advantage: Is There A Relationship?

2011 ◽  
Vol 4 (1) ◽  
pp. 87
Author(s):  
Jeff Kennedy
Keyword(s):  
United States ◽  
The United States ◽  
Truck Drivers ◽  
Transportation Industry ◽  
Industry Data ◽  
Cargo Handling ◽  
Labor Statistics ◽  
Mode Of Transportation ◽  
Bureau Of Labor Statistics ◽  
New Jobs

The transportation industry is one of the largest employers in the United States. In fact, employment in the transportation industry is expected to increase from 4,205,000 jobs in 2002 to 5,120,000 jobs in 2012, an increase of 914,000 jobs, with truck drivers, including heavy and tractor-trailer drivers adding 337,000 new jobs (U.S. Bureau of Labor Statistics, 2006 and NAICS Industry Data, 2004). Truck drivers are a valuable and unique resource in today's economy because companies rely on trucks to pick up and deliver merchandise. No other mode of transportation delivers door-to-door. While some goods may travel most of the way by ship, train, or airplane, almost every good is carried by truck at some point en route to its destination. (West, 1-46)

scholarly journals Rural tobacco use across the United States: How rural and urban areas differ, broken down by census regions and divisions

2016 ◽  
Vol 39 ◽  
pp. 153-159 ◽  
Author(s):  
Megan E. Roberts ◽  
Nathan J. Doogan ◽  
Allison N. Kurti ◽  
Ryan Redner ◽  
Diann E. Gaalema ◽  
...  
Keyword(s):  
United States ◽  
Tobacco Use ◽  
Urban Areas ◽  
The United States ◽  
Rural And Urban Areas ◽  
Rural And Urban

METHADONE AND CHILDREN

PEDIATRICS ◽  
1971 ◽  
Vol 48 (2) ◽  
pp. 173-175
Author(s):  
Saul Blatman
Keyword(s):  
United States ◽  
Urban Areas ◽  
Methadone Maintenance ◽  
The United States ◽  
Heroin Addiction ◽  
Analgesic Drug ◽  
Heroin Addicts ◽  
Near Future

The increasing use of methadone maintenance (substitution) programs1-3 in the treatment of adult heroin addiction has created situations for children which require the attention of pediatricians. Methadone is an analgesic drug. In urban areas, thousands of heroin addicts are now receiving high dosage of methadone, usually 80 to 120 mg daily. This approach to heroin addiction has met with greater success than any other form of treatment. It is expected that increasing numbers of heroin addicts will be treated in the near future by this method throughout the United States and Canada.4 Pediatricians should focus on three aspects of the problem as follows:

Why Do People Migrate?

On the Move ◽  
2016 ◽  
Author(s):  
Filiz Garip
Keyword(s):  
United States ◽  
Rural Communities ◽  
Urban Areas ◽  
The United States ◽  
Family Ties ◽  
Small Minority ◽  
The Third ◽  
Majority Group ◽  
First Time ◽  
Over Time

This chapter provides an overview of the migration field, and a brief review of Mexico–U.S. migration flows up to 1965, the year the analysis here begins. It describes the data and methods that led the author to discover four groups among first-time migrants from Mexico to the United States between 1965 and 2010. The first cluster—mostly uneducated and poor men from rural communities—was the majority in the 1970s but dropped to a small minority by the 1990s. The second cluster—many of them teenage boys from relatively better-off families—peaked in the 1980s, becoming the majority group at that time, but declined consistently in size thereafter. The third cluster—mostly women with family ties to former migrants—was increasing slowly in size until it experienced a sudden spike in the early 1990s. And the fourth cluster—mostly educated men from urban areas—grew persistently over time, grabbing the majority status among all first-time migrants in the early 1990s.

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