scholarly journals Analysis of Space Usage on Train Station Platforms Based on Trajectory Data

2020 ◽  
Vol 12 (20) ◽  
pp. 8325
Author(s):  
Mira Küpper ◽  
Armin Seyfried
Keyword(s):  
Waiting Times ◽  
Time Of Day ◽  
Level Of Service ◽  
Trajectory Data ◽  
Specific Level ◽  
Train Station ◽  
Flow Profiles ◽  
Realistic Assessment ◽  
The Times ◽  
Measurement And Evaluation

The functionality of railway platforms could be assessed by level of service concepts. They describe interactions between humans and the built environment and allow one to rate risks due to overcrowding. To improve existing concepts, a detailed analysis of how pedestrians use the space was performed, and new measurement and evaluation methods are introduced. Trajectories of passengers at platforms in Bern and Zurich Hardbrücke (Switzerland) were analysed. Boarding and alighting passengers show different behaviour, considering the travel paths, waiting times and mean speed. Density, speed and flow profiles were exploited and a new measure for the occupation of space is introduced. The analysis has shown that it is necessary to filter the data in order to reach a realistic assessment of the level of service. Three main factors should be considered: the time of day, the times when trains arrive and depart and the platform side. Therefore, density, speed and flow profiles were averaged over one minute and calculated depending on the train arrival. The methodology developed in this article is the basis for enhanced and more specific level of service concepts and offers the possibility to optimise planning of transportation infrastructures with regard to functionality and sustainability.

Spatiotemporal distribution of foraging in a marine predator: behavioural drivers of hotspot formation

2020 ◽  
Vol 635 ◽  
pp. 187-202
Author(s):  
T Brough ◽  
W Rayment ◽  
E Slooten ◽  
S Dawson
Keyword(s):  
Time Of Day ◽  
Spatiotemporal Distribution ◽  
Temporal Effects ◽  
Marine Predator ◽  
Marine Predators ◽  
Additive Mixed Models ◽  
Density Analysis ◽  
The Times ◽  
Passive Acoustic ◽  
Spatial Locations

Many species of marine predators display defined hotspots in their distribution, although the reasons why this happens are not well understood in some species. Understanding whether hotspots are used for certain behaviours provides insights into the importance of these areas for the predators’ ecology and population viability. In this study, we investigated the spatiotemporal distribution of foraging behaviour in Hector’s dolphin Cephalorhynchus hectori, a small, endangered species from New Zealand. Passive acoustic monitoring of foraging ‘buzzes’ was carried out at 4 hotspots and 6 lower-use, ‘reference areas’, chosen randomly based on a previous density analysis of visual sightings. The distribution of buzzes was modelled among spatial locations and on 3 temporal scales (season, time of day, tidal state) with generalised additive mixed models using 82000 h of monitoring data. Foraging rates were significantly influenced by all 3 temporal effects, with substantial variation in the importance and nature of each effect among locations. The complexity of the temporal effects on foraging is likely due to the patchy nature of prey distributions and shows how foraging is highly variable at fine scales. Foraging rates were highest at the hotspots, suggesting that feeding opportunities shape fine-scale distribution in Hector’s dolphin. Foraging can be disrupted by anthropogenic influences. Thus, information from this study can be used to manage threats to this vital behaviour in the locations and at the times where it is most prevalent.

scholarly journals Exploring the Influence of E-Hailing Applications on the Taxi Industry—From the Perspective of the Drivers

2021 ◽  
Vol 10 (2) ◽  
pp. 77
Author(s):  
Yitong Gan ◽  
Hongchao Fan ◽  
Wei Jiao ◽  
Mengqi Sun
Keyword(s):  
Driving Behavior ◽  
Urban Traffic ◽  
Behavior Changes ◽  
Transportation Industry ◽  
Trajectory Data ◽  
Long Distance ◽  
Taxi Drivers ◽  
Driving Behaviors ◽  
Taxi Industry ◽  
The Times

In China, the traditional taxi industry is conforming to the trend of the times, with taxi drivers working with e-hailing applications. This reform is of great significance, not only for the taxi industry, but also for the transportation industry, cities, and society as a whole. Our goal was to analyze the changes in driving behavior since taxi drivers joined e-hailing platforms. Therefore, this paper mined taxi trajectory data from Shanghai and compared the data of May 2015 with those of May 2017 to represent the before-app stage and the full-use stage, respectively. By extracting two-trip events (i.e., vacant trip and occupied trip) and two-spot events (i.e., pick-up spot and drop-off spot), taxi driving behavior changes were analyzed temporally, spatially, and efficiently. The results reveal that e-hailing applications mine more long-distance rides and new pick-up locations for drivers. Moreover, driver initiative have increased at night since using e-hailing applications. Furthermore, mobile payment facilities save time that would otherwise be taken sorting out change. Although e-hailing apps can help citizens get taxis faster, from the driver’s perspective, the apps do not reduce their cruising time. In general, e-hailing software reduces the unoccupied ratio of taxis and improves the operating ratio. Ultimately, new driving behaviors can increase the driver’s revenue. This work is meaningful for the formulation of reasonable traffic laws and for urban traffic decision-making.

Ferry Route Level of Service

1997 ◽  
Vol 1608 (1) ◽  
pp. 6-16 ◽  
Author(s):  
Joseph P. Savage
Keyword(s):  
Statistical Analysis ◽  
Waiting Time ◽  
Waiting Times ◽  
Absolute Number ◽  
Service Level ◽  
Washington State ◽  
Point Of View ◽  
Level Of Service ◽  
Transportation Service

Transportation service level measurements have been commonly used and accepted for highway systems, but similar service measures for ferry systems are less common, especially from the users’ point of view. An approach to measuring ferry route level of service is described that allows comparisons among ferry routes and between ferries and alternate modes such as highways (i.e., drive-around choices) and transit. The recommended approach focuses on excess user waiting times (excess delay) by mode (automobile, registered carpool or vanpool, bus, truck, and walk-on passenger), combined with calibrated relationships between volume-to-capacity (V/C) ratio and user delays for forecasting purposes. Data on waiting times for vehicles in the queues were collected on all ferry routes serviced by Washington State Ferries, and an extensive statistical analysis was performed to compute the relationships between V/C ratios and excess waiting times. Excess delay was defined as the waiting time for missed vessel sailings due to overloads, if any, after a ferry patron has arrived at the dock. User delays were expressed in two forms: absolute number of minutes of waiting time, and the number of boat sailings missed before boarding a ferry. The “boat wait” concept was introduced to differentiate between excess delays caused by congestion that prevents a driver from boarding the next ferry, and delays related to the amount of service provided on a route as reflected in the headways between vessels.

scholarly journals What Drives Single Occupant Traveler Decisions in HOT Lanes? An Investigation Using Archived Traffic and Tolling Data from the MnPASS Express Lanes

2020 ◽  
Author(s):  
Noah J. Goodall ◽  
Brian L. Smith
Keyword(s):  
Driver Behavior ◽  
Time Of Day ◽  
Transportation Systems ◽  
Level Of Service ◽  
Peak Period ◽  
Traffic Conditions ◽  
Hot Lanes ◽  
Under Construction ◽  
High Level ◽  
The Cost

High-occupancy toll (HOT) lanes are in operation, under construction, and planned for in several major metropolitan areas. The premise behind HOT lanes is to allow single occupant vehicles (SOVs) to access high occupancy vehicle (HOV) lanes (and, a higher level of service) if they are willing to pay a toll. To maintain a high level of service in the HOT lanes, the toll rate is set dynamically to restrict the number of SOVs which access the facility as it nears capacity. Thus, HOT facilities provide operators of transportation systems with a new operations tool: pricing. In order to effectively use pricing, it is critical to understand driver behavior when faced with a set of traffic conditions and toll levels. This paper presents the results of an empirical investigation into the relationship between toll rate, traffic conditions, and SOV driver behavior, based on data from the dynamically-tolled I-394 HOT facility in Minneapolis, Minnesota. Analysis of the empirical data indicated that a large percentage of SOV drivers use the HOT lanes at different, yet predictable rates throughout the AM peak period, even when there is no clear travel time advantage. After accounting for these “regular” users, the remaining SOV drivers utilize the HOT lanes at greater rates when the cost per hour of commute time saved is lowest. A model was developed that incorporates both of these findings, predicting HOT lane usage rates based on time savings, time of day, and toll rates with an R2 value of 0.684.

Lane Change Rates at Freeway Weaving Sites: Trends in HCM6 and from NGSIM Trajectories

2019 ◽  
Vol 2673 (5) ◽  
pp. 627-636 ◽  
Author(s):  
Ishtiak Ahmed ◽  
Dezhong Xu ◽  
Nagui Rouphail ◽  
Alan Karr
Keyword(s):  
Empirical Data ◽  
Segment Length ◽  
Level Of Service ◽  
Lane Change ◽  
Travel Times ◽  
Trajectory Data ◽  
Freeway Traffic ◽  
Lane Changes

Concerns have been raised about the HCM6 weaving method’s lack of sensitivity to weaving segment length. This study explores the trends in HCM6 as they relate to lane change estimates and their impact on the segment speed and level of service (LOS). The study also compares HCM6 estimates of lane changes against empirical data from an NGSIM weaving site. Thus, the objectives of this study are twofold: ( a) critically investigate the effect of weaving length on lane change and associated speed model estimates in HCM6, and ( b) analyze trends in lane changes against congestion levels using detailed NGSIM trajectory data, comparing against HCM6 estimates. For ( a) it was found that the lack of sensitivity to weave length is because of the absence of this parameter in the nonweaving lane change and speed models. For ( b), a comparison of HCM6 lane change rates with NGSIM, US-101 data confirmed that the HCM6 estimates for weaving vehicles are fully consistent with those at the NGSIM site, controlling for density. In contrast, nonweaving lane change estimates in HCM6 did not deliver the expected trends, with more discretionary lane changes predicted as congestion increased. Finally, analysis of lane change patterns at the NGSIM site revealed a tendency for early merging for freeway to ramp traffic and uniform merging for ramp to freeway traffic over the length of the weave. Interestingly, a speed analysis showed that in most cases, a higher frequency of discretionary lane changes yielded lower travel times for drivers executing them.

Obtaining Public Transport Level-of-Service Measures Using In-Vehicle GPS Data and Freely Available GIS Web-Based Tools

2014 ◽  
pp. 258-275 ◽  
Author(s):  
Julián Arellana ◽  
Juan de Dios Ortúzar ◽  
Luis I. Rizzi ◽  
Felipe Zuñiga
Keyword(s):  
Public Transport ◽  
Low Cost ◽  
Waiting Times ◽  
Geographic Location ◽  
Level Of Service ◽  
Gps Data ◽  
Travel Times ◽  
Public Transport System ◽  
Bus Stops ◽  
Bus Networks

In this chapter, the authors present a procedure to obtain some Level-Of-Service (LOS) measures, such as waiting times, travel times, and their variability, at any spatial and temporal aggregation level for dense bus networks using freely available map and geographic software. The proposed methodology is highly flexible, as it can accommodate either fixed or variable space-time aggregations. It can handle vast amounts of GPS data yielding LOS results relatively quickly. Furthermore, it can be implemented at relatively low cost in terms of software requirements using freely available software. An illustration of the proposed procedure and its results to obtain LOS measures such as travel times and their variability among bus stops and waiting times for every bus stop are reported using the geographic location of bus stops and offline GPS data available (every 30 seconds) for all operating buses in Santiago´s public transport system.

Abstract 143: Evaluation of Interval Times from Onset to Recanalization in Patients Undergoing Endovascular Therapy in the IMS III Trial

Stroke ◽  
2014 ◽  
Vol 45 (suppl_1) ◽  
Author(s):  
Mayank Goyal ◽  
Bijoy Menon ◽  
Liqiong Fan ◽  
Andrew Demchuk ◽  
Sharon Yeatts ◽  
...  
Keyword(s):  
Endovascular Therapy ◽  
Multiple Comparisons ◽  
Time Of Day ◽  
Endovascular Techniques ◽  
Trial Duration ◽  
Night Time ◽  
Time Intervals ◽  
After Hours ◽  
The Times ◽  
Iv Tpa

Background: There were significant delays in achieving recanalization observed in the IA arm of IMS III. A detailed analysis of the workflow helps to identify factors contributing to overall delay. Methods: In 418 subjects randomized to the IA arm, the following time intervals were calculated: stroke onset to ED arrival; ED to CT; CT to start of IV tPA; IV tPA to randomization; randomization to groin puncture; groin puncture to thrombus identification; thrombus identification to start of IA therapy; start of IA therapy to reperfusion. The effects of time of day and general anesthesia (GA) on workflow were evaluated. The change of ED to reperfusion and groin puncture to reperfusion over the study period were also evaluated. All times are reported as medians (with IQR).Kruskal-Wallis test was applied. Results: Time intervals are shown in figure 1. Intubation had no significant effect on the overall workflow time. The time from CT to groin puncture during business hours (Mon-Fri; 0800-1700) was 119 min (n=201; IQR 49 min) and after hours was 141 min (n=203; IQR 54 min, p <0.0001). The time from CT to groin puncture during day time (0800-2100) was 127 min (n=341; IQR: 51 min) and during night time was 142 min (n=63; IQR 60 min, p=0.0012). After adjusting for multiple comparisons (Bonferroni method), the times from ED to reperfusion (316 min in 1st quartile to 246 min in last quartile,p<0.0001), and groin puncture to reperfusion (145 min in 1st quartile to 120 min in last quartile;p=0.0005) decreased over the trial duration. Conclusion: In the endovascular arm of the IMS III trial there were significant delays from start of IV tPA to groin puncture. Endovascular techniques used in the trial were quite inefficient in achieving recanalization. Use of GA did not result in additional delays. Endovascular treatment outside of daytime hours did result in slight additional delays. These data may help in designing, optimizing and documenting workflow in current and future endovascular trials.

The Empirical Study on the Relationships among the Times of Lane-Changing, Speed and Density of Traffic Flow - For Level of Service Two in Different Lanes of Weaving Area of Urban Expressway

2012 ◽  
Vol 209-211 ◽  
pp. 934-937
Author(s):  
Han Xie ◽  
Yang Sheng Jiang ◽  
Juan Xiu Zhu ◽  
Xi Zhao Lu
Keyword(s):  
Empirical Study ◽  
Traffic Flow ◽  
Level Of Service ◽  
Traffic Condition ◽  
Lane Changing ◽  
Urban Expressway ◽  
Statistical Relationships ◽  
The Times

This paper analyzed the statistical relationships among lane-changing, speed and density of traffic flow in different lanes of urban expressway weaving area under a given traffic condition and LOS two. A series of models was recommended. And then, the effectiveness between the recommended model and the existing model was compared. Although the optimization effect not very clear, but it shows that the lane-changing factors have some effects .

Evaluation of Bus Reliability Measures and Development of a New Composite Indicator

2015 ◽  
Vol 2533 (1) ◽  
pp. 91-99 ◽  
Author(s):  
Antonio Gittens ◽  
Amer Shalaby
Keyword(s):  
User Behavior ◽  
Waiting Times ◽  
Linear Regression Analysis ◽  
Time Of Day ◽  
Travel Times ◽  
City Center ◽  
Route Length ◽  
Time Buffer ◽  
Stop Spacing ◽  
The City

Reliability is cited as a key aspect of service quality, but many of the indicators in use today do not measure reliability from the user's perspective. A review of earlier work on transit user behavior concluded that the traveler's perspective of reliability was driven by punctuality in arriving at the destination, short waiting times at the origin stop, and consistent wait and travel times. Twenty indicators were assessed, but none were well suited to capturing all of these elements of reliability. A new measure, journey time buffer index (JTBI), was therefore proposed; the index used estimates of wait times at bus stops while capturing variability in wait and travel times that tended to increase the disutility of transit travel. Alternative formulations were developed for short and long headway service, and the new indicator was applied to the London Transit Commission's bus network in London, Ontario, Canada. This procedure demonstrated that the JTBI was better suited to identifying the factors contributing to unreliable service than metrics that focused on a single component of reliability. A linear regression analysis also highlighted that route length, stop spacing, time of day, route orientation relative to the city center, and passenger load all influenced reliability although the low adjusted R2 value of .298 showed that some major causes of reliability were not captured by the model.

scholarly journals Effects from usage of pre-trip information and passenger scheduling strategies on waiting times in public transport: an empirical survey based on a dedicated smartphone application

2019 ◽  
Author(s):  
Ulrik Berggren ◽  
Karin Brundell-Freij ◽  
Helena Svensson ◽  
Anders Wretstrand
Keyword(s):  
Travel Time ◽  
Public Transport ◽  
Waiting Times ◽  
Personal Characteristics ◽  
Ground Truth ◽  
Travel Behaviour ◽  
Smartphone Application ◽  
Time Of Day ◽  
Trip Purpose ◽  
Departure Time

AbstractWaiting times are important indicators of the degree of travel time optimisation and other behavioural traits among public transport (PT) passengers. As previous studies have shown, the level and usage of pre-trip information regarding schedule or real-time departures are important factors that influence the potential to realise travel time savings by enabling PT passengers to optimise waiting times. Most empirical evidence regarding the revealed PT travel behaviour concerning information levels is based on manual interviews or traditional travel surveys, in which there is a risk that the actual context of where and when the choice of departure time was made is not taken into account. This paper reports the results of a travel survey based on a dedicated smartphone application applied in a field study in a Swedish mid-size urban and regional context. Context-aware notification prompting was used to allow respondents to state their use of pre-trip information as well as whether they had pre-planned their trip and how contingent planning aids were used for time optimisation. The implications on passenger waiting times of the use of information regarding departure times by passengers were emphasised during analyses of the resulting data, along with personal characteristics, in which auxiliary sources such as timetable data and Automatic Vehicle Location were utilised to determine ground truth trip trajectories and trip-contextual factors. The results indicate the significance of having access to pre-trip information, especially for long trips above one hour’s duration, in order to pre-plan and thereby optimise waiting times. In addition, the use and source of pre-trip information differ among age and gender groups. Trip purpose and time of day to some extent determine waiting times and choice of trip optimisation strategy (arrival or departure time).

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