Station Access Research Articles

Spatial interpolation techniques comparison and evaluation: The case of ground-based gravity and elevation datasets of the central Main Ethiopian rift

The ground-based gravity data reveals diverse anomaly signatures in areas of the Main Ethiopian rift where active volcanic and tectonic activities are dominant. In such a region ground-based data collection is restricted to existing roads and relies on accessible stations. These resulted in gaps in data, either missing, uneven, or insufficient spatial coverage that must be estimated with proper interpolation techniques. Comparison and evaluations of the spatial interpolation methods that are commonly used in potential field geophysical data analysis were made for the terrestrial gravity and elevation data of the central Main Ethiopian rift. In this research, two widely used interpolation techniques, minimum curvature interpolation, and Ordinary Kriging were compared and assessed. A 10 % hold-out validation was employed, where 90 % of the data points were used to generate interpolated surfaces, which were then evaluated against the remaining 10 %. Following interpolation with each technique, the generated grid was converted into discrete data points (estimated values). These are then compared with the available gravity data, which were deliberately excluded from the gridding process (10 % remaining dataset). The accuracy of each method was assessed by evaluation metrics such as mean value, variance, Mean Absolute Error (MAE), Root Mean Square Error (RMSE), correlation coefficient (r), and R-squared. The results showed that the ordinary Kriging interpolation method outperformed the minimum curvature interpolants for gravity data with all performance metrics, while both interpolants seem to perform equally well for the elevation dataset. Therefore, it is proposed to use the Kriging interpolation method for potential field gravity studies conducted in the central Main Ethiopia rift.

Emergency Feminine-Hygiene Accessible Stations: Action Research to Advance Gender Equality in a Chinese University

Emergency Feminine-Hygiene Accessible Stations: Action Research to Advance Gender Equality in a Chinese University

Transit Oriented Development for Airport Rail Link Stations

This research is aimed at investigating how each of the five factors in transit-oriented development (TOD) principles including 1) Land Use Density such as population density, employment density, household density 2) Land Use Diversity, 3) Station Design, 4) Station Access Distance and 5) Destination Accessibility affects the passengers decision in riding the Airport Rail Link (ARL) services. An interview survey of two hundred spatially stratified sample are conducted of which the responses are statistically analyzed. It is found that land use density, destination accessibility and station access distance are among the top influential factors affecting passenger decision choices on ARL that should be prioritized for further improvements. When considering the sub-factors of each main factor, they affect the passenger decision choice of regular and non-regular users in a similar pattern. In land use density perspective, the development should focus on selecting station areas that have potentials for upgrading into high-density development. In destination accessibility perspective, the development should focus on sufficient parking spaces for park and ride and also sufficient area for passenger drop point. In station access distance perspective, the development should focus on providing feeder transits for TOD stations. In addition, in station design perspective, the development should focus on building or improving footpaths linking to intermodal transfer facilities as well as those located within the station areas. Furthermore, the diversity of mix-use development should be considered in conjunction with the land use density development.

Air-Ground Cooperative Access Algorithm for UAV-assisted Wireless Networks in Transmission Lines

To reduce the energy consumption of wireless network communication in the transmission line scenario and improve the service life of the network, this paper proposes an air-ground cooperative access algorithm. The algorithm aims to minimize the communication energy consumption of the base station serving transmission line nodes. Firstly, the user rate contribution weight provided by the air-ground base station is optimized, and then the air-ground coordinated power allocation is realized according to the optimal weight. The simulation results show that the proposed air-ground cooperative access algorithm achieves a reduction in energy consumption of over 50% compared to the traditional single base station access method.

EVALUATION OF ACCESSIBILITY COMMUTER-LINE STATION WITH JITNEY TRANSPORTATION MODES BY USING GIS APPLICATION-A CASE STUDY OF DEPOK STATION

This research aims to evaluate the aspects that can increase the Station's service area by maximising the integrated Jitney as the other public transportation modes that can increase reachability for the people near the Station. Evaluating the accessibility of some stations in the Depok area is needed to identify the infrastructure upgrading priorities, such as providing pedestrian roads and giving better access to the Station to increase the Station's service area. The methodology used in this research is analysing method using a GIS application to assess and discover the pattern of travel behaviour for public transport in the Depok municipality area. The GIS Database Design in this research uses the Spatial Database and Attribute Database, which are integrated with the QGIS application to become Maps for the service area of public transportation in the Depok Municipality. The road network in Depok municipality is dominated by the jitney route as intracity public transportation, which travels on the arterial and collector road. Then the railway is located in the central area of Depok that stretches from South to North. There are some areas that do not have access to jitney services due to this residential area being far from the arterial and collector road travelled by Jitney. Looking at its planning for jitneys in the Depok area, the availability of jitneys follows the demand of the passenger population, and there are no travel analyses from the Transportation Department of Depok Municipality or local public transport organisations (ORGANDA) as private jitney operators. The ineffective jitney route planning is the other reason that there are some uncovered residential areas from public transport access. Subsequently, there are different travel time characteristics among four commuter line stations in the Depok Municipality area. The Citayam and New Depok Stations have wider access for pedestrians which these two stations have a more extensive service area than Old Depok Station, whereas Old Depok Station has restricted access to the west area of this Station. The rearrangement of the Station access is needed, especially for Old Depok Station, by adding road access on the west side to increase the service area of the Station.

A two-stage coordinated line loss reduction model based on elephant herding optimization and second-order cone programming

Aiming at the problem of high line loss caused by the access station of distributed generation (DG), a two-stage coordinated line loss reduction model based on elephant herding optimization (EHO) and second-order cone programming (SOCP) was put forward by using static var generators (SVG) and energy storage system (ESS) to reduce the line loss from reactive and active power aspects, respectively. Firstly, based on the elephant herding optimization, the location model of distributed generation, SVG and ESS was constructed and determined. On this basis, a cooperative line loss reduction model is proposed, which takes into account multiple line loss reduction methods, such as SVG reactive power compensation device and energy storage. By properly dealing with power flow constraints of distributed generation, the influence of operation control mode of distributed generation on optimal distribution and line loss reduction is precisely explained. The constraint is transformed into a second-order cone programming problem by using second-order cone relaxation. In this way, the coordinated reduction of line loss is realized, and the goal of line loss minimization and voltage stability maximization is achieved. Finally, a practical station is taken as an example to verify the correctness of the proposed model and algorithm and the effectiveness of the proposed method.

Understanding the role of household modality style on first and last mile travel mode choice and public transit station choice

From a public transit perspective, the first and last mile (FLM) problem emerges from a lack of adequate connectivity between stations and trip origins and destinations. The empirical literature on FLM travel has shown that passengers travel longer distances to access stations with good transit services. However, previous studies are yet to explore how individual household members interact to find ways to satisfy household travel needs (i.e., intra-household interactions) and how this is shaped by variations in household preference. To this end, capturing the intra-household interactions, this study aims to account for the heterogeneity in group decision making in FLM travel mode and station choice by considering two distinct decision rules when making a travel choice: (1) selecting the best overall outcome; and (2) avoiding frustration or regret. Latent class choice models are estimated by using a household travel survey for Brisbane, Australia. Results identified two household modality style groups: (1) Multimodal travellers accessing their nearest stations and walking averse for accessing non-nearest stations: Such households are likely to select the best overall outcome when making choices, given that they have fewer cars and participate in more joint travel; (2) car-oriented: Individuals within this household modality style are more likely to avoid regret or frustration when making travel mode and station choices as they tend to own more cars and participate less joint travel. The utility of this study lies in its capacity to guide policymakers to better target specific population groups and search for the appropriate transport integration policies.

Grid-connected inductor design of static var generator for photovoltaic system

With the access of high-proportion photovoltaic power stations and the development of high permeability power electronic power systems, the problem of distributed photovoltaic access voltage over-limit and power factor is becoming more and more prominent, and the static var generator (SVG) is an important equipment to solve this kind of problem. As a key component of the static var generator, the connecting inductor has the functions of storing energy, bidirectional feeding, adjusting the phase of the output current, and suppressing the high-order harmonic current. It not only affects the dynamic and static response of the device but also restricts the output power, power factor, and DC side voltage of the SVG. At present, the parameter selection of SVG connection inductance is from the perspective of harmonic characteristics and economy, and there is no actual theoretical calculation basis. From the perspective of SVG output capacity and modulation ratio, the upper limit of the value of the connection inductance is derived. Combined with the traditional lower limit of the inductance when the harmonic suppression condition is satisfied, a design method of SVG connection inductance is given. Finally, the simulation results show that the connection inductance value designed by this method is correct and reasonable.

Federated Learning Over Fully-Decoupled RAN Architecture for Two-Tier Computing Acceleration

Two-tier computing paradigm that takes full advantage of both the end-user and the cloud computation capabilities has emerged as a promising way to deal with computationally-intensive tasks in the next generation wireless networks. For promoting the integration of the two-tier computing, federated learning (FL) provides an effective framework to enable the collaboration between the end-user and the cloud. However, the key performance metric, i.e., FL training latency, will be severely affected by the worst wireless link quality in both uplink and downlink. In this paper, aiming at accelerating the FL enabled end-cloud two-tier computing over the wireless networks, we introduce the uplink and downlink fully-decoupled radio access network (FD-RAN) architecture to enhance the minimum wireless link rate via multiple base stations (BSs) access collaboration and power management solution. First, the Lagrange dual decomposition and the binary variable relaxation methods are leveraged to obtain an optimal multiple BS access scheme for the enhancement of minimum uplink and downlink SINR. Subsequently, we exploit the successive convex approximation (SCA) algorithm to deal with the uplink power control and downlink power allocation with a proved data rate lower bound. Furthermore, considering the dynamic channel realizations, a stochastic optimization technique with a convex surrogate function is utilized to find the best end-cloud two-tier computing scheme for FL applications. Simulation results have demonstrated the effectiveness of our proposed joint multiple access collaboration and power management solution over FD-RAN for achieving a faster FL enabled two-tier computing task.

Accessibility Analysis Of Mandai Railway Station To The Transport Network In The Layout Region

Planning the construction or development of the station needs to consider integration with environmental conditions e.g. spatial plans, land use, accessibility, distribution of the population and employment to ensure that they It would be better served by train. More in-depth studies are needed to conducted research on the characteristics of potential demand for Trans Sulawesi train users. Deep management and implementation of Accessibility Optimization to and from station access there needs to be a role of collaboration between local governments. More station area management increasing the need for cooperation of business entities, applying the concept of TOD supported by ease of regulation, and collaborative government services between the central government and local governments that synchronize policies spatial planning, transportation, and institutional implementation of TOD.

What is the market potential for on-demand services as a train station access mode?

On-demand mobility services (FLEX) are often proposed as a solution for the first/last mile problem. We study the potential of using FLEX to improve train station access by means of a three-step sequential stated preference survey. We compare FLEX with the bicycle, car and public transport for accessing two alternative train stations. We estimate a joint access mode and train station choice model. Estimating a latent class choice model with different nesting structures, we uncover four distinct segments in the population. Two segments (∼50%) with a lower Willingness-to-Pay seem to be more likely to take-up FLEX. Ex-urban car drivers seem to be the most likely segment to adopt FLEX, showing great, since members of this segment are currently frequent users of the private car. Our case study also shows that while FLEX competes primarily with public transport when accessing local stations, it competes primarily with car for reaching distant stations.

CRISP: an archive for the site characterization of permanent Italian seismic stations

In this paper we describe an advanced database for the site characterization of seismic stations, named “CRISP—Caratterizzazione della RIsposta sismica dei Siti Permanenti della rete sismica” (http://crisp.ingv.it, quoted with https://doi.org/10.13127/crisp), designed for the Italian National Seismic Network (Rete Sismica Nazionale, RSN, operated by Istituto Nazionale di Geofisica e Vulcanologia). For each site, CRISP collects easily accessible station information, such as position, type(s) of instrumentation, instrument housing, thematic map(s) and descriptive attributes (e.g., geological characteristics, etc.), seismic analysis of recordings, and available geophysical investigations (shear-wave velocity [VS] profile, non-linear decay curve). The archive also provides key proxy indicators derived from the available data, such as the time-averaged shear-wave velocity of the upper 30 m from the surface (VS30) and site and topographic classes according to the different seismic codes. Standardized procedures have been applied as motivated by the need for a homogenous set of information for all the stations. According to European Plate Observing System infrastructural objectives for the standardization of seismological data, CRISP is integrated into pre-existing INGV instrument infrastructures, shares content with the Italian Accelerometric Archive, and complies map information about the stations, as well as local geology, through web services managed by Istituto Superiore per la Protezione e la Ricerca Ambientale. The design of the CRISP archive allows the database to be continually updated and expanded whenever new data are available from the scientific community, such as the ones related to new seismic stations, map information, geophysical surveys, and seismological analyses.

PENANGGULANGAN BANJIR BANJIR SISI AIRSIDE BANDAR UDARA INTERNASIONAL JENDERAL AHMAD YANI SEMARANG

AbstractSemarang is one of the cities that often occurs flood disaster due to very high rainy weather. This resulted in the Ahmad Yani airport runway being inundated with water as high as approximately 50 cm around the airside which could disrupt flight operations. Therefore it is necessary to have a flood prevention activity to minimize the situation. The purpose of this study is to determine the factors resulting from flooding on the airside of Ahmad Yani airport and to determine the design of short-term and long-term drainage systems. In calculating the planned flood discharge (R24) using data such as rainfall, channel measurement data, and the condition of the channel. Based on this data, the researcher will calculate the planned rainfall for the Q2, Q5, Q10, Q25, Q50, and Q100 years. To calculate the data, we use the Normal Distribution, Log Normal Distribution, Pearson III Log Distribution, and Gumbel Distribution. Then from these calculations the Gumbel distribution method was chosen because it is closer. Based on data processing using the Rational method, the peak flood discharge value (QP) is obtained when Q2 all channels are able to accommodate the planned flood discharge, Q5 there is 1 channel unable to accommodate, namely in DU1-P2, Q10 there is 1 channel unable to accommodate, namely in DU1- P2, Q25 there are 1 channel that is not able to accommodate, namely in DU1-P2, Q50 there are 2 channels that are unable to accommodate, namely in DU1-P2 and S1B-P7, Q100 there are 2 channels that cannot accommodate, namely in DU1-P2 and S1B-P7. For the short-term drainage system design for flood management, it includes: repairing damaged channels, improving the foundation of the west side BRC fence, repairing pump station access roads, improving airside embankments, and pumping operations. In the design of the long-term flood control drainage system, the dimensions of the drainage channel on the airside side are added because there are 2 (two) channels that are not able to accommodate the planned discharge at the 50-year return period (Q50) with the addition of dimensions in the channel DU1-P2 b = 3, 5 h = 0.5 and S1B-P7 b = 2.7 h = 0.9.Keywords: Flood, Ej Gumbel, prevention.

PENANGGULANGAN BANJIR BANJIR SISI AIRSIDE BANDAR UDARA INTERNASIONAL JENDERAL AHMAD YANI SEMARANG

AbstractSemarang is one of the cities that often occurs flood disaster due to very high rainy weather. This resulted in the Ahmad Yani airport runway being inundated with water as high as approximately 50 cm around the airside which could disrupt flight operations. Therefore it is necessary to have a flood prevention activity to minimize the situation. The purpose of this study is to determine the factors resulting from flooding on the airside of Ahmad Yani airport and to determine the design of short-term and long-term drainage systems. In calculating the planned flood discharge (R24) using data such as rainfall, channel measurement data, and the condition of the channel. Based on this data, the researcher will calculate the planned rainfall for the Q2, Q5, Q10, Q25, Q50, and Q100 years. To calculate the data, we use the Normal Distribution, Log Normal Distribution, Pearson III Log Distribution, and Gumbel Distribution. Then from these calculations the Gumbel distribution method was chosen because it is closer. Based on data processing using the Rational method, the peak flood discharge value (QP) is obtained when Q2 all channels are able to accommodate the planned flood discharge, Q5 there is 1 channel unable to accommodate, namely in DU1-P2, Q10 there is 1 channel unable to accommodate, namely in DU1- P2, Q25 there are 1 channel that is not able to accommodate, namely in DU1-P2, Q50 there are 2 channels that are unable to accommodate, namely in DU1-P2 and S1B-P7, Q100 there are 2 channels that cannot accommodate, namely in DU1-P2 and S1B-P7. For the short-term drainage system design for flood management, it includes: repairing damaged channels, improving the foundation of the west side BRC fence, repairing pump station access roads, improving airside embankments, and pumping operations. In the design of the long-term flood control drainage system, the dimensions of the drainage channel on the airside side are added because there are 2 (two) channels that are not able to accommodate the planned discharge at the 50-year return period (Q50) with the addition of dimensions in the channel DU1-P2 b = 3, 5 h = 0.5 and S1B-P7 b = 2.7 h = 0.9.Keywords: Flood, Ej Gumbel, prevention.

Towards Equitable Transportation Electrification Plan: Measuring Public Electric Vehicle Charging Station Access Disparities in Austin, TX

Towards Equitable Transportation Electrification Plan: Measuring Public Electric Vehicle Charging Station Access Disparities in Austin, TX

Parking Management and Commuter Rail: The Case of Northeastern Illinois

This article examines the relationship between parking management and commuter rail transit using the Chicago metropolitan area in northeastern Illinois as a case example. Commuter rail transit and parking management are discussed within the broader context of transportation planning in the Chicago metropolitan region. Commuter rail ridership, mode of station access, and parking utilization rates are compared. Related air quality, social equity, and land-use concerns are reviewed.There are no simple solutions to the problem of spillover parking around commuter rail stations. The construction of new parking can be expensive. Raising parking prices may induce spillover parking. Doing nothing to address observed parking shortages may inhibit ridership. Shared parking is an excellent compromise in many situations, but even this is far from a universal solution.

Redevelopment along arterial streets: The effects of light rail on land use change

AbstractWe use difference‐in‐differences approaches and parcel‐level data from Minneapolis to estimate the effects of light rail on land use change using alternate definitions of treatment area. Results using circular buffers corroborate previous findings that light rail has virtually no effect on land use change in our study area. In contrast, light rail increases the likelihood of land use change along arterial streets that cross the line at station areas. To accurately model the effects of public transit projects on urban land use, one must consider how potential riders access station areas, rather than assuming accessibility improves radially around a station.

Does MaaS address the challenges of multi-modal mothers? User perspectives from Brussels, Belgium

In recent years, Mobility as a Service (MaaS) has received considerable attention in transportation research and policy. The MaaS discourse emphasizes its user-oriented nature and flexibility, which, at least in theory, fits well with the more complex mobility patterns of mothers. We use five key perspectives to analyze MaaS and compare this to the existing system and needs of multi-modal mothers: technology, transportation, economics, subject and policy. The study focuses on Brussels, Belgium where MaaS is promoted as a flexible, efficient, multi-modal alternative for private automobile users. Nevertheless, the main offers do not seem to be family-oriented, and the multi-modal and digitally literate mothers included in the study did not find shared modes useful, except for shared cars. MaaS does not seem to capture the challenge in Brussels since walking and transit are already dominant modes, and goods and services, as well as jobs and housing, are spread throughout the city. The needs expressed by participants through interviews included better station access and tram access with strollers, and better infrastructure in general. The elements of MaaS that were useful for participants (integrated fare cards, apps with better information about public transportation arrival times, and infrastructure improvements), were already present in Brussels without a change to the core idea of public transportation, marketization of transportation services, or addition of shared services. This leads to the conclusion that with the development of MaaS, it is important to not lose sight of basic transportation needs. This suggests that MaaS proponents need to focus more on how to meet users’ needs rather than trying to “reduce resistance” to MaaS.

The evolution of accessible train stations in Madrid: A map study approach (2009-2020)

Most of Madrid is covered by an extensive train network that allows thousands of people to commute by train daily. However, some collectives with either permanent or temporary disabilities, may find obstacles that limit their access to the station, the carriages, or both. By studying the information available on graphic maps, which is the common source for passengers to know whether a station is accessible or not before reaching it, the number of accessible stations, and how they have evolved from 2009 to 2020, has been studied. The study has analyzed the degree of inclusiveness that Madrid’s train network provided in the aforementioned period regarding complete accessibility, partial accommodations, and whether the carriages of the arriving trains were accessible. As a result, both the map analysis and quantitative data collection have shown that although the total number of accessible stations increased over the studied period, their irregular variations may reflect the modifications in public regulations. Thus, Madrid can be an example of how to study the level of accessibility in the train network in order to determine the consequences of sprawl in urban accessibility, and how this can hinder full access for all people to every point of the city.

Understanding Factors Associated with Commuter Rail Ridership: A Demand Elasticity Study of the GO Transit Rail Network

Planners have theorized that transitioning commuter rail systems to regional rail networks will increase ridership, balance mode share, and reduce automobile use in North American cities. This process is currently underway in Ontario, Canada, as service is being expanded throughout the GO Transit commuter rail network. Calculating elasticities is a common approach used to identify factors that, if adapted, may significantly influence transit demand. However, few studies have focused on identifying demand elasticities specific to the current case of upgrading commuter rail systems in the North American context. The purpose of this study is to fill this gap. Station-level ridership data were compiled for the GO system from January 2016 to December 2019. Smartcard data were used to estimate station catchment areas for which land use, socioeconomic, and demographic datasets were developed. Data about additional factors related to station access, service quantity, fare price, and availability of substitute transport modes were also compiled. Controlling for trip type (e.g., a.m. peak and evening off-peak), demand models were estimated using a random effect panel data estimator. This study finds that service quantity, population density, fuel price, and unemployment rate were significantly associated with commuter rail ridership, regardless of trip type examined. Employment density and seasonal variation were also significant, although different signs were shown between models. The results suggest that plans for this kind of transition should include other considerations in addition to service quantity improvements. Those directed toward the implementation of transit-oriented developments, transport pricing schemes, and competitive fare price strategies are outlined.