Changes In Travel Distance Research Articles

An Integration of Real-Time Vehicle Routing and Mobile Technology in Poultry Distribution

Handling the distribution of broilers has special attention. The distribution of poultry should be done in the shortest possible time to decrease broiler mortality rate. Real-time monitoring of poultry distribution is expected to control the stress level of poultry due to the length of travel time by limiting the delivery time window. In order to control the distribution time and distance, it is necessary to integrate vehicle routing and mobile technology. By adopting the digital twin-enabled framework model and combining it with Google APIs, web and mobile applications are generated to accommodate the real-time traveling time, vehicle capacity, and pickup-delivery activity. There is a significant change in travel distance in one delivery cycle after implementing the developed technology. The total travel distance was 493 KM decreased to 436 KM, which means a decrease of 11.5% from the initial total travel distance. In addition, there was a change in the total penalty time (delay) from 102 minutes to 85 minutes, decreasing delay time by 16.6%. This mobile technology's development can indirectly increase vehicle utilization by not overloading the vehicle capacity and reducing vehicle travel distance.

Simulating the impact of privately owned automated vehicles within the region Test Bed Lower Saxony, Germany

Automated and connected vehicles are assumed to have a major impact on road safety, traffic flow, energy consumption, greenhouse gas emissions, as well as on future mobility. This paper aims to analyze, the impact of privately owned automated vehicles on travel behavior in the region covering the Test Bed Lower Saxony in Germany. The main focus is laid on the evaluation of long-distance trips in the entire study area as well as on commuter journeys to and from the city of Brunswick. An agent-based demand model in conjunction with a traffic flow model was used to simulate four scenarios with different penetration rates of fully automated vehicles. The results show a major shift in the mode share, an increasing of the daily mileage, and reduced travel time of the motorized individual transport, as well as minor changes in travel distance and total traffic volume.

Undue Burden Beyond Texas: An Analysis of Abortion Clinic Closures, Births, and Abortions in Wisconsin

AbstractIn this paper, we estimate the impacts of abortion clinic closures on access to clinics in terms of distance and congestion, abortion rates, and birth rates. Between 2010 and 2017, Wisconsin passed three laws regulating abortion providers and two of five abortion clinics closed in Wisconsin, increasing the distance to the nearest clinic to 55 miles on average and to over 100 miles in the most affected counties. We use a difference‐in‐differences design to estimate the effect of changes in travel distance on births and abortions, using within‐county variation across time in distance to identify the effect. We find that a 100‐mile increase in distance to the nearest clinic is associated with 30.7 percent fewer abortions and 3.2 percent more births. We see no significant effect of increased congestion at remaining clinics on abortion rates. Interacting the legislative changes with distance, we find that the effects of distance on abortion are approximately 1.33 time stronger in the presence of laws requiring multiple physician visits to obtain an abortion. Our results suggest that even small numbers of clinic closures can result in significant restrictions to abortion access of similar magnitude to those seen in Texas where a greater number of clinics ceased operations.

How does purchasing intangible services online influence the travel to consume these services? A focus on a Chinese context

A considerable number of empirical studies have explored the effects of information & communication technologies (ICT) on travel in recent years. In particular, the most attention has been paid to whether the use of ICT increases or decreases trip frequency (i.e., substitution or complementarity effects). However, the subject of whether or how travel distance and mode choice are altered by ICT (i.e., modification effects) has almost been ignored. Against this background, using data collected in Beijing, China, this paper aims to explore how purchasing intangible services (e.g., eating out at restaurants, hairdressing, and visits to zoos and movie theatres) online alters the distance and mode choice of the travel to consume these services. The results suggest that due to online purchases of intangible services, people tend to travel farther to consume these services. Consequently, 25.4% of online buyers change their travel mode choices from walking or cycling (i.e., nonmotorized modes) to public transit, private cars, or taxis (i.e., motorized modes). These findings confirm the existence of modification effects of ICT on travel. Additionally, a stepwise multinomial logistic regression model and a stepwise binomial logistic regression model are used to detect the factors influencing changes in travel distance and mode choices, respectively. The regression outcomes suggest that people who have lower living costs or feel more satisfied with online purchases are more likely to increase their travel distances and to change from nonmotorized modes to motorized modes.

Modelling the impact of fused grid network design on mode choice behaviour

IntroductionThe fused grid (FG) is a an alternative model developed by the Canada Mortgage and Housing Corporation to combine the easy orientation and connectivity of the traditional grid pattern with the land use efficiency and quietness of the contemporary cul-de-sac pattern. One of the main distinguishing principles of the FG design relative to contemporary neighbourhood patterns are the FG's higher non-motorized network connectivity versus vehicle network connectivity. This paper reports on research related to the influence of FG design principles on non-motorized use for home-to-work commuting and home-to-shopping trips. MethodsThis study uses a macroscopic-level approach to investigate the impact of FG on mode choice behaviour through hypothetically retrofitting an existing neighbourhood in Kelowna, BC, using the FG design principles. First, the change in travel distance and time due to retrofitting the neighbourhood was estimated using ArcGIS. Then, the modal shift in home-to-work and home-to-shopping trips due to the change in travel distance and time was estimated using multinomial logit mode choice models that were developed using the 2013 Okanagan household travel survey. ResultsThe results suggest that the influence of travel time on choosing the auto mode is much stronger and more significant for home-to-work trips compared to home-to-shopping trips. The results also show that retrofitting the road network resulted in reducing auto modal share by 13 percent and increasing non-motorized modes by 64 percent for home-to-work trips. However, an insignificant shift in modal share towards non-motorized modes for home-to-shopping trips was found. ConclusionsIn conclusion, this study demonstrated the effectiveness of the FG principles in reducing auto use and increasing non-motorized modes use for home-to-work trips. In addition, the study revealed that infrastructure investments related to providing more accessibility for non-motorized users might have more impact on decreasing auto use compared to restricting vehicular network connectivity.

Predicted changes in abortion access and incidence in a post-Roe world

ObjectiveTo examine changes in travel distance and abortion incidence if Roe v. Wade were reversed or if abortion were further restricted. Study designWe used a national database of abortion facilities to calculate travel distances from the population centroids of United States counties to the nearest publicly-identifiable abortion facility. We then estimated these travel distances under two hypothetical post-Roe scenarios. In the first, abortion becomes illegal in eight states with preemptive “trigger bans.” In the second, abortion becomes illegal in an additional 13 states classified as at high risk of outlawing abortions under most circumstances. Using previously-published estimates of the short-run causal effects of increases in travel distances on abortion rates in Texas, we estimate changes in abortion incidence under each scenario. ResultsIf Roe were reversed and all high-risk states banned abortion, 39% of the national population of women aged 15–44 would experience increases in travel distances ranging from less than 1 mile to 791 miles. If these women respond similarly to travel distances as Texas women, county-level abortion rates would fall by amounts ranging from less than 1% to more than 40%. Aggregating across all affected regions, the average resident is expected to experience a 249 mile increase in travel distance, and the abortion rate is predicted to fall by 32.8% (95% confidence interval 25.9–39.6%) in the year following a Roe reversal. ConclusionIn the year following a reversal, increases in travel distances are predicted to prevent 93,546–143,561 women from accessing abortion care. ImplicationsA reversal or weakening of Roe is likely to increase spatial disparities in abortion access. This could translate to a reduction in abortion rates and an increase in unwanted births and self-managed abortions.

Assessment of waste characteristics and their impact on GIS vehicle collection route optimization using ANN waste forecasts

Combining an artificial neural network (ANN) waste prediction model with a geographic information system (GIS) waste collection route optimization, the paper shows how the compositional features of waste materials affect the optimized truck route time, distance, and air emissions. Using data from Austin, Texas, USA, a nonlinear autoregressive ANN model is used to predict the waste generation rate of the recycling and garbage streams for the year 2023 in four sub-areas of the city. This ANN model resulted in mean absolute percentage errors ranging from 10.92% to 16.51%. Modified compositions of the recycling and garbage streams are then used as inputs, along with the year 2023 generation rates, to create 6 modified and 3 non-modified scenarios that reflect possible future changes in waste composition. These waste stream scenarios are then used as input parameters to determine optimal waste collection routes with minimal travel distance in each of the four sub-areas using the GIS vehicle routing problem network analysis tool. Results of these 36 scenarios yield changes in travel distance of up to 19.9%, when compared to the non-modified composition. Further, dual compartment trucks were compared to single compartment trucks and found to save between 10.3 and 16.0% in travel distance and slightly reduce emissions but had a 15.7–19.8% increase in collection time. Results suggest temporal changes in waste composition and characteristics are important in GIS route optimization studies.

Location, location, relocation: how the relocation of offices from suburbs to the inner city impacts commuting on foot and by bike

PurposeIn recent decades there has been increasing focus on the development of compact and accessible urban environments, in part based on the reasoning that this can help to reduce the transportation requirements of city residents. Travel intensive land uses such as office workplaces are often offered incentives from policy makers to relocate to central locations well served by public transport (transit oriented development). To date, the academic literature on integrated transport and land use planning has largely been focused on the reduction of private car usage and promotion of public transport. This paper adds a complementary dimension, testing the hypothesis that intra-city workplace relocation towards city centres promotes walking and bicycling.MethodsThis paper uses a comparative case study method. Employee travel surveys were conducted before and after the 2015 relocation of an office workplace in Trondheim, Norway from urban periphery to city centre. Three similar office relocation cases in Trondheim and Oslo (post-2000) are used for comparison to the case study. Changes in travel distance, time, costs, optimal route and potential for walking and bicycling in the case study are considered alongside actual changes in transport mode.ResultsWalking and bicycling levels have a clear inverse relationship with distance to the city centre, due in large part to reduced commuting distances and increased parking costs following relocation. For the case study, the modal share of walking and cycling increased by a factor of 2.5 and 2.8 respectively. Relocation similarly led to a tripling in the number of case study employees who have a commute distance of less than 6 km, the employees’ median acceptable cycling distance. Active commuting levels from the former and current workplace locations match closely with the share of active commuting in the Norwegian National Travel Survey data for the corresponding neighbourhoods.ConclusionAlthough the function of workplaces and their employees can vary significantly within a city neighbourhood, travel behaviour is to a large extent determined by supply variables like time and cost. Central workplace locations with good public transport accessibility are shown to create significantly improved opportunities for walking, cycling and public transport commuting compared to peripheral workplaces with little competition to workplace accessibility by car.

Effect of a School Choice Policy Change on Active Commuting to Elementary School.

The purposes of this study were to assess the effect of restricting school choice on changes in travel distance to school and transportation mode for elementary school students. Study design was pre-post (spring 2010-fall 2010) quasi-experimental. Study setting was all public elementary schools in Minneapolis, Minnesota. Subjects comprised approximately 20,500 students across 39 schools. Study assessed a school choice policy change that restricted school choice to a school closer to the family's home. School district transportation data were used to determine distance to school. Direct observations of student travel modes (two morning and two afternoon commutes at each time point) were used to assess transportation mode. Chi-square and independent-sample t-tests were calculated to describe the schools. Repeated measures general linear models were used to assess changes in travel distance to school and observed commuting behavior. Distance to school significantly decreased (1.83 ± .48 miles to 1.74 ± .46 miles; p = .002). We failed to observe any significant changes in morning (+.7%) or afternoon (-.7%) active commuting (both p = .08) or the number of automobiles in the morning (-7 autos per school; p = .06) or afternoon (+3 autos per school; p = .14). The more restrictive school choice policy decreased distance to school but had no significant effect on active commuting. Policy interventions designed to increase active commuting to school may require additional time to gain traction and programmatic support to induce changes in behavior.

Evacuation performance of individuals in different visibility conditions

Accurate data on evacuation activities are required under visually handicapped conditions to increase the certainty of the fire performance-based designs and evacuation calculation models. This study was to analyze human behavior characteristics and evacuation performance change through the experiments under evacuation environment where smoke influences visibility. The evacuation experiment was conducted in four different visibility conditions at underground facilities with 125 subjects. The individual evacuation activities of the subjects regarding the evacuation time, movement speed, way-finding and the evacuation routes were recorded and studied. Difference in visibility condition caused changes in evacuee’s movement speed and travel distance. The change in visibility condition by indoor ordinary lights caused significant change only in movement speed on flat floors. However, the change in visibility by smoke caused significant change in travel distance as well as movement speed. These changes in evacuation performance were different, depending on the spatial characteristic.

Association Between the Medicare Modernization Act of 2003 and Patient Wait Times and Travel Distance for Chemotherapy

The Medicare Prescription Drug, Improvement, and Modernization Act of 2003 (MMA) altered reimbursements for outpatient chemotherapy drugs and drug administration services. Anecdotal reports suggest that these adjustments may have negatively affected access to chemotherapy for Medicare beneficiaries. To compare patient wait times and travel distances for chemotherapy before and after the enactment of the MMA. Analysis of a nationally representative 5% sample of claims from the Centers for Medicare & Medicaid Services for the period 2003 through 2006. Patients were Medicare beneficiaries with incident breast cancer, colorectal cancer, leukemia, lung cancer, or lymphoma who received chemotherapy in inpatient hospital, institutional outpatient, or physician office settings. Days from incident diagnosis to first chemotherapy visit and distance traveled for treatment, controlling for age, sex, race/ethnicity, cancer type, geographic region, comorbid conditions, and year of diagnosis and treatment. There were 5082 incident cases of breast cancer, colorectal cancer, leukemia, lung cancer, or lymphoma in 2003; 5379 cases in 2004; 5116 cases in 2005; and 5288 cases in 2006. Approximately 70% of patients received treatment in physician office settings in each year. Although the distribution of treatment settings in 2004 and 2005 was not significantly different from 2003 (P = .24 and P = .72, respectively), there was a small but significant change from 2003 to 2006 (P = .02). The proportion of patients receiving chemotherapy in inpatient settings decreased from 10.2% in 2003 to 8.8% in 2006 (P = .03), and the proportion in institutional outpatient settings increased from 21.1% to 22.5% (P = .004). The proportion in physician offices remained at 68.7% (P = .29). The median time from diagnosis to initial chemotherapy visit was 28 days in 2003, 27 days in 2004, 29 days in 2005, and 28 days in 2006. In multivariate analyses, average wait times for chemotherapy were 1.96 days longer in 2005 than in 2003 (95% confidence interval [CI], 0.11-3.80 days; P = .04) but not significantly different in 2006 (0.88 days; 95% CI, -0.96 to 2.71 days; P = .35). Median travel distance was 7 miles (11.2 km) in 2003 and 8 miles (12.8 km) in 2004 through 2006. After adjustment, average travel distance remained slightly longer in 2004 (1.47 miles [2.35 km]; 95% CI, 0.87-2.07 miles [1.39-3.31 km]; P < .001), 2005 (1.19 miles [1.90 km]; 95% CI, 0.58-1.80 miles [0.93-2.88 km]; P < .001), and 2006 (1.30 miles [2.08 km]; 95% CI, 0.69-1.90 miles [1.10-3.04 km]; P < .001) compared with 2003. There have not been major changes in travel distance and patient wait times for chemotherapy in the Medicare population since 2003, the year before MMA-related changes in reimbursement.

Are Primary Care Services a Substitute or Complement for Specialty and Inpatient Services?

To determine whether strategies designed to increase members' use of primary care services result in decreases (substitution) or increases (complementation) in the use and cost of other types of health services. Encounter and cost data were extracted from the Department of Veterans Affairs (VA) administrative data sources for the period 1995-1999. This timeframe captures the VA's natural experiment of increasing geographic access to primary care by establishing new satellite primary care clinics, known as Community-Based Outpatient Clinics (CBOCs). We exploited this natural experiment to estimate the substitutability of primary care for other health services and its impact on cost. Hypotheses were tested using ordinary least squares (OLS) regression, which was potentially subject to endogeneity bias. Endogeneity bias was assessed using a Hausman test. Endogeneity bias was accounted for by using instrumental variables analysis, which capitalized on the establishment of CBOCs to provide an exogenous identifier (change in travel distance to primary care). Demographic, encounter, and cost data were collected for all veterans using VA health services who resided in the catchment areas of new CBOCs and for a matched group of veterans residing outside CBOC catchment areas. Change in distance to primary care was a significant and substantial predictor of change in primary care visits. OLS analyses indicated that an increase in primary care service use was associated with increases in the use of all specialty outpatient services and inpatient services, as well as increases in inpatient and outpatient costs. Hausman tests confirmed that OLS results for specialty mental health encounters and mental health admissions were unbiased, but that results for specialty medical encounters, physical health admissions, and outpatient costs were biased. Instrumental variables analyses indicated that an increase in primary care encounters was associated with a decrease in specialty medical encounters and was not associated with an increase in physical health admissions, or outpatient costs. Results provide evidence that health systems can implement strategies to encourage their members to use more primary care services without driving up physical health costs.

The Effect of Travel Costs on Food Hoarding in Gerbils

Hoarding strategies range between scatterhoarding (small multiple hoards) and larderhoarding (large single hoard). We hypothesized that spatial distribution of food affects hoarding strategy of 2 nocturnal psammophilic rodents, Gerbillus pyramidum and G. allenbyi. We used a modular arena to test the prediction that hoarding strategy would tend toward scatterhoarding as travel distance during foraging increases. We manipulated travel distance and studied its effect on hoarding behavior. G. allenbyi, as predicted, tended to scatterhoard as travel distance increased. G. pyramidum, however, reacted to changes in travel distance by moving the location of its larderhoard but did not scatterhoard. We suggest that hoarding strategy may be scale dependent and that gerbils will increase their number of hoards when energy costs of travel are sufficiently high.

Provider Availability, Race, and Abortion Demand

Variations in the availability of abortion providers may impact the demand for abortions since greater provider availability reduces the travel cost associated with obtaining an abortion. This paper applies a fertility-control model to estimate the responsiveness of abortion demand to travel-cost variations using individual data from all births and abortions of women over age 20 in the state of Texas for 1993. The probability that a pregnant woman chooses an abortion appears to be sensitive to availability-induced variations in the travel cost of abortion services. Controlling for the endogeneity of travel distance, the results suggest that pregnant women who reside in counties with longer travel distances to the nearest abortion provider have lower probabilities of aborting their pregnancies than women in counties closer to abortion providers. Simulations show that changes in travel distance will have relatively large impacts on overall abortion rates and, furthermore, that these effects vary across race. In addition, these simulations show substantial differences by race in the effects of changes in other explanatory variables.

Provider Availability, Race, and Abortion Demand

Variations in the availability of abortion providers may impact the demand for abortions since greater provider availability reduces the travel cost associated with obtaining an abortion. This paper applies a fertility‐control model to estimate the responsiveness of abortion demand to travel‐cost variations using individual data from all births and abortions of women over age 20 in the state of Texas for 1993. The probability that a pregnant woman chooses an abortion appears to be sensitive to availability‐induced variations in the travel cost of abortion services. Controlling for the endogeneity of travel distance, the results suggest that pregnant women who reside in counties with longer travel distances to the nearest abortion provider have lower probabilities of aborting their pregnancies than women in counties closer to abortion providers. Simulations show that changes in travel distance will have relatively large impacts on overall abortion rates and, furthermore, that these effects vary across race. In addition, these simulations show substantial differences by race in the effects of changes in other explanatory variables.

Habitat Choice, Habitat Matching and the Effect of Travel Distance

Abstract The Ideal Free Distribution was developed to predict the distribution of organisms at a habitat level. The theory of the Ideal Free Distribution assumes that travel between resource sites has a negligible affect on the distribution of organisms. In this experiment we tested whether the Ideal Free Distribution, and in particular its prediction of habitat matching, is robust to violations of this assumption. In an experiment with free-living ducks we manipulated the distance between two food sites. We used two conditions, one with 16 m between the two food sites and another with 45 m between the resource sites. We found that the distribution of organisms became less extreme with increased travel distance. This result is probably due to two effects: that travel distance caused a decrease in the ducks' ability to discriminate between the sites' profitabilities and by a decrease in the number of ducks travelling between the resource sites with increased distance. The decreased number of ducks travelling alone can explain only a relatively small amount of the change in the distribution. The decrease in discriminability may be due to either (or both) the increased distance causing a decrease in the foragers' ability to visually judge the relative profitabilities of the sites or by a decrease in switching rate associated with travel distance (if physical sampling of a site is needed to gather information). Because even a minor change in travel distance can cause a significant change in the distribution of foraging organisms, caution is urged about making extrapolations from experiments at a small spatial scale to the habitat level.