Morning Departure Research Articles

The Chinese Aviation Network: An Empirical Temporal Analysis on Its Structural Properties and Robustness

Complex networks have encouraged scholars to develop an effective method for abstracting and optimizing aviation networks. However, researchers often overlook the aviation network’s temporal attribute and treat it as a static network. Aviation networks have strong temporal characteristics and the dynamic connection cannot be realistically described by a static network. It is necessary to more accurately and realistically represent these connections during the operation of an aviation network. This study explored temporal structures of the Chinese aviation temporal network (CATN) based on flight schedules and actual operational time data. Temporal networks based on time windows were represented to analyze the temporal topology features and robustness of the CATN. The results demonstrated the following: (1) based on the spatial-temporal aviation network, there is a morning departure peak (7:00–8:00) and an evening arrival peak at the airline hub (20:00–21:00); (2) examining the centrality of each airport in the CATN at various time intervals exposed fluctuations in their rankings, which could not be identified by a static network, and (3) the robustness of the CATN was found to be unaffected by time windows, but it displayed poor resilience against deliberate attacks, particularly when subjected to betweenness and closeness attacks, which target the network’s shortest paths. For obtaining a greater understanding of the operating situation of civil aviation, displaying the topological features and robustness of the temporal network is of great importance.

Incorporating active and non-active mode preferences for Departure time choice behavior

ABSTRACT This paper presents the joint analysis of departure time choice for non-work activities and latent preferences toward the active and non-active mode. Utilizing the concept of smart growth design of neighborhoods, scheduling the travel activities considering active transport through smart phone applications is one of the efficient ways to promote active mode usage. The hypothesis of the current study states that departure time decision-making for non-work activities is influenced by disposition toward active modes such as cycling in addition to the socio-economic factors and dependency on mandatory activities. Information from this model is expected to provide the empirical support to the policies regarding the promotion of active mode usage. Departure time choice behavior with disposition toward non-active modes, such as car is also examined. Integrated choice latent variable modeling is used as methodological approach. The results of these two models are then compared and discussed in detail. Results indicate that both the models have contrary results to each other with respect to latent preferences for respective modes. Some socio-economic factors came to be more significant than latent preferences. Individuals who prefer active modes such as bicycle have more probability to choose morning departures to evening ones, while the opposite behavior is true for the ones who have latent preferences toward non-active modes. It is also found that car and bicycle mode preferences possess opposing elasticities. With the increase in latent preferences for active travel mode, probability for morning departure increases while opposite is true for latent preference for car.

Equilibrium analysis of parking for integrated daily commuting

We analyze the commuting patterns and parking modes for integrated daily commuting under different regimes. Based on a bi-direction bottleneck network with a spatial pattern of parking, the daily commuting patterns with parking location choices are analyzed. Without road toll and parking fee, there exist two equilibrium flow patterns and one parking mode. Increasing the parking density would postpone the earliest departure time and shorten the length of departure time period. A linear location-dependent parking fee regime without road toll is then proposed. We find that three parking modes occur across the parking fee rate and the morning efficiency loss always exists no matter how the fee rate is changed. Furthermore, a combined regime of linear location-dependent parking fee and time-varying road toll is developed to minimize the total daily social cost (TDSC). Two parking modes occur as the parking fee rate increases and there exist four equilibrium flow patterns. We show that the linear location-dependent parking fees could either advance or postpone the earliest morning departure time. An inappropriate parking fee rate may increase both individual and social costs. The best system performance can be achieved with joint consideration of both the TDSC and parking supply cost.

Predicting the influence area of access and egress of commuter train based on survey data of travel behavior characteristics

The main objective of this research is to predict the influence area of the SULAM Commuter Train when heading (Access) and leaving (Egress) the train station. The research method was carried out using an interview survey of SULAM commuter train passengers on weekdays in the morning departure hours (06.00-07.20) from Lamongan - Surabaya. Data on distance travel and connecting modes obtained from interview surveys are important data for calculating the influence area of the SULAM Commuter Train. The two data above are analysis gaps from the research. The influence area obtained from the Access-Egress interval, which is mostly chosen by SULAM Commuter train passengers, while data that is not widely selected can be ignored and considered as underserved territory. The value of the influence area can be viewed from each type of connection and is the renewal of this study. Planning new routes in underserved areas is a benefit of this research. Predictions about the influence area are important, given that the stretch of the commuter train service line in the city of Surabaya and its surrounding areas is still very limited.

User-centric interdependent urban systems: Using time-of-day electricity usage data to predict morning roadway congestion

Urban systems are interdependent as individuals’ daily activities engage using those urban systems at certain time of day and locations. There may exist clear spatial and temporal correlations among usage patterns across all urban systems. This paper explores such a correlation among energy usage and roadway congestion. We propose a general framework to predict congestion starting time and congestion duration in the morning using the time-of-day electricity use data from anonymous households with no personally identifiable information. We show that using time-of-day electricity data from midnight to early morning from 322 households in the City of Austin, can make reliable prediction of congestion starting time of several highway segments, at the time as early as 2 am. This predictor significantly outperforms a time-series predictor that uses only real-time travel time data up to 6 am. We found that 8 out of the 10 typical electricity use patterns have statistically significant affects on morning congestion on highways in Austin. Some patterns have negative effects, represented by an early spike of electricity use followed by a drastic drop that could imply early departure from home. Others have positive effects, represented by a late night spike of electricity use possible implying late night activities that can lead to late morning departure from home.

How sunrise and weather affect timing of rooks' (Corvus frugilegus) morning departure from the winter communal roost

The pattern of morning departure of rooks (Corvus frugilegus) from large communal roosts in winter is regular though it is affected by several environmental (weather) variables. A total of 151 records of the morning departure of rooks (and associated jackdaws, Corvus monedula) from two large communal roosts in the Czech Republic during the years 1966 to 1974 were analyzed. On average, the birds departed 36 min before local sunrise and 1.5 min after beginning of local civil twilight. Light intensity was the leading factor that explained 60 % of variability of the departure time. Cloud cover 30 min before sunrise, being interrelated with the light intensity at local sunrise, explained 52 % of the variability. Less important but significant factors were several weather variables such as precipitation, relative humidity of the air, horizontal visibility (fog), snow cover, and air temperature. Two best predictive multivariate regression models for timing of the birds' departure involved factors: light intensity (that accelerated the departure) or inter-related cloud cover before sunrise (it delayed the departure), precipitation (delaying the departure), snow cover (accelerating the departure due to increased food demand), and horizontal visibility (fog delayed the departure). The two predictive multivariate models explained together 75 % of variability of the birds' departure in relation to beginning of local civil twilight.

Identifikasi Awal Wilayah Pengaruh KA Komuter Dengan Menggunakan Angkutan Umum Pengumpan

The public perception that the quality of public transport service is very bad cause the number of private vehicle users is very high compared with the number of users of public transport. Therefore, an initial identification of the Commuter Train influence area by feeder is required. The goal is to know how big the area of the Commuter Train influence area viewed from the use of public transport feeder on the way to and leave the station. The method used in this initial identification is the collection of primary data by conducting interview survey of SUSI Commuter Train and the SULAM Commuter Train. Survey is conducted from two different directions in the morning departure hours only. The result of initial identification is known that the city of Surabaya has the Commuter Train influence area of SUSI Commuter Train and the SULAM Commuter Train 2 different directions in the morning departure hour by using feeder to the origin station of 9000 meters (20%) and from the destination station of 6000 meter (63.64%).

The Influence of Environmental Cues and Anthropogenic Activity on Roost Departure Times in the Northwestern Crow (Corvus caurinus)

ABSTRACT While communal roosting is fairly common in animals, the costs, benefits, and proximal factors influencing this behavior are poorly understood. Moreover, many species with communal roosting that have been studied to date have a strong association with humans; however, there have been few formal tests of how human activity might influence roosting behaviors. We studied roosting activity in the Northwestern Crow (Corvus caurinus) within a highly urbanized setting. Specifically, we were interested in whether variation in anthropogenic noise influenced departure times of crows from their roosts. We tested this by comparing roosting activity between days that differed in the extent and timing of automobile noise. We also tested whether other environmental factors (i.e., sunrise time and precipitation) might also influence roost departure times. We found that morning departure was later on rainy mornings and was largely correlated with sunrise time, consistent with previous studies of other species. We...

The evening commute with cars and transit: Duality results and user equilibrium for the combined morning and evening peaks

This paper extends Vickrey’s (1969) commute problem for commuters wishing to pass a bottleneck for both cars and transit that share finite road capacity. In addition to this more general framework considering two modes, the paper focuses on the evening rush, when commuters travel from work to home. Commuters choose which mode to use and when to travel in order to minimize the generalized cost of their own trips, including queueing delay and penalties for deviation from a preferred schedule of arrival and departure to and from work. The user equilibrium for the isolated morning and evening commutes are shown to be asymmetric because the schedule penalty in the morning is the difference between the departure and wished curves, and the schedule penalty in the evening is the difference between the arrival and wished curves. It is shown that the system optimum in the morning and evening peaks are symmetric because queueing delay is eliminated and the optimal arrival curves are the same as the departure curves.The paper then considers both the morning and evening peaks together for a single mode bottleneck (all cars) with identical travelers that share the same wished times. For a schedule penalty function of the morning departure and evening arrival times that is positive definite and has certain properties, a user equilibrium is shown to exist in which commuters travel in the same order in both peaks. The result is used to illustrate the user equilibrium for two cases: (i) commuters have decoupled schedule preferences in the morning and evening and (ii) commuters must work a fixed shift length but have flexibility when to start. Finally, a special case is considered with cars and transit: commuters have the same wished order in the morning and evening peaks. Commuters must use the same mode in both directions, and the complete user equilibrium solution reveals the number of commuters using cars and transit and the period in the middle of each rush when transit is used.

The Evening Commute with Cars and Transit: Duality Results and User Equilibrium for the Combined Morning and Evening Peaks

This paper extends Vickrey's (1969) commute problem for commuters wishing to pass a bottleneck for both cars and transit that share finite road capacity. In addition to this more general framework considering two modes, the paper focuses on the evening rush, when commuters travel from work to home. Commuters choose which mode to use and when to travel in order to minimize the generalized cost of their own trips, including queueing delay and penalties for deviation from a preferred schedule of arrival and departure to and from work. The user equilibrium for the isolated morning and evening commutes are shown to be asymmetric because the schedule penalty in the morning is the differ- ence between the departure and wished curves, and the schedule penalty in the evening is the difference between the arrival and wished curves. It is shown that the system optimum in the morning and evening peaks are symmetric because queueing delay is eliminated and the optimal arrival curves are the same as the departure curves.The paper then considers both the morning and evening peaks together for a single mode bottleneck (all cars) with identical travelers that share the same wished times. For a schedule penalty function of the morning departure and evening arrival times that is positive definite and has certain properties, a user equilibrium is shown to exist in which commuters travel in the same order in both peaks. The result is used to illustrate the user equilibrium for two cases: (i) commuters have decoupled schedule preferences in the morning and evening, and (ii) commuters must work a fixed shift length but have flexibility when to start. Finally, a special case is considered with cars and transit: commuters have the same wished order in the morning and evening peaks. Commuters must use the same mode in both directions, and the complete user equilibrium solution reveals the number of commuters using cars and transit and the period in the middle of each rush when transit is used.

To follow or not to follow: decision making and leadership during the morning departure in chacma baboons

To benefit from group living, group members need to keep the group cohesive by coordinating time and direction of travelling. Self-organization and leadership are two means of coordination and two types of decision can be made on the group level: combined and consensus. We studied the initiation process of group movements during the morning departure of a group of chacma baboons, Papio hamadryas ursinus, from its sleeping site in De Hoop Nature Reserve, South Africa. Findings from other female-bonded primate groups led us to hypothesize that females should play a major role in the decision-making process. Approximately 75% of the adults made a start attempt, with 62 of 92 attempts being by males. There was no sex difference in the probability of being successful when initiating an attempt. Lactating females initiated fewer than pregnant or cycling females. Thus, at least for this group of chacma baboons, leadership appeared to be distributed and the decision about the timing of departure and travel direction seemed to be a partially shared consensus decision with adult males contributing more to the decision outcome, with a slightly more prominent role of the dominant male. Our results do not support the ‘leading females’ hypothesis. No behavioural patterns that might serve as specialized signals leading to a more successful recruitment of other group members were observed. The departure process appeared to be coordinated merely through individuals setting an example by moving off.

Decreasing Delivery Drivers' Departure Times

A performance feedback and goal setting procedure was used to improve the morning departure times for delivery drivers in a social services agency that provided meals to elderly clients. Daily group feedback with changing-criterion goal setting was delivered using charts in a publicly accessible area. Upon the onset of the intervention, performance improved significantly and accordingly reversed during the first withdrawal phase. These improvements were replicated in a second feedback phase but did not reverse in a second withdrawal phase. Individuals who were relatively low performers during the baseline phase saw their performance improve to equal that of relatively high performers during the intervention phases. This demonstration project replicates and extends a well-established OBM intervention to a transitional work environment.

Can geese adjust their clocks? Effects of diurnal regulation of goose shooting

Since 1994, goose shooting in Denmark has only been allowed from 1½ hours before sunrise to 10 a.m. (since 1997 until 11 a.m.). The aim of the diurnal regulation was to provide autumn‐staging and wintering geese with more undisturbed feeding opportunities, and hence to extend the length of their stay in Danish haunts. A field study was carried out during 1994–1997 to investigate the effects of the regulation on the behaviour and site use by geese, focused on greylag geese Anser anser and pink‐footed geese Anser brachyrhynchus at three important Danish sites. Data from earlier studies and monitoring schemes provided baseline information. In one study area with low shooting intensity, greylag geese did not change the timing of their morning departure from the roost to the feeding areas. In two sites with higher shooting intensities, they gradually delayed their morning departure from the roosts over the years. In the two sites with intensive shooting, greylag geese redistributed themselves during the daytime, albeit in small numbers. In the site with low shooting intensity, greylag geese depleted the waste grain resources, the preferred food. In the two sites with higher shooting intensities, the geese left while food was still plentiful. Pink‐footed geese did not change their roost flight departure and only marginally redistributed themselves during the daytime. In sites where shooting‐free areas were established, numbers of greylag and pink‐footed geese immediately increased. The weak reaction by the geese to diurnal regulation was not due to a lack of behavioural flexibility in response, but reflected the fact that staying and adjusting to the diurnal regulation was a less attractive option than moving on to less disturbed sites. In conclusion, the diurnal shooting regulation did not achieve the intended management objectives.

Travel-related decisions by bus, servis taxi, and private car commuters in the city of Amman, Jordan

Abstract The purpose of this study is to investigate travel-related decisions undertaken by private car, bus, and servis taxi commuters. Two disaggregate choice models are formulated and estimated. Choice models relate to two essential daily travel-related decisions such as the morning departure time to work and type of “after work” activity. Estimation results suggest among other findings that private car commuters' morning departure time decisions are very much influenced by the presence of young children, whereas bus and servis taxi commuters' departure time decisions are not influenced by the presence of children. In addition, bus and servis taxi commuters tend to pursue household maintenance activities and, less probably, to pursue a chain of activities after work, while private car commuters are likely to carry out a chain of activities after work. Results also show that both home and work locations have differential impacts on commuters' morning departure time decisions, type of “after work” activity, and the choice of mode to pursue the latter. The distance to “after work” activity seems to be instrumental in determining the type of activity to be pursued after work. In addition, the previous day waiting time at the bus or the servis taxi stop turned out to have a profound impact on bus and servis taxi commuters' morning departure time decisions. The work departure time affects the type of “after work” activity. Bus commuters are less likely to pursue social activities if they left work late, whereas private car commuters are likely to pursue social or household maintenance activities regardless of their work departure time. In summary, bus, servis taxi, and private car commuters have different travel patterns at least in the context of the two decisions addressed. These results enhance our understanding of the commuters' travel patterns and behavior, particularly those relating to type of activity after work. This understanding is likely to improve travel demand forecasting mechanisms and hence provide accurate estimates of “after work” travel demand.

The adaptive significance of reoriented migration of chaffinches Fringilla coelebs and bramblings F. montifringilla during autumn in southern Sweden

Reoriented autumn migration of chaffinches and bramblings occurs regularly in southernmost Sweden. The reoriented birds fly in a northeasterrly direction from the coast and inland, i.e. approximately opposite to the normal autumn migration direction. The daily peak of reoriented finch migration, as observed at inland sites 20–40 km from the coast, occurs on average 3.5 h later than the early morning departure in the normal migratory direction, and 1 h later than the peak of migration at the coast. According to trapping data the average weight of reoriented migrants and birds interrupting their migration at the coastline is significantly lower than the weight of migrants proceeding in the normal direction, and the proportion of yearlings seems to be larger in the former category. Censuses of flocks of resting finches showed that they mainly forage at stubble fields of summer rape Brassica napus, preferably fields surrounded by wooded vegetation offering shelter from predator attacks. Preferred food and habitats are mostly located inland, 20 km or more from the coast. These findings are consistent with the interpretation that reorientation constitutes an adaptive response by migrants with small fat reserves. When confronted with an ecological barrier, they return to suitable resting sites for restoring the fat reserves before crossing the barrier.

Influence of temperature and other factors on the daily roosting times ofblack-billed magpies

On 102 occasions from September 1984 to April 1985, the time of morning departure and evening arrival of a population of black-billed magpies (Pica pica) was recorded at a winter roost near Edmonton, central Alberta. The goal was to determine whether an effect of cold on daily roosting time could be observed and distinguished from that of other environmental factors. Multiple linear regression analysis on the data revealed that, all other things being equal, magpies left the roost later relative to sunrise, and returned to it earlier relative to sunset on colder days, and also (i) on longer days, (ii) on darker, cloudier days, (iii) in the second half of winter, when compared with the first half, and (iv) when fewer birds were using the roost. These results held true only before the occurrence of overt territorial behaviour in March, which coincided with a notable shift towards earlier departures and later arrivals. The larger amount of time spent in the roost by magpies when it was cold may be related to an increased predisposition to inactivity induced by cold temperatures, or to possible microclimatological advantages offered by the roost. The amplitude of this temperature effect may, however, be dependent on the birds' level of hunger. Indeed, the effect of temperature on roosting times was much weaker in the case of departure, i.e., after a long night of food deprivation, than it was in the case of arrival.

The influence of light intensity on the roosting times of the rook ( Corvus frugilegus)

Little work has been done on the roosting behaviour of Corvidae, particularly the influence of light-intensity on its timing. This paper describes the effects of light-intensity on the roosting times of rooks ( Corvus frugilegus) from a large roost during winter. Light intensity was measured and its influence on the departure of birds from the feeding grounds, arrival at the roost, entry into the roost and morning departure was found to be significant. Departure from feeding areas (and arrival at the roost) was earlier at lower light-intensities and later at higher light-intensities. Control of responsiveness to light-intensity by circadian rhythm for rooks from different feeding grounds was discussed.