Travel Time Consumption Research Articles

“…WE WERE DETERMINED BY THE UYEZD TO BE IN THE TOWN OF GOROKHOVETS, WHERE WE DID NOT WANT TO BE AT ALL”: THE DISTRICT CENTER IN THE LIFE OF THE PEASANT COMMUNITY (THE CASE OF THE VILLAGE OF PALEKH AT THE TURN OF THE 18th AND 19th CENTURIES)

The study examines the strategies of interaction of the peasant community and manorial administration with the uyezd authorities at the microhistorical level. It is based on the materials of the archive of the Buturlins’ Palekh manor, i.e. expenditure books and primary documentation on travel expenses, duty receipts of the uyezd authorities and community sentences. Upon studying the legislative base and practice, the author concludes that peasants almost did not deviate from legislative norms. They tried to optimize their expenses, for example, they did not resort to the uyezd court or they visited the town for several cases at the same time. The article reconstructs the schedule and approximate travel time consumption, examines which officials and peasants were involved in interaction with the uyezd authorities depending on the situation. The author establishes that a considerable part of the time of the manorial administration was spent on traveling to the uyezd town. She estimates the transport costs of Palekh residents to the neighboring towns — Gorokhovets, Vyazniki, Vladimir and Shuya. The main criterion of convenience of a uyezd town for peasants was reliability of the way to it and its proximity to their village. Th e case of the administrative reform in 1796–1797 in Vladimir guberniya allows us to consider how Palekh residents tried to prevent their manor from being assigned to a less attractive uyezd town. It is proved that peasants’ attempts could not succeed, because the reform was carried out at the guberniya level (while peasants appealed to the uyezd authorities), and the decisions were made before peasants tried to intervene. The author concludes that the legislation in the second half of the 18th and early 19th centuries worked in favor of peasants and it was aimed at reducing transportation costs for them, but their opinion was not taken into account in the formation of specific administrative boundaries.

Mobility as a Service: An exploration of exact and heuristic algorithms for a new multi-modal multi-objective journey planning problem

Mobility as a Service (MaaS) is a term coined for the development and implementation of multi-modal trip planner recommendation systems. Multi-modal journeys can include public transport, private transport and hire-able e-scooters which can beneficially augment public transport journeys. This study proposes and tackles a new and more general multi-modal multi-objective journey planning problem than considered previously. Our aim is to generate Pareto sets of multi-modal journeys which minimise the objectives of cost, travel time, inconvenience, CO2 emissions, and calorie expenditure, as well as find journeys that optimally balance the trade-offs between them. Commuters can then choose between green, cheap, fast, car-free or convenient journeys. This work proposes implicit enumeration and heuristic algorithms which are analysed in terms of their theoretical time complexity, empirically in terms of solution time and optimality gap using a series of Manhattan and random structure transport networks. We show that our algorithms can generate solutions of equal quality to RAPTOR—a prominent existing journey planning algorithm. For this problem we reveal that the number of network nodes is a huge computational bottleneck, leading to the suggestion that future research can benefit from limiting the number of network nodes that are considered as transfer points. While our heuristic can generate good quality Pareto sets quicker than the enumeration procedure for the largest instances considered, we show that the enumeration procedure with pruning rules can still be the most effective strategy for this particular problem.

Decomposition of travel time expenditure through individual mobility trajectories based on mobile phone signaling data

The concept of travel time expenditure (TTE) or travel time budget (TTB) was developed approximately 60 years ago, and its stability issues have long been debated based on traditional household travel survey (HHTS) methods or less developed information and communication technologies (ICTs). Recent advances in mobile phone technologies have enabled the use of individuals’ mobility information at the disaggregation level. The objective of this study is to explore the TTE based on mobile phone signaling data (MPSD) collected from the residents in two different types of districts in South Korea. The results may produce better spatiotemporal precision than traditional household survey data because MPSD is generated when a mobile phone changes the cell coverage area and base transceiver stations (BTSs) or whenever the recording time interval set by the cellular service provider arrives. On the other hand, tremendous effort is needed to collect and clean up the raw data compared to data obtained using the conventional HHTS method. This paper presents data-cleaning processes and the results of a TTE calculation as a function of the day of weekday, age group, and region type. The processes and results of this study could be useful for modeling human mobility behavior using MPSD.

Modelling Method on Dynamic Optimal Setting and Associated Control for Intermittent Bus Lane

A new type of dynamic bus lane not only ensures the strategy of bus priority but also significantly improves the spatiotemporal utilization of road resources and reduces the conflicting demands of buses and social vehicles on road resources. Firstly, the heterogeneity of bus arrival time is analysed according to the process of aggregation and dissipation of vehicle queues at intersections. Considering the correlation between the operating states of social vehicles and buses, a dynamic control strategy for bus lane based on the insertable interval of social vehicles is established. Secondly, combining the setting conditions of the intermittent bus lane control area with the correlation scenario of signal control at intersections and then according to the HCM 2010 vehicle delay equation and the BPR function, the associated optimized control model with the minimum total travel time consumption of the road section as the objective function is constructed. The global optimal control of the intermittent bus lane is realized through the computational experiment. Finally, the setting conditions and benefits of three lane organization schemes (including intersect (i.e., no bus priority), parallel, and intermittent bus lanes) are compared and analysed through case study. The results indicate that the intermittent priority bus lanes have opening hours, which can not only ensure bus priority but also expand the right way for social vehicles and make full use of road space resources, thus improving the overall traffic efficiency.

Identification and Classification of Bus and Subway Passenger Travel Patterns in Beijing Using Transit Smart Card Data

Urban public transit has been rapidly developed in recent years. However, given increases in travel volume, the level of service still needs to be improved to meet the satisfaction of passengers. Transit service providers and researchers have focused on improving transit devices, but the service level of public transit has not yet been effectively improved, so more and more research is interested in analyzing the travel patterns of passengers. Compared with traditional survey methods, smart card collection systems—which can collect spatial-temporal information about passengers’ trips—are convenient for the study of bus and subway passengers’ travel patterns. However, the data provided by smart cards have not yet been fully explored. Therefore, this paper proposed a multistep methodology to gather information on the travel patterns of bus and subway passengers in Beijing, China. We conducted statistical analyses and used an unsupervised clustering method to study and classify passengers based on travel patterns. Four groups have been identified: standard commuters, flexible commuters, and two types of low-frequency passengers. Then, a comprehensive analysis was conducted. We also discussed the changes of passengers’ travel time consumption before and after the implementation of customized bus for high-frequency passengers. The analyses indicated that passengers’ travel patterns can provide useful information for transit service providers and can help improve the level of service of urban public transit by promoting the promulgation of local public transport policies and the implementation of customized services.

Energy Efficient Order Picking Routing for a Pick Support Automated Guided Vehicle (Ps-AGV)

Order picker routing refers to the process of collecting a set of products with the minimum travel time. Recently, a new generation of Automated Guided Vehicles (AGVs) has been developed to assist human order pickers in order to minimize their travel time. These vehicles are using battery as energy source. However, the routing energy efficiency aspect of these systems remains unexplored. Yet any improvement in power consumption will ultimately reduce the DOD (depth of discharge) of the battery and increase its lifespan. For example, in many real AGV applications incorporating the effect of load mass has been neglected, although its importance. In most studies, the methodology proposed for the order picking routing problem does not allow neither the integration of the mass of each Stock Keeping Unit (SKU) nor the calculation of associated energy costs. Those studies are generally limited to ensure that all the items requested by an order are picked up with minimum travel time/distance. In this paper, an Energy Efficient Order Picking Routing algorithm named <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">EE-OPR</i> is proposed to realize an efficient AGV tour with an acceptable trade-off between energy preservation and travel time minimization. The proposed approach takes into account the mass of loads and its accumulation throughout the pick tour since it intensifies the rolling resistance losses on flat ground, especially at lower speeds. In this regard, an optimization method by means of dynamic states graph is developed. This method is applied to different warehouse layouts. The performance of the suggested algorithm is evaluated by comparing it with an approach minimizing only travel time consumption. Results show that the optimized tours, offered by <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">EE-OPR</i> are effective and robust, with an 18% average saving on the total cost of picking tour.

Decomposition of Travel Time Expenditure Through Individual Mobility Trajectories Based on Mobile Phone Signaling Data

Decomposition of Travel Time Expenditure Through Individual Mobility Trajectories Based on Mobile Phone Signaling Data

Research on Accessibility and Equity of Urban Transport Based on Multisource Big Data

Daily travel is an important means for everyone to obtain the right to development. With the development of the economy and the progress of the times, the equalization of public infrastructure has become an important concern. The accessibility and fairness of transportation have become a hot topic of research in various fields. To promote transport equity and formulate more reasonable transport planning and policies, this paper takes the Kunshan city as the research object, based on the mobile phone signaling data and the travel time consumption data from the application programming interface (API) of Gaode Map, using weighted average accessibility and the Theil index to investigate the accessibility and equity of public transport and car traffic in the Kunshan city. The study found that the accessibility of public transport is lower than that of car transport in the same research unit, but the equity of public transport is better than that of car transport, that is, the public transport is fair and the efficiency is neglected. In the same mode of transportation, equity presents a high four-week low distribution in the central urban area, and the spatial equity difference is mainly caused by the difference in accessibility levels between cell units. According to the research conclusions, it is recommended that Kunshan further optimize the spatial layout of public transportation infrastructure and adopt measures such as bus speed increase to achieve equity and efficiency and improve the competitiveness of public transportation.

Revisiting the impacts of virtual mobility on travel behavior: An exploration of daily travel time expenditures

Abstract There has been a growing interest in the association between online activities and daily activity-travel patterns. An analysis of this relationship is even more crucial considering the major disruptions to out-of-home activity participation and travel due to the COVID-19 pandemic. This study contributes to the literature by exploring the relationships between Information and Communication Technology (ICT) use (focusing on telework and online shopping) and time spent traveling using different transportation modes. Using Tobit regression models, we investigate the impacts of ICT use on three travel alternatives: (1) automobile, (2) public transit, and (3) active travel. The results show that the effects of ICT use vary across these three travel modes. For example, all else being equal, respondents with higher durations of telework tend to spend less time on auto and transit. Respondents with higher durations of online shopping spend more time walking and bicycling. This study also explores whether the effects of ICT use on travel durations vary across groups with different socio-demographics and residential location characteristics. For instance, the study finds the greater the level of land-use mixture, the stronger the association between online shopping and time spent bicycling and walking. The research findings can inform planners and decision-makers on the relationships between ICT use and overall travel behavior in order to assess travel demand under different levels of ICT use.

Testing least cost path (LCP) models for travel time and kilocalorie expenditure: Implications for landscape genomics

Least Cost Path (LCP) analysis allows a user to define a cost parameter through which cost of movement can be assessed using Geographical Information Systems (GIS). These analyses are commonly used to construct theoretical movement through a landscape, which has been useful for creating hypotheses concerning prehistoric archaeology and landscape genomics. However, LCP analysis is commonly employed without testing the generated LCP(s), complicating its usefulness as a methodological tool. This paper proposes a model for analyzing movement in ArcGIS by using topography data to calculate slope. This slope data is then then used to calculate LCPs based on travel time and kilocalorie expenditure. LCPs were constructed in the Nature Preserve at Binghamton University, a 182-acre area that consists of wetland and mountainous terrain, and a Fitbit® Surge activity monitor was used to test the accuracy of the model’s predictions. Paired sample t-tests show a lack of significant difference between calculated and walked time in our analysis (p = .953), suggesting that our model can estimate travel time between two points based solely on slope of the region. Paired sample t-tests also show a lack of significant difference between calculated and observed kilocalorie expenditure (p = .930), suggesting that our model is also capable of estimating kilocalorie expenditure associated with movement between two points. Finally, paired sample t-tests confirm that straight line distances do not reflect real movement through a terrain (p = .009), highlighting the need for alternate measures of movement when analyzing the effects of local landscape on movement. Our current model shows strength in its estimations of travel time and kilocalorie expenditure based on topography of a region–future iterations of the model need to establish the statistical similarity between our model’s estimations and recorded values for walking time and kilocalorie expenditure.

Development and analysis of a novel obstacle avoidance strategy for a multi-robot system inspired by the Bug-1 algorithm

This paper addresses the development and implementation of an obstacle avoidance strategy for a multi-robot system operating in an unknown environment. This novel strategy is based on the conventional Bug-1 obstacle avoidance algorithm, which is a non-heuristic method for obstacle avoidance in an unknown environment. In the Bug-1 algorithm, a robot circumnavigates the obstacle to find the coordinates of the point, having minimum distance to the goal. In the case of the new strategy, two robots will circumnavigate the obstacle in such a manner that it will reduce both the total travel time and the distance traveled. Information acquired by the individual robots during the circumnavigation is shared across other robots to accomplish the obstacle avoidance efficiently. A theoretical analysis is carried out to show the improvement in travel time and energy expenditure of the robots in implementing the new strategy. Different test scenarios for comparing the performance of the obstacle avoidance strategies using simulations is also identified. The simulation studies using these scenarios suggest that the new algorithm is a better algorithm with respect to multi-robot obstacle avoidance. The experimental study conducted also shows that robots using this new algorithm have a better travel time and less energy expenditure than the conventional Bug-1 algorithm.

Foraging distances in six species of solitary bees with body lengths of 6 to 15 mm, inferred from individual tagging, suggest 150 m-rule-of-thumb for flower strip distances

Bees require suitably close foraging and nesting sites to minimize travel time and energy expenditure for brood provisioning. Knowing foraging distances in persistent (‘healthy’) populations is therefore crucial for assessing harmful levels of habitat fragmentation. For small bees, such distances are poorly known because of the difficulty of individual tagging and problems with mark-recapture approaches. Using apiarist’s number tags and colour codes, we marked 2689 males and females of four oligolectic and two polylectic species of Osmiini bees (Megachilidae, genera Chelostoma, Heriades, Hoplitis, Osmia) with body lengths of 6 to 15 mm. The work was carried out in 21 ha-large urban garden that harbours at least 106 species of wild bees. Based on 450 re-sightings, mean female flight distances ranged from 73 to 121 m and male distances from 59 to 100 m. These foraging distances suggest that as a rule of thumb, flower strips and nesting sites for supporting small solitary bees should be no further than 150 m apart.

Quantifying Travel Physical Energy Expenditure for Urban Travellers – A Case Study of Beijing

Travel physical energy expenditure for travellers has impact on travel mode choice behaviour. However, quantitative study on travel physical energy expenditure is rare. In this paper, the concept of travel physical energy expenditure coefficient has been presented. A case study has been carried out of young travellers in Beijing to get the value of physical energy expenditure per unit time under three transport modes, walking, car and public transportation. A series of experiments have been designed and conducted, which consider influence factors including age, gender, travel mode, riding posture, luggage level and crowded level. By analysing the travel data of money, travel time and physical energy expenditure, we determined that the value of travel physical energy expenditure coefficient δ is 0.058 RMB/KJ, which means that travellers can pay 0.058 RMB to reduce 1 KJ physical energy expenditure. Next, a travel mode choice model has been proposed using a multinomial logit model (MNL), considering economic cost, time cost and physical energy cost. Finally, the case study based on OD from Xizhimen to Tiantongyuan in Beijing was conducted. It is verified that it will be in better agreement with the actual travel behaviour when we take the physical energy expenditure for different types of travellers into account.

Does Individual Capability Influence Travel Time Expenditure? Mediation and Moderation Modeling Approaches

Does Individual Capability Influence Travel Time Expenditure? Mediation and Moderation Modeling Approaches

Ways of coordinating schedules in regional passenger traffic

In the modern conditions of the Russian Federation in the traffic management field one of the priorities is the development and improvement of the route transport functioning quality. One of the main passengers’ requirements is the minimum travel time expenditures. Satisfying such a requirement without the mutual coordination of transport processes on routes and the use of roadside station by vehicles and passengers is problematic due to their interdependence. The problem of such coordination is inherited both in the cities, and in regional settlements. In this study, a methodology has been developed for coordinating bus schedules on regional routes that have common route sections or roadside station. This methodology was implemented in the Sargatsky district of the Omsk region. According to the obtained results, the average passenger waiting time in the case of a switch was reduced by 37%.

Analysis of Accessibility of Railway Transport for Residents of Large Urban Agglomerations

The study is focused on improvement of passenger transportation by rail transport, its availability, quality of related services for residents of large agglomerations. Correlation of growth in speed of movement of passengers, distance of travel, range and quality of services provided by the carrier, as well as planning of passenger traffic and spatial urban development models are considered. Particular attention is paid to the analysis of the improvement of passenger transportation by rail transport by assigning stops for long-distance passenger trains (including fast, speed and highspeed trains) in suburban areas of large agglomerations, since that aspect has not been yet sufficiently studied.It is concluded that it is necessary to continue research on transportation needs of the population of the agglomerations, to identify the features and patterns of changes in passenger traffic, emerging and redeeming in the suburban areas of the largest cities. This will allow transportation companies to better understand the transport services market, to develop and offer new transportation products to the population. That approach can increase the attractiveness of rail transport and its availability for the population of many cities thanks to a significant reduction in weighted average costs and travel time expenditures for passengers.

Quantifying e-bike applicability by comparing travel time and physical energy expenditure: A case study of Japanese cities

BackgroundE-bikes are a growing market around the world and public policies regarding their usage are varied among cities. There is a need to inform policy decisions about integrating e-bikes into urban transportation systems. While previous studies on bicycle convenience focused on the cycling environment itself, assessment of a new transport mode, like e-bikes, requires insights into their potential and limitations when introduced into the existing urban transportation system. MethodsE-bike applicability is defined as the change of convenience due to their introduction and the service area is adopted as a measure of convenience for a transportation mode. Indices for e-bike applicability are proposed by comparing the service area of e-bikes to public transit and to conventional bicycles considering travel time and physical energy expenditure as two measures. The methods are applied to four Japanese cities to assess applicability on two scales, namely a community-wide scale and a city-wide scale. ResultsOn the community-wide scale, e-bikes are applicable to areas with steep road gradients, areas with geographical obstacles requiring detours, and areas lacking public transportation. E-bike applicable communities with high likely e-bike demand are selected. On the city-wide scale, e-bikes are applicable to short distance trips in cities with well-developed transit systems, with applicable travel time and physical energy expenditure range of 65 min and 1.25 MET-h round trip, respectively. E-bikes are a promising alternative means of transport in local cities; they also have limitation in terms of physical energy expenditure compared to transit. ConclusionsThe indices can be valuable tools providing urban planners with knowledge about e-bikes on a community-wide scale and a city-wide scale.

Active travel for active ageing in China: The role of built environment

China has been witnessing prominent demographic ageing because of its sustained low fertility (one-child policy) and mortality rates. In 2017, nearly one in four elderly adults in the world live in China. The rapid increase of the elderly population is supposed to dramatically influence the urban and transportation system. Active travel plays an important role for the ageing Chinese population to sustain their mobility and wellbeing. To provide suitable policy implications for age-friendly travel environments in China, this study investigates how the built environment affects active travel behavior. Particularly, we explore the influences of built environment on daily active travel frequency and time expenditure while taking into account travel attitudes. A zero-inflated ordered probit model and a Cox proportional hazards model are respectively estimated based on the Nanjing Travel Survey data. Results show that the social and cultural contexts exert pronounced impacts on the travel pattern of Chinese older people. Specifically, it is found that the living pattern of co-residence, and the proximity to market, park/square, and chess/card room are influential in shaping active travel patterns. In addition, the built environment shows larger effects on the active travel behavior of older adults than on that of young people. Attitudes towards active travel are not significant in explaining the senior's travel behavior, indicating limited self-selection effects. The findings will offer insights to establish effective and appropriate land use strategies and public facility distribution for the elderly during the Chinese urban renewal process.

Tracking job and housing dynamics with smartcard data

Residential locations, the jobs-housing relationship, and commuting patterns are key elements to understand urban spatial structure and how city dwellers live. Their successive interaction is important for various fields including urban planning, transport, intraurban migration studies, and social science. However, understanding of the long-term trajectories of workplace and home location, and the resulting commuting patterns, is still limited due to lack of year-to-year data tracking individual behavior. With a 7-y transit smartcard dataset, this paper traces individual trajectories of residences and workplaces. Based on in-metro travel times before and after job and/or home moves, we find that 45 min is an inflection point where the behavioral preference changes. Commuters whose travel time exceeds the point prefer to shorten commutes via moves, while others with shorter commutes tend to increase travel time for better jobs and/or residences. Moreover, we capture four mobility groups: home mover, job hopper, job-and-residence switcher, and stayer. This paper studies how these groups trade off travel time and housing expenditure with their job and housing patterns. Stayers with high job and housing stability tend to be home (apartment unit) owners subject to middle- to high-income groups. Home movers work at places similar to stayers, while they may upgrade from tenancy to ownership. Switchers increase commute time as well as housing expenditure via job and home moves, as they pay for better residences and work farther from home. Job hoppers mainly reside in the suburbs, suffer from long commutes, change jobs frequently, and are likely to be low-income migrants.

Investigating intra-household interactions between individuals' time and space constraints

The activity space of an individual is defined as the activity-travel environment which a traveller is using for his or her activities (Axhausen et al., 2002). It is limited by this individual's ability and resources, such as available time for travel as well as his or her anchor points. However, most existing studies have focused on single individual activity space, ignoring the fact that individuals' activities often interact with that of his or her family members'. In this paper a multivariate model is proposed where the correlation between travel time of fathers and mothers, and the correlation between the activity space and travel time are modelled explicitly. The estimated correlations from these joint distributions provide insights into both the intra-household interactions in daily travel and the intrinsic relationships of the hidden limits in the dimensions of space and time. The travel time limits are modelled using a stochastic frontier model component, which can estimate an unobserved upper or lower limit for travel time expenditure. This limit usually refers to the maximum travel time budget or minimum travel time need, which denotes the maximum or minimum amount of travel time that an individual is willing or able to allocate per day. The concept of the confidence ellipse is used as a measure of activity space constructed from the multi-day travel diary data. It is hypothesised that the unobserved travel time limits and activity space sizes of fathers and mothers are correlated with each other, due to a similar spatial knowledge and accessibility to various facilities. The daily variations in the travel time expenditure of parents are also assumed to be correlated because of daily household task allocation and joint household travel. Data collected from a three-week household travel diary in the Bandung Metropolitan Area in Indonesia are used for estimation in this study. The estimated frontier model component shows that neither parent has reached their maximum travel time budget and/or minimum travel time need that they inherently must spend. Compared with other attributes, the perceived accessibility attributes play the most important role in influencing the activity space limits. For households with fully employed fathers, a trade-off mechanism is found in travel time expenditure between parents, which is likely due to the redistribution of household tasks. On the other hand, for households with fathers who are not fully employed, a complementary effect is found, arising from the joint travel among household members. The travel time budget and activity space limits of fathers are positively correlated with those of mothers. These findings call for the formulation of transport policies that consider the household as a unit, especially in developing countries such as Indonesia, to fulfil the mobility needs of different market segments, e.g., households with fully employed fathers and those with fathers who are not fully employed.