Estimation for running time and energy losses due to unproductive stops at bus stations in urban-rural traffic corridors
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ABSTRACT:
SUBMITTER: Li X
PROVIDER: S-EPMC10506712 | biostudies-literature | 2023 Jan
REPOSITORIES: biostudies-literature
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Project description:ObjectivesAmid growing calls for police reform, it is imperative to reassess whether police actions designed to improve public safety are associated with injury prevention. This study aims to examine the relationship between the police traffic stops (PTSs) and motor vehicle crash (MVC) deaths at the state level. We hypothesize that increased PTSs would be associated with reduced MVC deaths.MethodsWe retrospectively analyzed PTSs and MVC deaths at the state level from 2004 to 2016. Police traffic stops data were from 33 state patrols from the Stanford Open Policing Project. The MVC deaths data were collected from the National Highway Traffic Safety Administration. The vehicle miles traveled data were from the Federal Highway Administration Office of Highway Policy Information. All data were adjusted per 100 million vehicle miles traveled (100MVMT) and were analyzed as state-level time series cross-sectional data. The dependent variable was MVC deaths per 100MVMT, and the independent variable was number of PTSs per 100MVMT. We performed panel data analysis accounting for random and fixed state effects and changes over time.ResultsThirty-three state patrols with 235 combined years were analyzed, with a total of 161,153,248 PTSs. The PTS rate varied by state and year. Nebraska had the highest PTS rate (3,637/100MVMT in 2004), while Arizona had the lowest (0.17/100MVMT in 2009). Motor vehicle crash deaths varied by state and year, with the highest death rate occurring in South Carolina in 2005 (2.2/100MVMT) and the lowest in Rhode Island in 2015 (0.57/100MVMT). After accounting for year and state-level variability, no association was found between PTS and the MVC death rates.ConclusionState patrol traffic stops are not associated with reduced MVC deaths. Strategies to reduce death from MVC should consider alternative strategies, such as motor vehicle modifications, community-based safety initiatives, improved access to health care, or prioritizing trauma system.Level of evidenceRetrospective epidemiological study, level IV.
| S-EPMC8900371 | biostudies-literature
Project description:To report common traffic violations in bus drivers and the factors that influence those violations in urban China.We conducted an observational study to record three types of traffic violations among bus drivers in Changsha City, China: illegal stopping at bus stations, violating traffic light signals, and distracted driving. The behaviors of bus drivers on 32 routes (20% of bus routes in the city) were observed. A two-level Poisson regression examined factors that predicted bus driver violations.The incidence of illegal stopping at bus stations was 20.2%. Illegal stopping was less frequent on weekends, sunny days, and at stations with cameras, with adjusted incidence rate ratios (IRRs) of 0.81, 0.65 and 0.89, respectively. The incidence of violating traffic light signals was 2.2%, and was lower on cloudy than sunny days (adjusted IRR: 0.60). The incidence of distracted driving was 3.3%. The incidence of distracted driving was less common on cloudy days, rainy or snowy days, and foggy/windy/dusty days compared to sunny days, with adjusted IRRs of 0.54, 0.55 and 0.07, respectively.Traffic violations are common in bus drivers in urban China and they are associated with the date, weather, and presence of traffic cameras at bus station. Further studies are recommended to understand the behavioral mechanisms that may explain bus driver violations and to develop feasible prevention measures.
| S-EPMC4570791 | biostudies-other
Project description:BackgroundExposure to traffic-related air pollution (TRAP) is associated with increased incidence of several cardiopulmonary diseases. The elevated TRAP exposures of commuting environments can result in significant contributions to daily exposures.ObjectivesTo assess the personal TRAP exposures (UFPs, BC, PM2.5, and PM10) of the bus transit systems of Toronto, Ottawa, and Vancouver, Canada. Personal exposure models estimated the contribution of bus commuting to daily TRAP exposures. Associations between bus type and riding exposures and bus stop/station type and waiting exposures were estimated.ResultsBus commuting (4.6% of the day) contributed ~59%(SD = 15%), 60%(SD = 20%), and 57%(SD = 18%) of daily PM2.5-Ba and 70%(SD = 19%), 64%(SD = 15%), and 70%(SD = 15%) of daily PM2.5-Fe, in Toronto, Ottawa, and Vancouver, respectively. Enclosed bus stations were found to be hotspots of PM2.5 and BC. Buses with diesel particulate filters (DPFs) and hybrid diesel/electric propulsion were found to have significantly lower in-bus PM2.5, UFP, and BC relative to 1983-2003 diesel buses in each city with the exception of UFP in Vancouver.SignificancePersonal exposures for traffic-related air pollutants were assessed for three Canadian bus transit systems. In each system, bus commuting was estimated to contribute significantly toward daily exposures of fine-fraction Ba and Fe as well as BC. Exposures while riding were associated with bus type for several pollutants in each city. These associations suggest the use of hybrid diesel/electric buses equipped with diesel particulate filters have improved air quality for riders.
| S-EPMC8263338 | biostudies-literature
Project description:The bilateral Bus Rapid Transit (BRT) system is a kind of BRT system in which the stops are located in the middle of the transit lane. By simultaneously serving transit lines in opposite directions, it is particularly designed to save space resources and enhance service quality. To improve the operational efficiency of the bilateral BRT, this paper optimizes the operational performance of bilateral BRT with elastic demand. The objective is to minimize the generalized time cost per passenger of the system by jointly optimizing the headway and number of stops of bilateral BRT. The cost includes the agency operating and user travel. The optimal design model is formulated as a mixed-integer program and solved using a fuzzy analytic hierarchy process (FAHP) and a genetic algorithm (GA). We conduct a case study and sensitivity analysis to show the effectiveness and reliability of the proposed approach. We conclude that the optimized minimum generalized cost per passenger is lower than the actual case for all demand levels, especially at off-peak hours, by about 22.5%. In addition, we find that the weights of agency and user costs have the most significant impact on headway, whereas the influence of walking, vehicle speed, and route length is minimal. In contrast, the optimal number of BRT stops is mostly influenced by the route length, and walking speed has essentially no effect on the optimal number of stops. Finally, we find that the generalized cost per passenger at peak hours is 10% to 15% smaller than at off-peak hours in various scenarios.
| S-EPMC10936851 | biostudies-literature
Project description:BACKGROUND:Law enforcement traffic stops are one of the most common entryways to the US justice system. Conventional frameworks suggest traffic stops promote public safety by reducing dangerous driving practices and non-vehicular crime. Law enforcement agencies have wide latitude in enforcement, including prioritization of stop types: (1) safety (e.g. moving violation) stops, (2) investigatory stops, or (3) economic (regulatory and equipment) stops. In order to prevent traffic crash fatalities and reduce racial disparities, the police department of Fayetteville, North Carolina significantly re-prioritized safety stops. METHODS:Annual traffic stop, motor vehicle crash, and crime data from 2002 to 2016 were combined to examine intervention (2013-2016) effects. Fayetteville was compared against synthetic control agencies built from 8 similar North Carolina agencies by weighted matching on pre-intervention period trends and comparison against post-intervention trends. RESULTS:On average over the intervention period as compared to synthetic controls, Fayetteville increased both the number of safety stops + 121% (95% confidence interval + 17%, + 318%) and the relative proportion of safety stops (+ 47%). Traffic crash and injury outcomes were reduced, including traffic fatalities - 28% (- 64%, + 43%), injurious crashes - 23% (- 49%, + 16%), and total crashes - 13% (- 48%, + 21%). Disparity measures were reduced, including Black percent of traffic stops - 7% (- 9%, - 5%) and Black vs. White traffic stop rate ratio - 21% (- 29%, - 13%). In contrast to the Ferguson Effect hypothesis, the relative de-prioritization of investigatory stops was not associated with an increase in non-traffic crime outcomes, which were reduced or unchanged, including index crimes - 10% (- 25%, + 8%) and violent crimes - 2% (- 33%, + 43%). Confidence intervals were estimated using a different technique and, given small samples, may be asymmetrical. CONCLUSIONS:The re-prioritization of traffic stop types by law enforcement agencies may have positive public health consequences both for motor vehicle injury and racial disparity outcomes while having little impact on non-traffic crime.
| S-EPMC6970293 | biostudies-literature
Project description:This paper investigates the issue of pre-site selection for drone stations with the aim of enhancing the rapid assessment capability of urban road traffic accidents. Firstly, the influence of traffic accidents on urban traffic is analyzed, and the potential application of drones in rapid response at the accident scene is explored. A minimization model is constructed with the goal of minimizing the cost of accident handling and reducing traffic congestion. To solve this problem, we improved the simulated annealing algorithm by combining the multi-neighborhood strategy, adaptive neighborhood size, and adding a taboo list, and verified the effectiveness of the algorithm. The validity of the model is tested through simulation examples, and the impact of the drone coverage radius and the distribution of accident points on the model performance is explored through sensitivity analysis, providing management insights for the pre-site selection of drone stations.
| S-EPMC11801590 | biostudies-literature
Project description:RationaleThe intracellular trafficking of connexin 43 (Cx43) hemichannels presents opportunities to regulate cardiomyocyte gap junction coupling. Although it is known that Cx43 hemichannels are transported along microtubules to the plasma membrane, the role of actin in Cx43 forward trafficking is unknown.ObjectiveWe explored whether the actin cytoskeleton is involved in Cx43 forward trafficking.Methods and resultsHigh-resolution imaging reveals that Cx43 vesicles colocalize with nonsarcomeric actin in adult cardiomyocytes. Live-cell fluorescence imaging reveals Cx43 vesicles as stationary or traveling slowly (average speed 0.09 μm/s) when associated with actin. At any time, the majority (81.7%) of vesicles travel at subkinesin rates, suggesting that actin is important for Cx43 transport. Using Cx43 containing a hemagglutinin tag in the second extracellular loop, we developed an assay to detect transport of de novo Cx43 hemichannels to the plasma membrane after release from Brefeldin A-induced endoplasmic reticulum/Golgi vesicular transport block. Latrunculin A (for specific interference of actin) was used as an intervention after reinitiation of vesicular transport. Disruption of actin inhibits delivery of Cx43 to the cell surface. Moreover, using the assay in primary cardiomyocytes, actin inhibition causes an 82% decrease (P<0.01) in de novo endogenous Cx43 delivery to cell-cell borders. In Langendorff-perfused mouse heart preparations, Cx43/β-actin complexing is disrupted during acute ischemia, and inhibition of actin polymerization is sufficient to reduce levels of Cx43 gap junctions at intercalated discs.ConclusionsActin is a necessary component of the cytoskeleton-based forward trafficking apparatus for Cx43. In cardiomyocytes, Cx43 vesicles spend a majority of their time pausing at nonsarcomeric actin rest stops when not undergoing microtubule-based transport to the plasma membrane. Deleterious effects on this interaction between Cx43 and the actin cytoskeleton during acute ischemia contribute to losses in Cx43 localization at intercalated discs.
| S-EPMC3621031 | biostudies-literature
Project description:The characterization of the dynamics of traffic states remains fundamental to seeking for the solutions of diverse traffic problems. To gain more insights into traffic dynamics in the temporal domain, this paper explored temporal characteristics and distinct regularity in the traffic evolution process of urban traffic network. We defined traffic state pattern through clustering multidimensional traffic time series using self-organizing maps and construct a pattern transition network model that is appropriate for representing and analyzing the evolution progress. The methodology is illustrated by an application to data flow rate of multiple road sections from Network of Shenzhen's Nanshan District, China. Analysis and numerical results demonstrated that the methodology permits extracting many useful traffic transition characteristics including stability, preference, activity, and attractiveness. In addition, more information about the relationships between these characteristics was extracted, which should be helpful in understanding the complex behavior of the temporal evolution features of traffic patterns.
| S-EPMC3985313 | biostudies-other
Project description:Smart card data are widely used in generating the origin and destination (O-D) matrix for public transit, which contains important information for transportation planning and operation. However, the generation of the O-D matrix is limited by the smart card data information that includes the boarding (origin) information without the alighting (destination) information. To solve this problem, trip chain methods have been proposed, thereby greatly contributing in estimating the destination using the smart card data. Nevertheless, unlinked trips, that is, trips with unknown destinations, are a persisting issue. The purpose of this study is to develop a method for estimating the destination of unlinked trips, in which trip chain methods cannot be applied, using temporal travel patterns and historical boarding records of the passengers based on long-term smart card data. The passengers were clustered by k-means clustering, and the time-of-day travel patterns were estimated for each cluster using a Gaussian mixture model. The travel patterns were formulated to estimate the destination of the passengers from the smart card data. The proposed method was verified using the 2018 smart card data collected in Sejong City, South Korea. The existing trip chain method matched the destinations of 60.0% of the total trips, whereas the proposed method improved the matching to 74.9% by additionally matching the destinations of 37.2% of the unlinked trips.
| S-EPMC9231760 | biostudies-literature
Project description:Traffic in an urban network becomes congested once there is a critical number of vehicles in the network. To improve traffic operations, develop new congestion mitigation strategies, and reduce negative traffic externalities, understanding the basic laws governing the network's critical number of vehicles and the network's traffic capacity is necessary. However, until now, a holistic understanding of this critical point and an empirical quantification of its driving factors has been missing. Here we show with billions of vehicle observations from more than 40 cities, how road and bus network topology explains around 90% of the empirically observed critical point variation, making it therefore predictable. Importantly, we find a sublinear relationship between network size and critical accumulation emphasizing decreasing marginal returns of infrastructure investment. As transportation networks are the lifeline of our cities, our findings have profound implications on how to build and operate our cities more efficiently.
| S-EPMC6841661 | biostudies-literature