On modeling telecommuting behavior: option, choice, and frequency

The current study contributes to the already substantial scholarly literature on telecommuting by estimating a joint model of three dimensions—option, choice and frequency of telecommuting. In doing so, we focus on workers who are not self-employed workers and who have a primary work place that is outside their homes. The unique methodological features of this study include the use of a general and flexible generalized hurdle count model to analyze the precise count of telecommuting days per month, and the formulation and estimation of a model system that embeds the count model within a larger multivariate choice framework. The unique substantive aspects of this study include the consideration of the “option to telecommute” dimension and the consideration of a host of residential neighborhood built environment variables. The 2009 NHTS data is used for the analysis, and allows us to develop a current perspective of the process driving telecommuting decisions. This data set is supplemented with a built environment data base to capture the effects of demographic, work-related, and built environment measures on the telecommuting-related dimensions. In addition to providing important insights for policy analysis, the results in this paper indicate that ignoring the “option” dimension of telecommuting can, and generally will, lead to incorrect conclusions regarding the behavioral processes governing telecommuting decisions. The empirical results have implications for transportation planning analysis as well as for the worker recruitment/retention and productivity literature.     

A household-level activity pattern generation model with an application for Southern California

This paper develops and estimates a multiple discrete continuous extreme value model of household activity generation that jointly predicts the activity participation decisions of all individuals in a household by activity purpose and the precise combination of individuals participating. The model is estimated on a sample obtained from the post census regional household travel survey conducted by the South California Association of Governments in the year 2000. A host of household, individual, and residential neighborhood accessibility measures are used as explanatory variables. The results reveal that, in addition to household and individual demographics, the built environment of the home zone also impacts the activity participation levels and durations of households. A validation exercise is undertaken to evaluate the ability of the proposed model to predict participation levels and durations. In addition to providing richness in behavioral detail, the model can be easily embedded in an activity-based microsimulation framework and is computationally efficient as it obviates the need for several hierarchical sub-models typically used in extant activity-based systems to generate activity patterns.     

Establishing speed–flow–density relationships for exclusive motorcycle lanes

Abstract

The motorcycle is a popular mode of transport in Malaysia and developing Asian countries, but its significant representation in the traffic mix results in high rates of motorcycle accidents. As a result, the Malaysian Government decided to segregate motorcycle traffic along its new federal roads as an engineering approach to reduce accidents. However, traffic engineers needed to know the maximum traffic a motorcycle lane could accommodate. Despite substantial literature related to speed–flow–density relationships and capacities of various transport facilities, there is a knowledge gap regarding motorcycle lanes. This paper establishes motorcycle speed–flow–density relationships and capacities of exclusive motorcycle lanes in Malaysia. Observations of motorcycle flows and speeds were conducted along existing and experimental motorcycle lanes. Motorcycle speed–density data were aggregated and plotted for two types of observable motorcycle riding behaviour patterns that were influenced by the widths of a motorcycle lane: the headway pattern (lane width ≤ 1.7 m) and the space pattern (lane width > 1.7 m). For both riding patterns, regression analysis of motorcycle speed–density data best fits the logarithmic model and consequently the motorcycle flow–density and speed–flow models are derived. Motorcycle lane capacities for headway and space riding patterns are estimated as 3300 mc/hr/lane and 2200 mc/hr/m, respectively.     

Climate change projections for variables affecting road networks in Europe

Global climate change will affect road networks during this century. The effects will be different in various parts of the world due to differences in local climate change and in the structure and properties of roads. In this paper, climate change projections are presented for climate variables that are most likely to affect the long-term performance of road networks in Europe. We apply four regional climate simulations up to the year 2100 using two plausible future emission scenarios. The results show that the changing climate will require significant adaptation measures in the near future in order to maintain the operability of the European road network.     

Application of Aerodynamic Actuators to Improve Vehicle Handling

This exploratory study considers applications of active aerodynamic devices for suppressing parasitic motion and for improving the response of vehicles to steering, within the scope of the linear dynamic behaviour. A three DOF linear model is chosen to describe the side slip, yaw and roll motion of a baseline front-wheel steered vehicle. The improvements in performance of the base-line vehicle that are achievable by the application of direct yaw and roll moments are determined when either an open loop control pre-filter or a state feedback control law based on LQR design is applied. Unlike the former control, the state feedback control is unable to make the body side-slip angle vanish. The feedback control performance of each of the two moment actuators has been examined separately and then jointly. The advantages of combining the open loop and feedback dual actuator configurations are demonstrated using the two-degree of freedom control scheme. It is found that the scheme yields a spectacular performance but demands unreasonably large moments from the actuators in the context of available aerodynamic forces. On the other hand, the demand on direct yaw and roll moment of actuators is modest when the actuators are controlled using the LQR feedback only and if the control design is used to track a desired yaw rate trajectory and simultaneously to reduce the parasitic rolling motion. Significant improvements in handling and dynamic stability of a base-line vehicle can be achieved by aerodynamically generated direct yaw and roll actuator moments provided the target control performance is reasonable. The configurations of aerodynamic actuators considered are feasible for improving vehicle handling in cornering on motorways but more work remains to be done to explore alternative aerodynamic configurations that give rise to less side effects and higher lift coefficients.     

Characterization of fall–winter upwelling recurrence along the Galician western coast (NW Spain) from 2000 to 2005: Dependence on atmospheric forcing

Upwelling events driving ENACW (Eastern North Atlantic Coastal Water) into the Galician western coast rias had been considered typical spring–summer processes, according to the research developed in this area. However, they can also be observed in fall or winter under northerly winds blowing at shelf. Six different upwelling events were analyzed in the Ria of Pontevedra during the wet season (NDJF) from 2000 to 2005. These events were characterized by means of the zonal Ekman transport (Q_x) at four control points in front of the western rias (locally known as Rias Baixas) and thermohaline variables measured at a fixed station in the main mouth of the Ria of Pontevedra. The duration of the upwelling events ranged from 27 days (during February and March 2002) to 69 days (during November–December 2004 and January 2005). Upwelling events studied in the Ria of Pontevedra from 2000 to 2005 showed the similarity in upwelling features during both seasons (similar wind forcing and upwelled water). Finally, Q_x was correlated with the most representative atmospheric patterns in the Northern Hemisphere (EA, NAO, EA/WR, POL and SCA) from 1966 to 2005. The winter EA pattern has the most influence on Q_x showing an annual evolution with a prevalence of the positive phase from 1976 on. This positive phase is directly correlated with a prevalence of positive values of Q_x which are upwelling unfavorable in the Rias Baixas.     

Evaluation of two atmospheric models for wind–wave modelling in the NW Mediterranean

The NW Mediterranean experiences, as illustrated by the last decade, strong and rapidly varying storms with severe waves and winds. This has motivated a continuous validation of models and the efforts to improve wave and wind predictions. In this paper we use two atmospherics models, MASS (from SMC-Meteorological Office of Catalunya) and ARPEGE (from Météo-France), to force two third generation wave models: WAM and SWAN. The evaluation and comparison has been carried out for two severe storms registered in November 2001 and March–April 2002.The ARPEGE and MASS models predicted higher 10 m wind speeds than coastal meteorological stations, a fact attributed to local land influences. Regarding the 10 m wind direction, models do not present large differences, although considerable deviations from recorded data were found during some dates. ARPEGE presents less scatter and lower errors than MASS when compared with QuikSCAT data.The 10m wind fields from both atmospheric models were used to force the two selected wave models and analyse the errors and sensitivities when predicting severe wave storms. The wave model simulations show some interesting results; during the storm, the spatial wave pattern using ARPEGE showed a higher maximum, although the values of significant wave height at the buoys were lower than the ones forced by MASS (with both WAM and SWAN). The SWAN simulations show a better agreement in predicting the growing and waning of the storm peaks. The prediction of mean period was improved when using the ARPEGE wind field. However the underestimation by SWAN due to the large energy at high frequencies was evident. Validation of spectral shape predictions showed that it still has considerable error when predicting the full frequency spectra. The storms showed bimodal spectral features which were not always reproduced by wave models and are likely to be responsible for part of the discrepancies.     

The combined effect of rain and wind on air–water gas exchange: A feasibility study

A series of experiments were conducted at University of Delaware's Air–Sea Interaction Laboratory to examine the combined effects of rain and wind on air–water gas exchange. During this study, ASIL WRX I, a combination of 3 rain rates and 4 wind speeds were used, for a total of 12 different environmental conditions. The SF₆ evasion method was used to determine the bulk gas transfer velocities, and airside profiles of wind and CO₂ were used to estimate flux–profiles of momentum and carbon dioxide. In addition to measurements of fluxes with and without rain in a wind–wave boundary layer, measurements of wave properties were also obtained. Rain is shown to alter the wind profile in the flume, and dampen surface waves. Also, SF₆ evasion indicates that with the present experimental setup, for most of the experimental conditions, rain and wind combine linearly to influence air–water gas exchange. Flux–profile relationships for marine atmospheric boundary layers, which were performed to scale up to field measurements, were explored by a comparison between SF₆-derived bulk fluxes and airside CO₂ profile measurements.     

Technical Note: Force Control in Electrohydraulic Active Suspensions Revisited

The inner loop control for the actuator force can be quite simply compensated by means of a correction term to the desired force signal at the input. The correction requires only a measurement of the actuator piston velocity and is employed to cancel the loop disturbance caused by the oil flow to the actuator. Although an additional time constant is introduced by the integration in the inner loop force control, the overall performance is nevertheless quite close to that of an ideal optimal system.     

Technical Note: RMS Values for Control Force, Suspension Stroke and Tyre Deflection in an Active Suspension

Expressions are derived for the numerical computation of rms values for control force, suspension stroke and dynamic tyre deflection in a quarter-car vehicle model on a random road of given roughness. A quadratic performance index is employed and the effects of the assumed weighting factors on the rms values and overall static stiffness determined.