A review has been implemented on the state of the practice and research needs have been identified on methods for forecasting bicycle and pedestrian travel. The focus is on methods that forecast how many people will use a new bicycle or pedestrian facility or how many additional people will walk or bicycle in response to facility or network improvements. Overall, there appears to be a shortage of methods that practitioners with limited technical resources can use but are nonetheless accurate enough for planning purposes. In addition, existing research on the factors influencing the decision to walk or bicycle often has not been translated into usable forecasting methods. Three major recommendations are made. First, in the short term, a sketch-planning manual for bicycle and pedestrian forecasting is needed to give planners access to the basic data, tools, and methods required to estimate future demand. Second, further research is needed into specific factors influencing bicycle and pedestrian travel behavior, with an emphasis on identifying key factors that can be included in forecasting models. Third, bicycle and pedestrian considerations should be integrated into mainstream transportation models that traditionally have focused on vehicle travel. Inclusion of nonmotorized modes in travel models will improve capabilities for forecasting both motorized and nonmotorized travel and will help place bicycles and pedestrians on a "level playing field" with motorized modes in transportation planning.

Single Fe adatoms and clusters of Fe adatoms on graphene are studied through first-principles calculations using density functional theory (DFT) and spin density functional theory (sDFT).First, we consider computational cells containing various numbers of C atoms and one Fe adatom.We calculate the binding energy, adatom height, and magnetic moment of the adatom above a few high-symmetry positions in the cell. In all cases, the binding energy increases with decreasing cell size, suggesting that clustering of the Fe adatoms is energetically favored. We also calculate the energy of various clusters of two to four Fe atoms on graphene in computational cells of various sizes, using both DFT and sDFT. These calculations again show that, both in DFT and sDFT, the Fe adatoms strongly prefer to form clusters. The energy barrier for an isolated Fe adatom to diffuse from the center of one graphene hexagon is calculated to be 0.49 eV. This barrier is reduced for an Fe atom which is one of a pair of neighboring adatoms. Finally, by including spin-orbit interactions within sDFT, we calculate the magnetic anisotropy energy of a single Fe adatom on graphene. We find that the in-plane anisotropy energy is close to zero, while the out-of-plane anisotropy energy is ∼ DS 2 cos 2 θ where S ∼ 2.0, θ is the angle between the magnetic moment and the perpendicular to the graphene plane, and D ∼ 0.25 meV.

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This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a U.S. Department of Energy (DOE)-sponsored multi-agency project initiated to identify underexplored strategies for abating greenhouse gases and reducing petroleum dependence related to transportation. The project was designed to consolidate existing transportation energy knowledge, advance analytic capacity-building, and uncover opportunities for sound strategic action.Transportation currently accounts for 71% of total U.S. petroleum use and 33% of the nation's total carbon emissions. The TEF project explores how combining multiple strategies could reduce GHG emissions and petroleum use by 80%. Researchers examined four key areas -lightduty vehicles, non-light-duty vehicles, fuels, and transportation demand -in the context of the marketplace, consumer behavior, industry capabilities, technology and the energy and transportation infrastructure. The TEF reports support DOE long-term planning. The reports provide analysis to inform decisions about transportation energy research investments, as well as the role of advanced transportation energy technologies and systems in the development of new physical, strategic, and policy alternatives.In addition to the DOE and its Office of Energy Efficiency and Renewable Energy, TEF benefitted from the collaboration of experts from the National Renewable Energy Laboratory and Argonne National Laboratory, along with steering committee members from the Environmental Protection Agency, the Department of Transportation, academic institutions and industry associations. More detail on the project, as well as the full series of reports, can be found at http://www.eere.energy.gov/analysis/transportationenergyfutures. ...................................................................................................... .................................................................................................................. .................................................................................................. 69 References ......................................................................................................................... Contract LIST OF TABLES EXECUTIVE SUMMARY Designing the Built Environment to Reduce Energy Use and EmissionsUrban form has evolved in response to a variety of demographic, social, economic, technological, and policy drivers. While direct authority over land use resides primarily at the local level, the federal government's transportation and housing policies have indirectly influenced the built environment. These policies accelerated mid-and late-20 th century trends of decentralization and declines in population density that were driven by increasing automotive mobility and the post-World War II baby boom. Suburbanization now shows some signs of slowing or reversing in response to demographic, economic, and cultural changes, renewing interest in smaller homes in urban settings. Local governments are increasingly impl...