Computing distances in road nets

Nordbeck, Stig

doi:10.1007/bf01941253

Cited by 14 publications

(5 citation statements)

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“…We conclude that once we know the average detour factor, the distance as the crow¯ies dc is a quite reasonable proxy of the network distance dn. The average detour factor found here is higher than usually mentioned in the literature (Nordbeck 1964;Warnes 1972). When su½cient data are available the average detour factor may be determined by computing it for a sub-set of pairs of points.…”

Section: Resultscontrasting

confidence: 55%

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On the relationship between travel time and travel distance of commuters

Rietveld

Zwart

Wee

et al. 1999

The Annals of Regional Science

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Abstract. This paper gives a detailed empirical analysis of the relationships between di¨erent indicators of costs of commuting trips by car: di¨erence as the crow¯ies, shortest travel time according to route planner, corresponding travel distance, and reported travel time. Reported travel times are usually rounded in multiples of ®ve minutes. This calls for special statistical techniques. Ignoring the phenomenon of rounding leads to biased estimation results for shorter distances. Rather surprisingly, the distance as the crow¯ies and the network distance appear to be slightly better proxies of the reported travel time compared with the shortest network travel time as indicated by the route planner. We conclude that where actual driving times are missing in commuting research the other three indicators mentioned may be used as proxies, but that the following problems may emerge: actual travel times may be considerably higher than network times generated by route planners, and the average speed of trips increases considerably with distance, implying an overestimate of travel time for long distance commuters. The only personal feature that contributes signi®cantly to variations in reported travel times is gender: women appear to drive at lower average speeds according to our data. As indicated in the paper this may be explained by the di¨erences in the car types of male and female drivers (females drive older and smaller cars) as well as higher numbers of stops/trip chaining among women. A concise analysis is carried out for carpoolers. Car-pooling leads to an increase in travel time of some 17% compared with solo drivers covering the same distance. In the case of car poolers, the above mentioned measures appear to be very poor proxies for the actual commuting times.

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Section: Resultscontrasting

confidence: 55%

“…For example, Nordbeck (1964) addresses the relationship between shortest network distance and distance as the crow¯ies. He ®nds detour factors of around 1.20±1.25.…”

Section: Introductionmentioning

confidence: 99%

On the relationship between travel time and travel distance of commuters

Rietveld

Zwart

Wee

et al. 1999

The Annals of Regional Science

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“…In general, the two measures of distance are relatively similar when route analysis is not important; typical network distance is about 1.2 times the straight-line distance (19)(20)(21). In this study, straight-line distance is used as a proxy for familiarity.…”

Section: Literature Reviewmentioning

confidence: 99%

Fault Determination for Crashes in Vermont

Harootunian

Lee

Aultman-Hall

2015

Transportation Research Record: Journal of the Transportation R

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Previous research has shown that both foreign and out-of-state drivers are at a safety disadvantage when compared with local drivers. But what defines “local”? This paper examines the effect of distance from home with regard to fault in crashes. With the estimate of the distance between drivers’ homes and crash locations, the effect of increased distance from home on crash fault determination was tested with 5 years of data from the Vermont state crash database. A set of logistic regression models showed that greater distances from home increased the odds of fault for drivers, particularly in single-vehicle crashes. The odds increased further when distance interacted with variables such as road geometry, vehicle ownership, and poor road surface condition compared with distance that was held constant. Increased distance from home alleviated effects of certain factors that have been shown to be hazardous in previous research. Holding distance constant, being a non-owner, and driving on Fridays, Saturdays, Sundays, or during summer increased one's odds of fault; however, as distance increased, the effects of these conditions decreased odds of fault. This phenomenon, although present, was markedly less influential in two-vehicle crashes. Overall, drivers more than 50 mi from home were predicted to have increased odds of fault of about 50% to 200% compared with local drivers.

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“…Empirically, Nordbeck (1964) performed one of the earliest attempts to quantify road detours. The distance was assumed to lie between the Euclidean distance and the square root of twice the Euclidean distance.…”

Section: Road Network Shapes and Detoursmentioning

confidence: 99%

Road network distances and detours in Europe: Radial profiles and city size effects

Mennicken

Lemoy

Caruso

2023

Environment and Planning B: Urban Analytics and City Science

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The form and the size of cities influence their social, economic and environmental outcomes. The form of a city is itself influenced by the shape of its road network, but this relationship and how it is affected by city size are unclear. We analyse how road distances to the main centre vary across 300 European cities and how radial physical detours (i.e. the distance on the road network compared to the Euclidean distance) are affected by city size and extent. We use landuse and population data to sample potential residences and compute the fastest routes to the main centre. We find a linear relationship between road and Euclidean distances, and for the first time document an average radial physical detour of 1.343 across Europe. We then rescale distance bands so to make cities of different population size comparable and show the effect of different urban delineations. We find that physical detour ratios increase when core cities only are considered without suburbs. At the urban region scale, radial physical detours increase with city size, especially when other significant geographical factors (latitude, longitude, elevation change and proximity to coast) are controlled for. When the central part of cities only is considered, larger cities have smaller radial physical detours.

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Computing distances in road nets

Cited by 14 publications

References 0 publications

On the relationship between travel time and travel distance of commuters

On the relationship between travel time and travel distance of commuters

Fault Determination for Crashes in Vermont

Road network distances and detours in Europe: Radial profiles and city size effects

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