The slideshow documents commuter preferences in greater Houston with a broad brush. The information is from www.ghcommutes.org. The website documents a study of commuter and employer transportation preferences in the greater Houston region of Texas. Houston has three of Texas’ most congested highway corridors: IH-45 North, US-59 South, and US-290. Efforts to reduce the number of single occupancy vehicles on roadways is critical due to current congestion, population growth, and planned major roadway construction. Texas A&M Transportation Institute researchers collected more than 10,000 survey responses to ascertain current practices and preferences of both employers and commuters. Visit the site to learn more
Phonetics & phonology (The way Vowels and Consonant of English are articulated)AishaKoukab
This document provides an overview of phonetics and phonology. It defines phonetics as the scientific study of human speech sounds, including their production (articulatory phonetics), transmission (acoustic phonetics), and reception (auditory phonetics). Phonology is the study of how speech sounds are organized and used in a particular language. The document outlines the major consonant sounds in English, including plosives, fricatives, nasals, affricates, laterals, and approximants/semi-vowels. It emphasizes that phonetics examines speech sounds in general, while phonology focuses on how a language organizes those sounds.
The document summarizes the findings of a needs assessment for transportation in and around Saratoga, California. It examines pedestrian, bicycle, and transit access locally and regionally. A survey found most transit users walked to access buses and total trip times were mostly under 45 minutes. Employer shuttles at West Valley College transported about 15 employees each with 30 minute headways. Analysis of travel patterns in the area showed most trips originated or ended in Saratoga with some passing through.
Nicolas Gomez - Measuring bus ride satisfaction from latent attributesJoseph Chow
This document summarizes a study on bus rider satisfaction and intentions to switch transportation modes. The study surveyed bus riders on two routes in New York City that had seen declining ridership. It assessed rider satisfaction with various bus attributes like reliability, convenience, and comfort. It also presented respondents with hypothetical scenarios where bus service changed and asked if they would switch modes. The results showed that reliability was the most important factor in choosing to take the bus. Improving reliability through measures like bus priority at traffic lights could help boost ridership.
This document discusses smarter choices theory and practice for encouraging sustainable travel. Smarter choices involve promotional measures to boost uptake of alternatives to driving alone. Key tools include travel planning with employers, schools and residents, as well as public transport information and promotion. Personal travel planning delivered at key life events, like moving house, can be particularly effective by helping people establish new sustainable travel habits during times of disruption. Integrating smarter choices initiatives with transport infrastructure improvements increases impact. Nudging people towards sustainable options as the default choice also shows promise according to the theories discussed.
Sharing Economy Service Usage in VietnamDI Marketing
The survey found that:
1) Grab is the most well-known sharing economy brand in Vietnam, with 87% brand awareness, and GrabTaxi has the largest share of the new taxi service market at 39%.
2) Facebook is an effective marketing channel for raising brand awareness, with 61% of respondents saying they learned of these services on Facebook.
3) 49% of consumers choose new taxi services because of their competitive pricing compared to traditional taxis.
Pima County Travel Reduction Program Training: April 2015Leslie Blaser
The Pima Association of Governments (PAG) oversees the Travel Reduction Program to reduce traffic and improve air quality in Pima County. The program requires employers with 100+ employees to assign a Transportation Coordinator who completes annual reporting and distributes information to encourage alternative commuting. PAG's Sun Rideshare program provides resources like ride matching, transit routing assistance, and a guaranteed ride home program to support carpooling, biking, walking and public transit use among employees. Transportation Coordinators are responsible for completing required reports and surveys each year to support the program goals.
Chattanooga Passenger Rail Public Meeting 10/22/15 Tyler Yount
The document summarizes a public meeting held on October 22, 2015 to discuss a proposed rail transit implementation study in Chattanooga, Tennessee. The meeting agenda covered the project background, existing transit modes and technologies, examples from peer cities with rail systems, and current conditions in Chattanooga. The goals of the proposed rail project are outlined as improving economic competitiveness, sustainability, and quality of life through transportation alternatives while enhancing safety and existing infrastructure. Community input received so far indicates strong support for rail transit in Chattanooga.
Phonetics & phonology (The way Vowels and Consonant of English are articulated)AishaKoukab
This document provides an overview of phonetics and phonology. It defines phonetics as the scientific study of human speech sounds, including their production (articulatory phonetics), transmission (acoustic phonetics), and reception (auditory phonetics). Phonology is the study of how speech sounds are organized and used in a particular language. The document outlines the major consonant sounds in English, including plosives, fricatives, nasals, affricates, laterals, and approximants/semi-vowels. It emphasizes that phonetics examines speech sounds in general, while phonology focuses on how a language organizes those sounds.
The document summarizes the findings of a needs assessment for transportation in and around Saratoga, California. It examines pedestrian, bicycle, and transit access locally and regionally. A survey found most transit users walked to access buses and total trip times were mostly under 45 minutes. Employer shuttles at West Valley College transported about 15 employees each with 30 minute headways. Analysis of travel patterns in the area showed most trips originated or ended in Saratoga with some passing through.
Nicolas Gomez - Measuring bus ride satisfaction from latent attributesJoseph Chow
This document summarizes a study on bus rider satisfaction and intentions to switch transportation modes. The study surveyed bus riders on two routes in New York City that had seen declining ridership. It assessed rider satisfaction with various bus attributes like reliability, convenience, and comfort. It also presented respondents with hypothetical scenarios where bus service changed and asked if they would switch modes. The results showed that reliability was the most important factor in choosing to take the bus. Improving reliability through measures like bus priority at traffic lights could help boost ridership.
This document discusses smarter choices theory and practice for encouraging sustainable travel. Smarter choices involve promotional measures to boost uptake of alternatives to driving alone. Key tools include travel planning with employers, schools and residents, as well as public transport information and promotion. Personal travel planning delivered at key life events, like moving house, can be particularly effective by helping people establish new sustainable travel habits during times of disruption. Integrating smarter choices initiatives with transport infrastructure improvements increases impact. Nudging people towards sustainable options as the default choice also shows promise according to the theories discussed.
Sharing Economy Service Usage in VietnamDI Marketing
The survey found that:
1) Grab is the most well-known sharing economy brand in Vietnam, with 87% brand awareness, and GrabTaxi has the largest share of the new taxi service market at 39%.
2) Facebook is an effective marketing channel for raising brand awareness, with 61% of respondents saying they learned of these services on Facebook.
3) 49% of consumers choose new taxi services because of their competitive pricing compared to traditional taxis.
Pima County Travel Reduction Program Training: April 2015Leslie Blaser
The Pima Association of Governments (PAG) oversees the Travel Reduction Program to reduce traffic and improve air quality in Pima County. The program requires employers with 100+ employees to assign a Transportation Coordinator who completes annual reporting and distributes information to encourage alternative commuting. PAG's Sun Rideshare program provides resources like ride matching, transit routing assistance, and a guaranteed ride home program to support carpooling, biking, walking and public transit use among employees. Transportation Coordinators are responsible for completing required reports and surveys each year to support the program goals.
Chattanooga Passenger Rail Public Meeting 10/22/15 Tyler Yount
The document summarizes a public meeting held on October 22, 2015 to discuss a proposed rail transit implementation study in Chattanooga, Tennessee. The meeting agenda covered the project background, existing transit modes and technologies, examples from peer cities with rail systems, and current conditions in Chattanooga. The goals of the proposed rail project are outlined as improving economic competitiveness, sustainability, and quality of life through transportation alternatives while enhancing safety and existing infrastructure. Community input received so far indicates strong support for rail transit in Chattanooga.
Employment & Transportation in the Southern Georgia RegionRPO America
On April 20, Southern Georgia Regional Commission stakeholders met for a virtual roundtable discussion on employment and transportation issues. Bret Allphin, NADO, provided an introduction on commuting patterns and options.
LTC, Jack R. Widmeyer Transportation Research Conference, 11/04/2011, Corneli...LTC @ CSUSB
This document discusses two projects related to transportation alternatives: 1) A project to develop an efficient concept of operations for smart dial-a-ride transit to provide on-demand mobility for seniors, with the goals of cost savings, reduced energy use, and pollution reduction. 2) A project to study user preferences for bicycling and walking facilities and develop a guide for local governments to plan infrastructure that promotes alternatives to driving.
A Renaissance Planning presentation on mobility fees. Mobility fees are a transportation system charge on development that allows local governments to assess the proportionate cost of transportation improvements needed to serve the demand generated by new development projects. Whereas older methods of charging developers only allow for specific roadway improvement, mobility fees allow for funding transit and other multi-modal improvements.
The document discusses measuring livability, accessibility, and environmental justice through technical toolkits and indicators. It describes developing indicators using available data on topics like sidewalk coverage, bicycle infrastructure, vehicle ownership, and crashes. Charts show indicators for different community types. Limitations include outdated sidewalk data and a lack of bicycle facility implementation tracking. Feedback requested more indicators like transit access. The document outlines measuring environmental justice impacts by identifying low-income and minority populations and comparing transportation plan scenarios.
Employer-Sponsored Transit: A TDM Strategy for Encouraging Transit RidershipSmart Commute
Presented by: Catherine Habel, BSC, MES (Planning) and Glenn Gumulka, MES, MBA
Presented at: Canadian Urban Transit Association (CUTA) 2009 Conference, Montreal, November 2009
The document summarizes the fourth meeting of the Technical Advisory Committee for the Regional Means-Based Transit Fare Pricing Study. The consultant team presented draft findings on alternatives analysis and scenarios for a low-income transit fare program. Key scenarios discussed included discounted fares, an accumulator with fare capping, and providing match funds for low-income riders. Committee members provided feedback and emphasized goals of increasing affordability, developing a financially viable program, and focusing on frequent transit users and Clipper participation. Refining evaluation criteria and simplifying any potential program were also discussed.
Multimodal Impact Fees - Using Advanced Modeling ToolsJonathan Slason
This document discusses transportation impact fees and how to account for multimodal capacity. It notes that comprehensive transportation master planning now incorporates multimodal travel beyond single modes. Land use changes have led to more urban development patterns that support non-auto travel. Transportation impact fees are used to fund necessary mobility infrastructure for new development but traditionally focused on roads; there are now challenges in properly accounting for and assessing multimodal demand and capacity. The document discusses using both top-down data from travel demand models and bottom-up site-specific data to bridge this gap and set multimodal transportation impact fees.
www.its.leeds.ac.uk/about/events/seminar-series
The economic and environmental dimensions of transport have been the subject of extensive academic research and have had a strong influence on transport policy and practice around the world. This is in stark contrast to the social dimension, which in general has been less widely researched, less well defined and generally much less influential in policy circles. However, there is now increased recognition by policymakers that new transport infrastructures can potentially have significant social and distributional impacts (SDIs) beyond those that are usually captured by traditional project appraisal methods. Currently, the methods for capturing these SDIs are under explored and the guidance provided through WebTAG analysis is as yet largely untested.
It is in this context that we were asked by Welsh Government to conduct a social and distributional analysis of a new section of the A465, studying the area surrounding the road both during its construction and after. Our talk will outline the integration of desk based quantitative and field work based qualitative methodologies used for the study and the rationale for these, and also present our key findings. We will also outline some of the challenges we faced in undertaking the analysis, and in turn reflect on some of the barriers to embedding effective SDI appraisals into policy practice. We will also reflect on the appropriateness of the WebTAG guidance for practice, and suggest ways in which these could be improved.
TransitCenter's "Limits of TDM Definitions and Potential for Greater Impact"Mobility Lab
This document discusses the limitations of current definitions of transportation demand management (TDM) and their potential for greater impact. It summarizes various TDM definitions from different organizations that conform to their specific funding goals and sources, with 59% of regional TDM program funding coming from the Congestion Mitigation and Air Quality Improvement (CMAQ) program. This shapes TDM goals to primarily reduce vehicle miles traveled, increase carpooling, and relieve congestion. However, motivations for travel choice are expanding beyond just congestion and air quality. The document argues that TDM definitions should be revisited to more broadly encourage transportation options and mobility.
1.23.13 Green Trips Advisory Committee MeetingCHCRPA
The document summarizes a meeting of the Green Trips Advisory Committee. The meeting provided updates on the Green Trips program, including new staff members, a ridematching system, goals to reduce congestion and improve air quality, and partner employers. The committee discussed program communications, rewards, events, challenges, and next steps to launch the program.
Boosting Active Transportation at the Regional Level: Setting and Meeting Performance Measures
How can Metropolitan Planning Organizations increase and best utilize support for active transportation? Learn about approaches from MPOs in Chattanooga and Atlanta in effectively engaging the public and other agencies, setting performance measures, and prioritizing active transportation projects.
Presenters:
Presenter: Jenny Park Chattanooga Regional Planning Agency
Co-Presenter: Byron Rushing Atlanta Regional Commission
The survey of 535 CIS families found that nearly half of students do not use the bus service. Private car use both ways accounted for 57% of respondents and was motivated by flexibility, trip length, and time with children. Suggestions to reduce private car use included improving bus flexibility, facilitating carpooling through the school, and restricting private car access near the school.
Connecting Communities Optimizing Highways Event April 18Adina Levin
This document proposes how funds from a San Mateo County transportation expenditure plan should be allocated. It recommends that 60% of funds go to public transit and paratransit services, including more bus service and fare programs. An additional 10% each should go to expanding bike/pedestrian infrastructure and programs to reduce solo driving, such as subsidies for carpooling. The remaining funds would support local streets/roads projects, transit grade separations, intelligent transportation systems, and affordable housing near transit.
The document discusses various active transportation options like walking, biking, carpooling, and public transit. It provides benefits of each such as improved health, reduced stress, and cost savings. The GreenTrips program is described which promotes these options through education, engagement, incentives and partnerships to shift transportation culture in the Chattanooga area. Resources mentioned include the GreenTrips website, social media, ride matching, and an online trip log.
The document is a planning report by Melissa Ruhl that examines how travel behaviors may change with the introduction of self-driving cars. It conducted an online survey of 334 participants in the United States about their willingness to use self-driving cars in various scenarios. The survey found that most participants (83%) were willing to ride in a self-driving car. Participants were open to using shared self-driving services frequently (43% said always or often) but were more mixed about using them for commuting. A majority (69%) were uninterested in living farther from work even with self-driving cars. Those who valued car ownership, had longer commutes, or had experience with shared mobility services were more open to alternative transportation
The survey of 2,015 College Station residents found high satisfaction with quality of life and most city services. Top priorities included managing growth and traffic, maintaining infrastructure and small town feel. Residents valued the community's friendly people and family orientation. Areas identified as needing most improvement were traffic congestion, road maintenance, and supporting local businesses. The survey response rate increased significantly over previous years.
Employment & Transportation in the Southern Georgia RegionRPO America
On April 20, Southern Georgia Regional Commission stakeholders met for a virtual roundtable discussion on employment and transportation issues. Bret Allphin, NADO, provided an introduction on commuting patterns and options.
LTC, Jack R. Widmeyer Transportation Research Conference, 11/04/2011, Corneli...LTC @ CSUSB
This document discusses two projects related to transportation alternatives: 1) A project to develop an efficient concept of operations for smart dial-a-ride transit to provide on-demand mobility for seniors, with the goals of cost savings, reduced energy use, and pollution reduction. 2) A project to study user preferences for bicycling and walking facilities and develop a guide for local governments to plan infrastructure that promotes alternatives to driving.
A Renaissance Planning presentation on mobility fees. Mobility fees are a transportation system charge on development that allows local governments to assess the proportionate cost of transportation improvements needed to serve the demand generated by new development projects. Whereas older methods of charging developers only allow for specific roadway improvement, mobility fees allow for funding transit and other multi-modal improvements.
The document discusses measuring livability, accessibility, and environmental justice through technical toolkits and indicators. It describes developing indicators using available data on topics like sidewalk coverage, bicycle infrastructure, vehicle ownership, and crashes. Charts show indicators for different community types. Limitations include outdated sidewalk data and a lack of bicycle facility implementation tracking. Feedback requested more indicators like transit access. The document outlines measuring environmental justice impacts by identifying low-income and minority populations and comparing transportation plan scenarios.
Employer-Sponsored Transit: A TDM Strategy for Encouraging Transit RidershipSmart Commute
Presented by: Catherine Habel, BSC, MES (Planning) and Glenn Gumulka, MES, MBA
Presented at: Canadian Urban Transit Association (CUTA) 2009 Conference, Montreal, November 2009
The document summarizes the fourth meeting of the Technical Advisory Committee for the Regional Means-Based Transit Fare Pricing Study. The consultant team presented draft findings on alternatives analysis and scenarios for a low-income transit fare program. Key scenarios discussed included discounted fares, an accumulator with fare capping, and providing match funds for low-income riders. Committee members provided feedback and emphasized goals of increasing affordability, developing a financially viable program, and focusing on frequent transit users and Clipper participation. Refining evaluation criteria and simplifying any potential program were also discussed.
Multimodal Impact Fees - Using Advanced Modeling ToolsJonathan Slason
This document discusses transportation impact fees and how to account for multimodal capacity. It notes that comprehensive transportation master planning now incorporates multimodal travel beyond single modes. Land use changes have led to more urban development patterns that support non-auto travel. Transportation impact fees are used to fund necessary mobility infrastructure for new development but traditionally focused on roads; there are now challenges in properly accounting for and assessing multimodal demand and capacity. The document discusses using both top-down data from travel demand models and bottom-up site-specific data to bridge this gap and set multimodal transportation impact fees.
www.its.leeds.ac.uk/about/events/seminar-series
The economic and environmental dimensions of transport have been the subject of extensive academic research and have had a strong influence on transport policy and practice around the world. This is in stark contrast to the social dimension, which in general has been less widely researched, less well defined and generally much less influential in policy circles. However, there is now increased recognition by policymakers that new transport infrastructures can potentially have significant social and distributional impacts (SDIs) beyond those that are usually captured by traditional project appraisal methods. Currently, the methods for capturing these SDIs are under explored and the guidance provided through WebTAG analysis is as yet largely untested.
It is in this context that we were asked by Welsh Government to conduct a social and distributional analysis of a new section of the A465, studying the area surrounding the road both during its construction and after. Our talk will outline the integration of desk based quantitative and field work based qualitative methodologies used for the study and the rationale for these, and also present our key findings. We will also outline some of the challenges we faced in undertaking the analysis, and in turn reflect on some of the barriers to embedding effective SDI appraisals into policy practice. We will also reflect on the appropriateness of the WebTAG guidance for practice, and suggest ways in which these could be improved.
TransitCenter's "Limits of TDM Definitions and Potential for Greater Impact"Mobility Lab
This document discusses the limitations of current definitions of transportation demand management (TDM) and their potential for greater impact. It summarizes various TDM definitions from different organizations that conform to their specific funding goals and sources, with 59% of regional TDM program funding coming from the Congestion Mitigation and Air Quality Improvement (CMAQ) program. This shapes TDM goals to primarily reduce vehicle miles traveled, increase carpooling, and relieve congestion. However, motivations for travel choice are expanding beyond just congestion and air quality. The document argues that TDM definitions should be revisited to more broadly encourage transportation options and mobility.
1.23.13 Green Trips Advisory Committee MeetingCHCRPA
The document summarizes a meeting of the Green Trips Advisory Committee. The meeting provided updates on the Green Trips program, including new staff members, a ridematching system, goals to reduce congestion and improve air quality, and partner employers. The committee discussed program communications, rewards, events, challenges, and next steps to launch the program.
Boosting Active Transportation at the Regional Level: Setting and Meeting Performance Measures
How can Metropolitan Planning Organizations increase and best utilize support for active transportation? Learn about approaches from MPOs in Chattanooga and Atlanta in effectively engaging the public and other agencies, setting performance measures, and prioritizing active transportation projects.
Presenters:
Presenter: Jenny Park Chattanooga Regional Planning Agency
Co-Presenter: Byron Rushing Atlanta Regional Commission
The survey of 535 CIS families found that nearly half of students do not use the bus service. Private car use both ways accounted for 57% of respondents and was motivated by flexibility, trip length, and time with children. Suggestions to reduce private car use included improving bus flexibility, facilitating carpooling through the school, and restricting private car access near the school.
Connecting Communities Optimizing Highways Event April 18Adina Levin
This document proposes how funds from a San Mateo County transportation expenditure plan should be allocated. It recommends that 60% of funds go to public transit and paratransit services, including more bus service and fare programs. An additional 10% each should go to expanding bike/pedestrian infrastructure and programs to reduce solo driving, such as subsidies for carpooling. The remaining funds would support local streets/roads projects, transit grade separations, intelligent transportation systems, and affordable housing near transit.
The document discusses various active transportation options like walking, biking, carpooling, and public transit. It provides benefits of each such as improved health, reduced stress, and cost savings. The GreenTrips program is described which promotes these options through education, engagement, incentives and partnerships to shift transportation culture in the Chattanooga area. Resources mentioned include the GreenTrips website, social media, ride matching, and an online trip log.
The document is a planning report by Melissa Ruhl that examines how travel behaviors may change with the introduction of self-driving cars. It conducted an online survey of 334 participants in the United States about their willingness to use self-driving cars in various scenarios. The survey found that most participants (83%) were willing to ride in a self-driving car. Participants were open to using shared self-driving services frequently (43% said always or often) but were more mixed about using them for commuting. A majority (69%) were uninterested in living farther from work even with self-driving cars. Those who valued car ownership, had longer commutes, or had experience with shared mobility services were more open to alternative transportation
The survey of 2,015 College Station residents found high satisfaction with quality of life and most city services. Top priorities included managing growth and traffic, maintaining infrastructure and small town feel. Residents valued the community's friendly people and family orientation. Areas identified as needing most improvement were traffic congestion, road maintenance, and supporting local businesses. The survey response rate increased significantly over previous years.
Similar to Broad Summary of Commuter Preferences, GHCommutes.org (20)
This presentation by Katharine Kemp, Associate Professor at the Faculty of Law & Justice at UNSW Sydney, was made during the discussion “The Intersection between Competition and Data Privacy” held at the 143rd meeting of the OECD Competition Committee on 13 June 2024. More papers and presentations on the topic can be found at oe.cd/ibcdp.
This presentation was uploaded with the author’s consent.
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This presentation by Tim Capel, Director of the UK Information Commissioner’s Office Legal Service, was made during the discussion “The Intersection between Competition and Data Privacy” held at the 143rd meeting of the OECD Competition Committee on 13 June 2024. More papers and presentations on the topic can be found at oe.cd/ibcdp.
This presentation was uploaded with the author’s consent.
1.) Introduction
Our Movement is not new; it is the same as it was for Freedom, Justice, and Equality since we were labeled as slaves. However, this movement at its core must entail economics.
2.) Historical Context
This is the same movement because none of the previous movements, such as boycotts, were ever completed. For some, maybe, but for the most part, it’s just a place to keep your stable until you’re ready to assimilate them into your system. The rest of the crabs are left in the world’s worst parts, begging for scraps.
3.) Economic Empowerment
Our Movement aims to show that it is indeed possible for the less fortunate to establish their economic system. Everyone else – Caucasian, Asian, Mexican, Israeli, Jews, etc. – has their systems, and they all set up and usurp money from the less fortunate. So, the less fortunate buy from every one of them, yet none of them buy from the less fortunate. Moreover, the less fortunate really don’t have anything to sell.
4.) Collaboration with Organizations
Our Movement will demonstrate how organizations such as the National Association for the Advancement of Colored People, National Urban League, Black Lives Matter, and others can assist in creating a much more indestructible Black Wall Street.
5.) Vision for the Future
Our Movement will not settle for less than those who came before us and stopped before the rights were equal. The economy, jobs, healthcare, education, housing, incarceration – everything is unfair, and what isn’t is rigged for the less fortunate to fail, as evidenced in society.
6.) Call to Action
Our movement has started and implemented everything needed for the advancement of the economic system. There are positions for only those who understand the importance of this movement, as failure to address it will continue the degradation of the people deemed less fortunate.
No, this isn’t Noah’s Ark, nor am I a Prophet. I’m just a man who wrote a couple of books, created a magnificent website: http://www.thearkproject.llc, and who truly hopes to try and initiate a truly sustainable economic system for deprived people. We may not all have the same beliefs, but if our methods are tried, tested, and proven, we can come together and help others. My website: http://www.thearkproject.llc is very informative and considerably controversial. Please check it out, and if you are afraid, leave immediately; it’s no place for cowards. The last Prophet said: “Whoever among you sees an evil action, then let him change it with his hand [by taking action]; if he cannot, then with his tongue [by speaking out]; and if he cannot, then, with his heart – and that is the weakest of faith.” [Sahih Muslim] If we all, or even some of us, did this, there would be significant change. We are able to witness it on small and grand scales, for example, from climate control to business partnerships. I encourage, invite, and challenge you all to support me by visiting my website.
This presentation by Professor Giuseppe Colangelo, Jean Monnet Professor of European Innovation Policy, was made during the discussion “The Intersection between Competition and Data Privacy” held at the 143rd meeting of the OECD Competition Committee on 13 June 2024. More papers and presentations on the topic can be found at oe.cd/ibcdp.
This presentation was uploaded with the author’s consent.
This presentation by OECD, OECD Secretariat, was made during the discussion “The Intersection between Competition and Data Privacy” held at the 143rd meeting of the OECD Competition Committee on 13 June 2024. More papers and presentations on the topic can be found at oe.cd/ibcdp.
This presentation was uploaded with the author’s consent.
Gamify it until you make it Improving Agile Development and Operations with ...Ben Linders
So many challenges, so little time. While we’re busy developing software and keeping it operational, we also need to sharpen the saw, but how? Gamification can be a way to look at how you’re doing and find out where to improve. It’s a great way to have everyone involved and get the best out of people.
In this presentation, Ben Linders will show how playing games with the DevOps coaching cards can help to explore your current development and deployment (DevOps) practices and decide as a team what to improve or experiment with.
The games that we play are based on an engagement model. Instead of imposing change, the games enable people to pull in ideas for change and apply those in a way that best suits their collective needs.
By playing games, you can learn from each other. Teams can use games, exercises, and coaching cards to discuss values, principles, and practices, and share their experiences and learnings.
Different game formats can be used to share experiences on DevOps principles and practices and explore how they can be applied effectively. This presentation provides an overview of playing formats and will inspire you to come up with your own formats.
Why Psychological Safety Matters for Software Teams - ACE 2024 - Ben Linders.pdfBen Linders
Psychological safety in teams is important; team members must feel safe and able to communicate and collaborate effectively to deliver value. It’s also necessary to build long-lasting teams since things will happen and relationships will be strained.
But, how safe is a team? How can we determine if there are any factors that make the team unsafe or have an impact on the team’s culture?
In this mini-workshop, we’ll play games for psychological safety and team culture utilizing a deck of coaching cards, The Psychological Safety Cards. We will learn how to use gamification to gain a better understanding of what’s going on in teams. Individuals share what they have learned from working in teams, what has impacted the team’s safety and culture, and what has led to positive change.
Different game formats will be played in groups in parallel. Examples are an ice-breaker to get people talking about psychological safety, a constellation where people take positions about aspects of psychological safety in their team or organization, and collaborative card games where people work together to create an environment that fosters psychological safety.
The importance of sustainable and efficient computational practices in artificial intelligence (AI) and deep learning has become increasingly critical. This webinar focuses on the intersection of sustainability and AI, highlighting the significance of energy-efficient deep learning, innovative randomization techniques in neural networks, the potential of reservoir computing, and the cutting-edge realm of neuromorphic computing. This webinar aims to connect theoretical knowledge with practical applications and provide insights into how these innovative approaches can lead to more robust, efficient, and environmentally conscious AI systems.
Webinar Speaker: Prof. Claudio Gallicchio, Assistant Professor, University of Pisa
Claudio Gallicchio is an Assistant Professor at the Department of Computer Science of the University of Pisa, Italy. His research involves merging concepts from Deep Learning, Dynamical Systems, and Randomized Neural Systems, and he has co-authored over 100 scientific publications on the subject. He is the founder of the IEEE CIS Task Force on Reservoir Computing, and the co-founder and chair of the IEEE Task Force on Randomization-based Neural Networks and Learning Systems. He is an associate editor of IEEE Transactions on Neural Networks and Learning Systems (TNNLS).
3. 3
Focus on 3 corridors
• I-45 North
• US-59 South
• US-290
4. Current Journey to Work
80% drove alone
11% carpooled/vanpooled
2.4% public transportation
1.4% walked
1.9% other means
3.5% worked at home
4
Source: US Census, 2009-2013 ACS
Houston-The Woodlands-Sugar Land MSA
9% of survey
respondents
telecommute
sometimes
5. Scope of Work & Timeline
Survey commuters & employers
Document findings
H-GAC adjusts incentives/programs
Follow-up with commuter panel
Use other data to measure trends
5
2014
2015
2016
10. Survey Participation
10
In other words…
67 days,
167 hits per day
(126 commuters)
(8 employers)
Do the math…
~18 minutes length =
146,000 minutes
or 2,440 hours
or 304 workdays
9,747 total
7,249 complete
(74%)
1,196 partial
(12%)
1,302 unusable
(14%)
9,980 Hits on Survey
233 total
213 complete
20 partial
Commuters Employers
14. Large Non-Random Response
Observations about responses, not population
Statistical equivalence,
not inference
14
“I think…”
instead of
“I represent 300
commuters”
17. Why drive alone?
Prefer independence, flexibility
Transit does not work for trip
(too long, no route, etc)
Need their vehicle during the day
17
18. Why carpool/vanpool?
Save money
Use HOV, HOT, managed lanes
Convenient
Employer incentive
(especially important for vanpool)
18
21. 21
percent had
no other viable way to travel
to work if their current way was
not available tomorrow
37
22. 22
percent think roadway
CONSTRUCTION DELAYS will
have most negative impact on
their commute in next five years
47
43 percent thought FUEL PRICES over $5…
10 percent thought POOR ECONOMY…
23. If it did occur... What are the three ways you
are most likely to change your commute?
23
Adaptation Rank Score
Adjust work schedule, days/hours 1 7,561
Purchase a more fuel-efficient car 2 4,710
Telecommute more 3 4,540
Find work closer to home 4 4,462
Take transit (bus/rail) more 5 4,415
Move closer to work and/or move sooner 6 3,191
Join a carpool 7 2,683
Join a vanpool 8 2,481
Bicycle or walk more 9 1,571
24. 24
percent improve
transit (bus/rail), walking, biking
55
“Which of these would be better for the greater
Houston region? Spending taxpayer money to…”
percent expand or build new highways31
percent maintain existing highways14
29. 29
Telecommute or
Telework
percent Not interested21
percent
NOT available
Jobs conducive
57
percent Not sure16
percent VERY interested63
motivator?
percent
Does not apply
(job not
conducive)
22
percent
available NOW
21
30. 30
What are the three most important reasons you
telecommute some of the time?
Reason Rank
Convenient 1
Avoid traffic 2
I just want to 3
What are three reasons you would like the
opportunity to telecommute some of the time?
Reason Rank
Avoid traffic 1
Save money 2
Convenient 3
Active
telecommute
teleworkers
Commuters
interested in
telecommute
31. How much would the following
incentives motivate YOU to consider
commute alternatives?
31
1No extra motivation
5Much more motivation
to
32. 32
only used
alternative(s)
drove
alone
drove & used
alternative(s)
NuRide website rewards
(e.g., store coupons)
2.05 1.46 1.82
Lower car insurance cost 3.29 2.84 3.48
Tax benefits, cost assistance 3.09 2.59 3.22
Prize drawings 2.16 1.61 2.01
Lower tolls on HOV etc. lanes 2.67 2.52 2.98
Reward for giving up parking space 2.27 1.77 2.34
Free or discounted monthly
transit pass
3.18 2.23 3.05
1No extra motivation
5Much more motivationtoFINANCIAL
related
Commuters who…
33. only used
alternative(s)
drove
alone
drove & used
alternative(s)
Transit closer to me 2.84 2.79 3.07
Better/easier access to park & ride 2.37 1.98 2.42
More reliable transit service 2.82 2.26 2.73
Help finding dependable car or
vanpoolers
1.99 1.84 1.95
Better, safer bike routes with
amenities
1.94 1.70 1.86
Better, safer walking routes 2.01 1.65 1.87
More information and awareness
materials
1.76 1.58 1.64
Employer allowing
alternative work schedule
2.85 2.69 2.96
33
OTHER
related Commuters who…
1No extra motivation
5Much more motivationto
34. 34
What are the key challenges the greater Houston
area needs to address to improve commuting?
[full comments]
http://www.wordle.net/
35. 35
What are the key challenges the greater Houston
area needs to address to improve commuting?
http://www.wordle.net/
[response tags]
36. What are the three best ways to reach you
with information about commute alternatives?
36
Communication method Rank Score
Email 1 8,937
Through my employer 2 7,850
Roadside signs, billboards 3 4,408
Website(s) 4 4,235
Television 5 4,228
Radio 6 3,570
Social websites (Facebook, Twitter) 7 3,382
By mail 8 2,464
Newspaper 9 1,290
Posters 10 566
Telephone hotline 11 252
40. 40
percent60 Agree
“Government and non-profit
organizations should offer programs
and incentives to facilitate commuters
using a commute mode other than
driving alone.”
Discuss TTI’s research to measure public’s preferences for alternative commute incentives in the greater Houston region.
1/3 of mobile respondents used Android, Windows, or Blackberry phones
2/3 of mobile respondents used Apple devices (2 people even used an iPod)
4.1 out of 5 from desktop/laptop respondents
3.8 from mobile respondents
The response is not a random sample, but is a large data-set indicative of the rich variety of people in the greater Houston region:
People new to the region, people born in the region
Students to senior career level
People seeking employment, retirees, and people with 2 or more jobs
Men/women of all working ages, household sizes, income levels, race/ethnicity
People with multiple cars and no cars
The response is not a random sample, but is a large data-set indicative of the rich variety of people in the greater Houston region:
People new to the region, people born in the region
Students to senior career level
People seeking employment, retirees, and people with 2 or more jobs
Men/women of all working ages, household sizes, income levels, race/ethnicity
People with multiple cars and no cars
Wordle from full text of 4,171 responses
Wordle from simplified response tags of 4,171 responses
TTI received more than 200 complete responses and many more partial responses from employer representatives – sometimes even from several people in the same organization. Researchers reviewed responses and determined the data to contain usable responses from 61 unique employers – representing 10,000s of employed persons in the greater Houston region. The following information summarizes employer representative opinions:
About 1/3 of employers allow telecommuting/telework
About ½ of employers allow an alternative work schedule (compressed or flexible)
Employers felt their work-sites were overall most accessible via driving and transit; less accessible by walking or biking
Company’s existing practices?
20% – Provide employees with benefits about commute options
23% – Provide employees with information about commute options
57% – Do not currently provide employees with benefits or information
Most common benefits are transit, vanpool, carpool (if company offers benefits)
Companies willing to provide transportation benefits and incentives do so to:
Reduce parking demand
Retain employees
Reduce employee stress
“Government and non-profit organizations should offer programs and incentives to facilitate commuters using a commute mode other than driving alone.”
8% – Disagree
32% – Neutral
60% – Agree
“Government and non-profit organizations should offer programs and incentives to facilitate commuters using a commute mode other than driving alone.”
8% – Disagree
32% – Neutral
60% – Agree
“Businesses should provide programs and incentives to facilitate employees using a commute mode other than driving alone.”
4% – Disagree
31% – Neutral
65% – Agree