The Travel Time to Work dataset was compiled using information from December 31, 2023 and updated December 12, 2024 from the Bureau of Transportation Statistics (BTS) and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). The Travel Time to Work table from the 2023 American Community Survey (ACS) 5-year estimates was joined to 2023 tract-level geographies for all 50 States, District of Columbia and Puerto Rico provided by the Census Bureau. A new file was created that combines the demographic variables from the former with the cartographic boundaries of the latter. The national level census tract layer contains data on the number and percentage of commuters (workers 16 years and over who did not work from home) with a range of travel times to work.

When asked during a 2024 survey what the maximum distance they would be willing to drive on a road trip was, ** percent of respondents in the United States said between six and 10 hours. Comparatively, ** percent of respondents said 11 to 15 hours.

A 2024 survey in the United States indicated that Gen Z was the generation least inclined to embark on long road trips, with less than 20 percent of those surveyed willing to drive for 16 to 20 hours. Conversely, Baby Boomers showed the greatest willingness to undertake lengthy drives, with approximately 24 percent open to driving for the same duration.

The percentage of commuters that spend more than 45 minutes traveling to work out of all commuters aged 16 and above. Source: American Community SurveyYears Available: 2007-2011, 2008-2012, 2009-2013, 2010-2014, 2011-2015, 2012-2016, 2013-2017, 2014-2018, 2015-2019, 2016-2020, 2017-2021, 2018-2022, 2019-2023Please note: We do not recommend comparing overlapping years of data due to the nature of this dataset. For more information, please visit: https://www.census.gov/programs-surveys/acs/guidance/comparing-acs-data.html

The percentage of commuters that spend between 30 and 44 minutes traveling to work out of all commuters aged 16 and above. Source: American Community SurveyYears Available: 2007-2011, 2008-2012, 2009-2013, 2010-2014, 2011-2015, 2012-2016, 2013-2017, 2014-2018, 2015-2019, 2016-2020, 2017-2021, 2018-2022. 2019-2023Please note: We do not recommend comparing overlapping years of data due to the nature of this dataset. For more information, please visit: https://www.census.gov/programs-surveys/acs/guidance/comparing-acs-data.html

This statistic shows the results of a survey conducted in the United States in November 2016. U.S. consumers were asked what the maximum driving time would being to visit a restaurant. During the survey, 51 percent of the respondents stated the maximum length of time they would be willing to travel to a restaurant would be 16 to 30 minutes.

The IPUMS National Historical Geographic Information System (NHGIS) provides free online access to summary statistics and GIS files for U.S. censuses and other nationwide surveys from 1790 through the present. NHGIS boundary files are derived primarily from the U.S. Census Bureau's TIGER/Line files with numerous additions to represent historical (1790-1980) boundaries that do not appear in TIGER/Line files. For more recent boundary files (1990 or later), NHGIS typically makes only a few key changes to the TIGER/Line source: (1) we merge files that are available only for individual states or counties to produce new nationwide or statewide files, (2) we project the data into Esri's USA Contiguous Albers Equal Area Conic Projected Coordinate System, (3) add a GISJOIN attribute field, which supplies standard identifiers that correspond to the GISJOIN identifiers in NHGIS data tables, (4) we rename files to use the NHGIS naming style and geographic-level codes, (5) we add NHGIS-specific metadata, and (6) most substantially, we erase coastal water areas to produce polygons that terminate at the U.S. coasts and Great Lakes shores.NHGIS derived this shapefile from the U.S. Census Bureau's 2021 TIGER/Line Shapefiles.This layer contains data obtained from the following NHGIS tables at the county level:1. B02001. Race2. B01001. Sex by Age3. B08301. Means of Transportation to Work4. B25002. Occupancy Status5. B08303. Travel Time to Work

The dataset and the validation are fully described in a Nature Scientific Data Descriptor https://www.nature.com/articles/s41597-019-0265-5

If you want to use this dataset in an interactive environment, then use this link https://mybinder.org/v2/gh/GeographerAtLarge/TravelTime/HEAD

The following text is a summary of the information in the above Data Descriptor.

The dataset is a suite of global travel-time accessibility indicators for the year 2015, at approximately one-kilometre spatial resolution for the entire globe. The indicators show an estimated (and validated), land-based travel time to the nearest city and nearest port for a range of city and port sizes.

The datasets are in GeoTIFF format and are suitable for use in Geographic Information Systems and statistical packages for mapping access to cities and ports and for spatial and statistical analysis of the inequalities in access by different segments of the population.

These maps represent a unique global representation of physical access to essential services offered by cities and ports.

The datasets travel_time_to_cities_x.tif (where x has values from 1 to 12) The value of each pixel is the estimated travel time in minutes to the nearest urban area in 2015. There are 12 data layers based on different sets of urban areas, defined by their population in year 2015 (see PDF report).

travel_time_to_ports_x (x ranges from 1 to 5)

The value of each pixel is the estimated travel time to the nearest port in 2015. There are 5 data layers based on different port sizes.

Format Raster Dataset, GeoTIFF, LZW compressed Unit Minutes

Data type Byte (16 bit Unsigned Integer)

No data value 65535

Flags None

Spatial resolution 30 arc seconds

Spatial extent

Upper left -180, 85

Lower left -180, -60 Upper right 180, 85 Lower right 180, -60 Spatial Reference System (SRS) EPSG:4326 - WGS84 - Geographic Coordinate System (lat/long)

Temporal resolution 2015

Temporal extent Updates may follow for future years, but these are dependent on the availability of updated inputs on travel times and city locations and populations.

Methodology Travel time to the nearest city or port was estimated using an accumulated cost function (accCost) in the gdistance R package (van Etten, 2018). This function requires two input datasets: (i) a set of locations to estimate travel time to and (ii) a transition matrix that represents the cost or time to travel across a surface.

The set of locations were based on populated urban areas in the 2016 version of the Joint Research Centre’s Global Human Settlement Layers (GHSL) datasets (Pesaresi and Freire, 2016) that represent low density (LDC) urban clusters and high density (HDC) urban areas (https://ghsl.jrc.ec.europa.eu/datasets.php). These urban areas were represented by points, spaced at 1km distance around the perimeter of each urban area.

Marine ports were extracted from the 26th edition of the World Port Index (NGA, 2017) which contains the location and physical characteristics of approximately 3,700 major ports and terminals. Ports are represented as single points

The transition matrix was based on the friction surface (https://map.ox.ac.uk/research-project/accessibility_to_cities) from the 2015 global accessibility map (Weiss et al, 2018).

Code The R code used to generate the 12 travel time maps is included in the zip file that can be downloaded with these data layers. The processing zones are also available.

Validation The underlying friction surface was validated by comparing travel times between 47,893 pairs of locations against journey times from a Google API. Our estimated journey times were generally shorter than those from the Google API. Across the tiles, the median journey time from our estimates was 88 minutes within an interquartile range of 48 to 143 minutes while the median journey time estimated by the Google API was 106 minutes within an interquartile range of 61 to 167 minutes. Across all tiles, the differences were skewed to the left and our travel time estimates were shorter than those reported by the Google API in 72% of the tiles. The median difference was −13.7 minutes within an interquartile range of −35.5 to 2.0 minutes while the absolute difference was 30 minutes or less for 60% of the tiles and 60 minutes or less for 80% of the tiles. The median percentage difference was −16.9% within an interquartile range of −30.6% to 2.7% while the absolute percentage difference was 20% or less in 43% of the tiles and 40% or less in 80% of the tiles.

This process and results are included in the validation zip file.

Usage Notes The accessibility layers can be visualised and analysed in many Geographic Information Systems or remote sensing software such as QGIS, GRASS, ENVI, ERDAS or ArcMap, and also by statistical and modelling packages such as R or MATLAB. They can also be used in cloud-based tools for geospatial analysis such as Google Earth Engine.

The nine layers represent travel times to human settlements of different population ranges. Two or more layers can be combined into one layer by recording the minimum pixel value across the layers. For example, a map of travel time to the nearest settlement of 5,000 to 50,000 people could be generated by taking the minimum of the three layers that represent the travel time to settlements with populations between 5,000 and 10,000, 10,000 and 20,000 and, 20,000 and 50,000 people.

The accessibility layers also permit user-defined hierarchies that go beyond computing the minimum pixel value across layers. A user-defined complete hierarchy can be generated when the union of all categories adds up to the global population, and the intersection of any two categories is empty. Everything else is up to the user in terms of logical consistency with the problem at hand.

The accessibility layers are relative measures of the ease of access from a given location to the nearest target. While the validation demonstrates that they do correspond to typical journey times, they cannot be taken to represent actual travel times. Errors in the friction surface will be accumulated as part of the accumulative cost function and it is likely that locations that are further away from targets will have greater a divergence from a plausible travel time than those that are closer to the targets. Care should be taken when referring to travel time to the larger cities when the locations of interest are extremely remote, although they will still be plausible representations of relative accessibility. Furthermore, a key assumption of the model is that all journeys will use the fastest mode of transport and take the shortest path.

Feature Service generated from running the Summarize Within solution. Study Area Municipalities (with dem, activism and calcvar) were summarized within Drive time rings around proposed tire burner

About this dataset

Context

The dataset tabulates the Airport Drive population distribution across 18 age groups. It lists the population in each age group along with the percentage population relative of the total population for Airport Drive. The dataset can be utilized to understand the population distribution of Airport Drive by age. For example, using this dataset, we can identify the largest age group in Airport Drive.

Key observations

The largest age group in Airport Drive, MO was for the group of age 20 to 24 years years with a population of 110 (14.01%), according to the ACS 2019-2023 5-Year Estimates. At the same time, the smallest age group in Airport Drive, MO was the 85 years and over years with a population of 9 (1.15%). Source: U.S. Census Bureau American Community Survey (ACS) 2019-2023 5-Year Estimates

Content

When available, the data consists of estimates from the U.S. Census Bureau American Community Survey (ACS) 2019-2023 5-Year Estimates

Age groups:

• Under 5 years
• 5 to 9 years
• 10 to 14 years
• 15 to 19 years
• 20 to 24 years
• 25 to 29 years
• 30 to 34 years
• 35 to 39 years
• 40 to 44 years
• 45 to 49 years
• 50 to 54 years
• 55 to 59 years
• 60 to 64 years
• 65 to 69 years
• 70 to 74 years
• 75 to 79 years
• 80 to 84 years
• 85 years and over

Variables / Data Columns

• Age Group: This column displays the age group in consideration
• Population: The population for the specific age group in the Airport Drive is shown in this column.
• % of Total Population: This column displays the population of each age group as a proportion of Airport Drive total population. Please note that the sum of all percentages may not equal one due to rounding of values.

Good to know

Margin of Error

Data in the dataset are based on the estimates and are subject to sampling variability and thus a margin of error. Neilsberg Research recommends using caution when presening these estimates in your research.

Custom data

If you do need custom data for any of your research project, report or presentation, you can contact our research staff at research@neilsberg.com for a feasibility of a custom tabulation on a fee-for-service basis.

Inspiration

Neilsberg Research Team curates, analyze and publishes demographics and economic data from a variety of public and proprietary sources, each of which often includes multiple surveys and programs. The large majority of Neilsberg Research aggregated datasets and insights is made available for free download at https://www.neilsberg.com/research/.

Recommended for further research

This dataset is a part of the main dataset for Airport Drive Population by Age. You can refer the same here

The percentage of commuters that spend between 15 and 29 minutes commuting to work out of all commuters aged 16 and above.Source: American Community SurveyYears Available: 2007-2011, 2008-2012, 2009-2013, 2010-2014, 2011-2015, 2012-2016, 2013-2017, 2014-2018, 2015-2019, 2016-2020, 2017-2021, 2018-2022, 2019-2023Please note: We do not recommend comparing overlapping years of data due to the nature of this dataset. For more information, please visit: https://www.census.gov/programs-surveys/acs/guidance/comparing-acs-data.html

Updates are delayed due to technical difficulties. How many people are staying at home? How far are people traveling when they don’t stay home? Which states and counties have more people taking trips? The Bureau of Transportation Statistics (BTS) now provides answers to those questions through our new mobility statistics. The Trips by Distance data and number of people staying home and not staying home are estimated for the Bureau of Transportation Statistics by the Maryland Transportation Institute and Center for Advanced Transportation Technology Laboratory at the University of Maryland. The travel statistics are produced from an anonymized national panel of mobile device data from multiple sources. All data sources used in the creation of the metrics contain no personal information. Data analysis is conducted at the aggregate national, state, and county levels. A weighting procedure expands the sample of millions of mobile devices, so the results are representative of the entire population in a nation, state, or county. To assure confidentiality and support data quality, no data are reported for a county if it has fewer than 50 devices in the sample on any given day. Trips are defined as movements that include a stay of longer than 10 minutes at an anonymized _location away from home. Home locations are imputed on a weekly basis. A movement with multiple stays of longer than 10 minutes before returning home is counted as multiple trips. Trips capture travel by all modes of transportation. including driving, rail, transit, and air. The daily travel estimates are from a mobile device data panel from merged multiple data sources that address the geographic and temporal sample variation issues often observed in a single data source. The merged data panel only includes mobile devices whose anonymized _location data meet a set of data quality standards, which further ensures the overall data quality and consistency. The data quality standards consider both temporal frequency and spatial accuracy of anonymized _location point observations, temporal coverage and representativeness at the device level, spatial representativeness at the sample and county level, etc. A multi-level weighting method that employs both device and trip-level weights expands the sample to the underlying population at the county and state levels, before travel statistics are computed. These data are experimental and may not meet all of our quality standards. Experimental data products are created using new data sources or methodologies that benefit data users in the absence of other relevant products. We are seeking feedback from data users and stakeholders on the quality and usefulness of these new products. Experimental data products that meet our quality standards and demonstrate sufficient user demand may enter regular production if resources permit.

Although the American Community Survey (ACS) produces population, demographic and housing unit estimates, the decennial census is the official source of population totals for April 1st of each decennial year. In between censuses, the Census Bureau's Population Estimates Program produces and disseminates the official estimates of the population for the nation, states, counties, cities, and towns and estimates of housing units and the group quarters population for states and counties..Information about the American Community Survey (ACS) can be found on the ACS website. Supporting documentation including code lists, subject definitions, data accuracy, and statistical testing, and a full list of ACS tables and table shells (without estimates) can be found on the Technical Documentation section of the ACS website.Sample size and data quality measures (including coverage rates, allocation rates, and response rates) can be found on the American Community Survey website in the Methodology section..Source: U.S. Census Bureau, 2019-2023 American Community Survey 5-Year Estimates.ACS data generally reflect the geographic boundaries of legal and statistical areas as of January 1 of the estimate year. For more information, see Geography Boundaries by Year..Data are based on a sample and are subject to sampling variability. The degree of uncertainty for an estimate arising from sampling variability is represented through the use of a margin of error. The value shown here is the 90 percent margin of error. The margin of error can be interpreted roughly as providing a 90 percent probability that the interval defined by the estimate minus the margin of error and the estimate plus the margin of error (the lower and upper confidence bounds) contains the true value. In addition to sampling variability, the ACS estimates are subject to nonsampling error (for a discussion of nonsampling variability, see ACS Technical Documentation). The effect of nonsampling error is not represented in these tables..Users must consider potential differences in geographic boundaries, questionnaire content or coding, or other methodological issues when comparing ACS data from different years. Statistically significant differences shown in ACS Comparison Profiles, or in data users' own analysis, may be the result of these differences and thus might not necessarily reflect changes to the social, economic, housing, or demographic characteristics being compared. For more information, see Comparing ACS Data..Workers include members of the Armed Forces and civilians who were at work last week..Estimates of urban and rural populations, housing units, and characteristics reflect boundaries of urban areas defined based on 2020 Census data. As a result, data for urban and rural areas from the ACS do not necessarily reflect the results of ongoing urbanization..Explanation of Symbols:- The estimate could not be computed because there were an insufficient number of sample observations. For a ratio of medians estimate, one or both of the median estimates falls in the lowest interval or highest interval of an open-ended distribution. For a 5-year median estimate, the margin of error associated with a median was larger than the median itself.N The estimate or margin of error cannot be displayed because there were an insufficient number of sample cases in the selected geographic area. (X) The estimate or margin of error is not applicable or not available.median- The median falls in the lowest interval of an open-ended distribution (for example "2,500-")median+ The median falls in the highest interval of an open-ended distribution (for example "250,000+").** The margin of error could not be computed because there were an insufficient number of sample observations.*** The margin of error could not be computed because the median falls in the lowest interval or highest interval of an open-ended distribution.***** A margin of error is not appropriate because the corresponding estimate is controlled to an independent population or housing estimate. Effectively, the corresponding estimate has no sampling error and the margin of error may be treated as zero.

About this dataset

Context

The dataset tabulates the Airport Drive population over the last 20 plus years. It lists the population for each year, along with the year on year change in population, as well as the change in percentage terms for each year. The dataset can be utilized to understand the population change of Airport Drive across the last two decades. For example, using this dataset, we can identify if the population is declining or increasing. If there is a change, when the population peaked, or if it is still growing and has not reached its peak. We can also compare the trend with the overall trend of United States population over the same period of time.

Key observations

In 2023, the population of Airport Drive was 803, a 0.63% increase year-by-year from 2022. Previously, in 2022, Airport Drive population was 798, an increase of 4.86% compared to a population of 761 in 2021. Over the last 20 plus years, between 2000 and 2023, population of Airport Drive increased by 176. In this period, the peak population was 870 in the year 2017. The numbers suggest that the population has already reached its peak and is showing a trend of decline. Source: U.S. Census Bureau Population Estimates Program (PEP).

Content

When available, the data consists of estimates from the U.S. Census Bureau Population Estimates Program (PEP).

Data Coverage:

• From 2000 to 2023

Variables / Data Columns

• Year: This column displays the data year (Measured annually and for years 2000 to 2023)
• Population: The population for the specific year for the Airport Drive is shown in this column.
• Year on Year Change: This column displays the change in Airport Drive population for each year compared to the previous year.
• Change in Percent: This column displays the year on year change as a percentage. Please note that the sum of all percentages may not equal one due to rounding of values.

Good to know

Margin of Error

Data in the dataset are based on the estimates and are subject to sampling variability and thus a margin of error. Neilsberg Research recommends using caution when presening these estimates in your research.

Custom data

If you do need custom data for any of your research project, report or presentation, you can contact our research staff at research@neilsberg.com for a feasibility of a custom tabulation on a fee-for-service basis.

Inspiration

Neilsberg Research Team curates, analyze and publishes demographics and economic data from a variety of public and proprietary sources, each of which often includes multiple surveys and programs. The large majority of Neilsberg Research aggregated datasets and insights is made available for free download at https://www.neilsberg.com/research/.

Recommended for further research

This dataset is a part of the main dataset for Airport Drive Population by Year. You can refer the same here

Summary statistics on travel to work are contained in this data file. For each geographic area described in the file, information is provided on location of residences, location of workplaces, demographics, and employment of the work force. Included are data on the occupation, industry, and earnings of workers, plus data on means of transportation, travel time, and workers with public transportation disabilities. Demographic information includes the age, race, sex, civilian/armed forces, and Spanish origin composition of the work force. (Source: downloaded from ICPSR 7/13/10)

This dataset is part of the historical CISER Data Archive Collection and is also available at ICPSR -- https://doi.org/10.3886/ICPSR08465.v2. We highly recommend using the ICPSR version as they made this dataset available in multiple data formats.

Although the American Community Survey (ACS) produces population, demographic and housing unit estimates, the decennial census is the official source of population totals for April 1st of each decennial year. In between censuses, the Census Bureau's Population Estimates Program produces and disseminates the official estimates of the population for the nation, states, counties, cities, and towns and estimates of housing units and the group quarters population for states and counties..Information about the American Community Survey (ACS) can be found on the ACS website. Supporting documentation including code lists, subject definitions, data accuracy, and statistical testing, and a full list of ACS tables and table shells (without estimates) can be found on the Technical Documentation section of the ACS website.Sample size and data quality measures (including coverage rates, allocation rates, and response rates) can be found on the American Community Survey website in the Methodology section..Source: U.S. Census Bureau, 2019-2023 American Community Survey 5-Year Estimates.ACS data generally reflect the geographic boundaries of legal and statistical areas as of January 1 of the estimate year. For more information, see Geography Boundaries by Year..Data are based on a sample and are subject to sampling variability. The degree of uncertainty for an estimate arising from sampling variability is represented through the use of a margin of error. The value shown here is the 90 percent margin of error. The margin of error can be interpreted roughly as providing a 90 percent probability that the interval defined by the estimate minus the margin of error and the estimate plus the margin of error (the lower and upper confidence bounds) contains the true value. In addition to sampling variability, the ACS estimates are subject to nonsampling error (for a discussion of nonsampling variability, see ACS Technical Documentation). The effect of nonsampling error is not represented in these tables..Users must consider potential differences in geographic boundaries, questionnaire content or coding, or other methodological issues when comparing ACS data from different years. Statistically significant differences shown in ACS Comparison Profiles, or in data users' own analysis, may be the result of these differences and thus might not necessarily reflect changes to the social, economic, housing, or demographic characteristics being compared. For more information, see Comparing ACS Data..Workers include members of the Armed Forces and civilians who were at work last week..Estimates of urban and rural populations, housing units, and characteristics reflect boundaries of urban areas defined based on 2020 Census data. As a result, data for urban and rural areas from the ACS do not necessarily reflect the results of ongoing urbanization..Explanation of Symbols:- The estimate could not be computed because there were an insufficient number of sample observations. For a ratio of medians estimate, one or both of the median estimates falls in the lowest interval or highest interval of an open-ended distribution. For a 5-year median estimate, the margin of error associated with a median was larger than the median itself.N The estimate or margin of error cannot be displayed because there were an insufficient number of sample cases in the selected geographic area. (X) The estimate or margin of error is not applicable or not available.median- The median falls in the lowest interval of an open-ended distribution (for example "2,500-")median+ The median falls in the highest interval of an open-ended distribution (for example "250,000+").** The margin of error could not be computed because there were an insufficient number of sample observations.*** The margin of error could not be computed because the median falls in the lowest interval or highest interval of an open-ended distribution.***** A margin of error is not appropriate because the corresponding estimate is controlled to an independent population or housing estimate. Effectively, the corresponding estimate has no sampling error and the margin of error may be treated as zero.

The percentage of commuters that spend less than 15 minutes commuting to work out of all commuters aged 16 and above. Please note: due to the nature of this indicator, do not compare changes over time. This indicator can only be used as a point in time "snapshot". Source: American Community SurveyYears Available: 2007-2011, 2008-2012, 2009-2013, 2010-2014, 2011-2015, 2012-2016, 2013-2017, 2014-2018, 2015-2019, 2016-2020, 2017-2021, 2018-2022, 2019-2023Please note: We do not recommend comparing overlapping years of data due to the nature of this dataset. For more information, please visit: https://www.census.gov/programs-surveys/acs/guidance/comparing-acs-data.html

According to the Statista Consumer Insights, for the period between October 2023 and September 2024, around of U.S. American workers spent an average of half an hour or less commuting to work. In the period between 2019 and 2024, the share of workers commuting less than 15 minutes dropped by seven percentage points to 23 percent, while the share of workers commuting over half an hour decreased from 29 to 25 percent. Rise of hybrid work models The transformation in commute times coincides with a surge in hybrid work arrangements. By the second quarter of 2024, 53 percent of U.S. workers reported adopting a hybrid work model, blending remote and on-site work. This shift, initially sparked by the COVID-19 pandemic, has reshaped how Americans balance their professional and personal lives, offering increased flexibility and potentially reducing overall commute times for many. Driving remains most common form of commuting Among those workers who continue to travel to their place of work, driving remained the most popular mode. Over two-thirds of U.S. Americans drove to work by car, truck or van in 2022 and an additional nearly nine percent used a carpool to get to their job. Public transportation, meanwhile, was only used by 3.1 percent of workers.

Supporting documentation on code lists, subject definitions, data accuracy, and statistical testing can be found on the American Community Survey website in the Data and Documentation section...Sample size and data quality measures (including coverage rates, allocation rates, and response rates) can be found on the American Community Survey website in the Methodology section..Tell us what you think. Provide feedback to help make American Community Survey data more useful for you..Although the American Community Survey (ACS) produces population, demographic and housing unit estimates, it is the Census Bureau''s Population Estimates Program that produces and disseminates the official estimates of the population for the nation, states, counties, cities and towns and estimates of housing units for states and counties..Explanation of Symbols:An ''**'' entry in the margin of error column indicates that either no sample observations or too few sample observations were available to compute a standard error and thus the margin of error. A statistical test is not appropriate..An ''-'' entry in the estimate column indicates that either no sample observations or too few sample observations were available to compute an estimate, or a ratio of medians cannot be calculated because one or both of the median estimates falls in the lowest interval or upper interval of an open-ended distribution..An ''-'' following a median estimate means the median falls in the lowest interval of an open-ended distribution..An ''+'' following a median estimate means the median falls in the upper interval of an open-ended distribution..An ''***'' entry in the margin of error column indicates that the median falls in the lowest interval or upper interval of an open-ended distribution. A statistical test is not appropriate..An ''*****'' entry in the margin of error column indicates that the estimate is controlled. A statistical test for sampling variability is not appropriate. .An ''N'' entry in the estimate and margin of error columns indicates that data for this geographic area cannot be displayed because the number of sample cases is too small..An ''(X)'' means that the estimate is not applicable or not available..Estimates of urban and rural population, housing units, and characteristics reflect boundaries of urban areas defined based on Census 2010 data. As a result, data for urban and rural areas from the ACS do not necessarily reflect the results of ongoing urbanization..While the 2011-2015 American Community Survey (ACS) data generally reflect the February 2013 Office of Management and Budget (OMB) definitions of metropolitan and micropolitan statistical areas; in certain instances the names, codes, and boundaries of the principal cities shown in ACS tables may differ from the OMB definitions due to differences in the effective dates of the geographic entities..Workers include members of the Armed Forces and civilians who were at work last week..Data are based on a sample and are subject to sampling variability. The degree of uncertainty for an estimate arising from sampling variability is represented through the use of a margin of error. The value shown here is the 90 percent margin of error. The margin of error can be interpreted roughly as providing a 90 percent probability that the interval defined by the estimate minus the margin of error and the estimate plus the margin of error (the lower and upper confidence bounds) contains the true value. In addition to sampling variability, the ACS estimates are subject to nonsampling error (for a discussion of nonsampling variability, see Accuracy of the Data). The effect of nonsampling error is not represented in these tables..Source: U.S. Census Bureau, 2011-2015 American Community Survey 5-Year Estimates

Analysis of ‘URA45 - Average Travel Time of Population at Work, School or College’ provided by Analyst-2 (analyst-2.ai), based on source dataset retrieved from http://data.europa.eu/88u/dataset/fc73ea59-1dac-41b8-ae6f-bfe03a7d807e on 19 January 2022.

--- Dataset description provided by original source is as follows ---

Average Travel Time of Population at Work, School or College

--- Original source retains full ownership of the source dataset ---