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. A data dictionary, or other source of attribute information, is accessible at https://doi.org/10.21949/1529086

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

A 2024 survey in the United States indicated that ***** was the generation least inclined to embark on long road trips, with less than ** 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 ** percent open to driving for the same duration.

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

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

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.

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 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.

This dataset contains information about population movement and trip patterns, with data available at Virginia level. It tracks a variety of metrics related to trips made by residents, broken down by distance categories, and includes population data about those staying at home versus those not staying at home. It is useful for analyzing trends in population movement and how they vary by location and distance over time.

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.

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.

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 20-24 years with a population of 96 (14.22%), according to the 2021 American Community Survey. At the same time, the smallest age group in Airport Drive, MO was the 85+ years with a population of 6 (0.89%). Source: U.S. Census Bureau American Community Survey (ACS) 2017-2021 5-Year Estimates.

Content

When available, the data consists of estimates from the U.S. Census Bureau American Community Survey (ACS) 2017-2021 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

As of 2025, the median driving time to the nearest rural hospital that offered maternity care services ranged from over 90 minutes in Alaska to 27 minutes in Delaware. This statistic displays the median driving time in minutes to the nearest rural hospital that provided maternity services in the U.S. as of 2025, by state.

This dataset is sourced from the U.S. Department of Transportation Bureau of Transportation Statistics. All data and metadata is sourced from the page linked below. Metadata is not updated automatically; data updates weekly.

Source Data Link: https://data.bts.gov/Research-and-Statistics/Trips-by-Distance/w96p-f2qv

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.

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 2022, the population of Airport Drive was 798, a 5.00% increase year-by-year from 2021. Previously, in 2021, Airport Drive population was 760, a decline of 1.43% compared to a population of 771 in 2020. Over the last 20 plus years, between 2000 and 2022, population of Airport Drive increased by 171. 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 2022

Variables / Data Columns

• Year: This column displays the data year (Measured annually and for years 2000 to 2022)
• 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

Explore the interactive maps showing the average delay and average speed on the Strategic Road Network and local ‘A’ roads in England, in 2022.

On the Strategic Road Network (SRN) for 2022, the average delay is estimated to be 9.3 seconds per vehicle per mile (spvpm), compared to free flow, a 9.4% increase on 2021 and a 2.1% decrease on 2019.

The average speed is estimated to be 58.1 mph, down 1.4% from 2021 and up 0.2% from 2019.

On local ‘A’ roads for 2022, the average delay was estimated to be 45.5 seconds per vehicle per mile compared to free flow, up 2.5% from 2021 and down 2.8% from 2019 (pre-coronavirus)

The average speed is estimated to be 23.7 mph, down 1.7% from 2021 and up 2.2% from 2019 (pre-coronavirus).

Average speeds in 2022 have stabilised towards similar trends observed before the effects of the coronavirus pandemic.

The outbreak of coronavirus (COVID-19) has had a marked impact on everyday life, including on congestion on the road network. As some of these data are affected by the coronavirus pandemic in the UK, caution should be taken when interpreting these statistics and comparing them with other time periods. Additional http://bit.ly/COVID_Congestion_Analysis">analysis on the impact of the coronavirus pandemic on road journeys in 2020 is also available. This Storymap contains charts and interactive maps for road journeys in England in 2020.

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Dataset for the textbook Computational Methods and GIS Applications in Social Science (3rd Edition), 2023 Fahui Wang, Lingbo Liu Main Book Citation: Wang, F., & Liu, L. (2023). Computational Methods and GIS Applications in Social Science (3rd ed.). CRC Press. https://doi.org/10.1201/9781003292302 KNIME Lab Manual Citation: Liu, L., & Wang, F. (2023). Computational Methods and GIS Applications in Social Science - Lab Manual. CRC Press. https://doi.org/10.1201/9781003304357 KNIME Hub Dataset and Workflow for Computational Methods and GIS Applications in Social Science-Lab Manual Update Log If Python package not found in Package Management, use ArcGIS Pro's Python Command Prompt to install them, e.g., conda install -c conda-forge python-igraph leidenalg NetworkCommDetPro in CMGIS-V3-Tools was updated on July 10,2024 Add spatial adjacency table into Florida on June 29,2024 The dataset and tool for ABM Crime Simulation were updated on August 3, 2023, The toolkits in CMGIS-V3-Tools was updated on August 3rd,2023. Report Issues on GitHub https://github.com/UrbanGISer/Computational-Methods-and-GIS-Applications-in-Social-Science Following the website of Fahui Wang : http://faculty.lsu.edu/fahui Contents Chapter 1. Getting Started with ArcGIS: Data Management and Basic Spatial Analysis Tools Case Study 1: Mapping and Analyzing Population Density Pattern in Baton Rouge, Louisiana Chapter 2. Measuring Distance and Travel Time and Analyzing Distance Decay Behavior Case Study 2A: Estimating Drive Time and Transit Time in Baton Rouge, Louisiana Case Study 2B: Analyzing Distance Decay Behavior for Hospitalization in Florida Chapter 3. Spatial Smoothing and Spatial Interpolation Case Study 3A: Mapping Place Names in Guangxi, China Case Study 3B: Area-Based Interpolations of Population in Baton Rouge, Louisiana Case Study 3C: Detecting Spatiotemporal Crime Hotspots in Baton Rouge, Louisiana Chapter 4. Delineating Functional Regions and Applications in Health Geography Case Study 4A: Defining Service Areas of Acute Hospitals in Baton Rouge, Louisiana Case Study 4B: Automated Delineation of Hospital Service Areas in Florida Chapter 5. GIS-Based Measures of Spatial Accessibility and Application in Examining Healthcare Disparity Case Study 5: Measuring Accessibility of Primary Care Physicians in Baton Rouge Chapter 6. Function Fittings by Regressions and Application in Analyzing Urban Density Patterns Case Study 6: Analyzing Population Density Patterns in Chicago Urban Area >Chapter 7. Principal Components, Factor and Cluster Analyses and Application in Social Area Analysis Case Study 7: Social Area Analysis in Beijing Chapter 8. Spatial Statistics and Applications in Cultural and Crime Geography Case Study 8A: Spatial Distribution and Clusters of Place Names in Yunnan, China Case Study 8B: Detecting Colocation Between Crime Incidents and Facilities Case Study 8C: Spatial Cluster and Regression Analyses of Homicide Patterns in Chicago Chapter 9. Regionalization Methods and Application in Analysis of Cancer Data Case Study 9: Constructing Geographical Areas for Mapping Cancer Rates in Louisiana Chapter 10. System of Linear Equations and Application of Garin-Lowry in Simulating Urban Population and Employment Patterns Case Study 10: Simulating Population and Service Employment Distributions in a Hypothetical City Chapter 11. Linear and Quadratic Programming and Applications in Examining Wasteful Commuting and Allocating Healthcare Providers Case Study 11A: Measuring Wasteful Commuting in Columbus, Ohio Case Study 11B: Location-Allocation Analysis of Hospitals in Rural China Chapter 12. Monte Carlo Method and Applications in Urban Population and Traffic Simulations Case Study 12A. Examining Zonal Effect on Urban Population Density Functions in Chicago by Monte Carlo Simulation Case Study 12B: Monte Carlo-Based Traffic Simulation in Baton Rouge, Louisiana Chapter 13. Agent-Based Model and Application in Crime Simulation Case Study 13: Agent-Based Crime Simulation in Baton Rouge, Louisiana Chapter 14. Spatiotemporal Big Data Analytics and Application in Urban Studies Case Study 14A: Exploring Taxi Trajectory in ArcGIS Case Study 14B: Identifying High Traffic Corridors and Destinations in Shanghai Dataset File Structure 1 BatonRouge Census.gdb BR.gdb 2A BatonRouge BR_Road.gdb Hosp_Address.csv TransitNetworkTemplate.xml BR_GTFS Google API Pro.tbx 2B Florida FL_HSA.gdb R_ArcGIS_Tools.tbx (RegressionR) 3A China_GX GX.gdb 3B BatonRouge BR.gdb 3C BatonRouge BRcrime R_ArcGIS_Tools.tbx (STKDE) 4A BatonRouge BRRoad.gdb 4B Florida FL_HSA.gdb HSA Delineation Pro.tbx Huff Model Pro.tbx FLplgnAdjAppend.csv 5 BRMSA BRMSA.gdb Accessibility Pro.tbx 6 Chicago ChiUrArea.gdb R_ArcGIS_Tools.tbx (RegressionR) 7 Beijing BJSA.gdb bjattr.csv R_ArcGIS_Tools.tbx (PCAandFA, BasicClustering) 8A Yunnan YN.gdb R_ArcGIS_Tools.tbx (SaTScanR) 8B Jiangsu JS.gdb 8C Chicago ChiCity.gdb cityattr.csv ...

GapMaps Live is an easy-to-use location intelligence platform available across 25 countries globally that allows you to visualise your own store data, combined with the latest demographic, economic and population movement intel right down to the micro level so you can make faster, smarter and surer decisions when planning your network growth strategy.

With one single login, you can access the latest estimates on resident and worker populations, census metrics (eg. age, income, ethnicity), consuming class, retail spend insights and point-of-interest data across a range of categories including fast food, cafe, fitness, supermarket/grocery and more.

Some of the world's biggest brands including McDonalds, Subway, Burger King, Anytime Fitness and Dominos use GapMaps Live Map Data as a vital strategic tool where business success relies on up-to-date, easy to understand, location intel that can power business case validation and drive rapid decision making.

Primary Use Cases for GapMaps Live Map Data include:

1. Retail Site Selection - Identify optimal locations for future expansion and benchmark performance across existing locations.
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3. Analyse your catchment areas at a granular grid levels using all the key metrics
4. Target Marketing: Develop effective marketing strategies to acquire more customers.
5. Marketing / Advertising (Billboards/OOH, Marketing Agencies, Indoor Screens)
6. Customer Profiling
7. Target Marketing
8. Market Share Analysis

Some of features our clients love about GapMaps Live Map Data include: - View business locations, competitor locations, demographic, economic and social data around your business or selected location - Understand consumer visitation patterns (“where from” and “where to”), frequency of visits, dwell time of visits, profiles of consumers and much more. - Save searched locations and drop pins - Turn on/off all location listings by category - View and filter data by metadata tags, for example hours of operation, contact details, services provided - Combine public data in GapMaps with views of private data Layers - View data in layers to understand impact of different data Sources - Share maps with teams - Generate demographic reports and comparative analyses on different locations based on drive time, walk time or radius. - Access multiple countries and brands with a single logon - Access multiple brands under a parent login - Capture field data such as photos, notes and documents using GapMaps Connect and integrate with GapMaps Live to get detailed insights on existing and proposed store locations.

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.