FlowMapper.org is a web-based framework for automated production and design of origin-destination flow maps. FlowMapper has four major features that contribute to the advancement of existing flow mapping systems. First, users can upload and process their own data to design and share customized flow maps. The ability to save data, cartographic design and map elements in a project file allows users to easily share their data and/or cartographic design with others. Second, users can generate customized flow symbols to support different flow map reading tasks such as comparing flow magnitudes and directions and identifying flow and location clusters that are strongly connected with each other. Third, FlowMapper supports supplementary layers such as node symbols, choropleth, and base maps to contextualize flow patterns with location references and characteristics. Finally, the web-based architecture of FlowMapper supports server-side computational capabilities to process and normalize large flow data and reveal natural patterns of flows.

The table Origin-Destination is part of the dataset LEHD Origin-Destination Employment Statistics (LODES) -- New York, available at https://columbia.redivis.com/datasets/rw0s-5nc9rxp6k. It contains 460120831 rows across 13 variables.

This table provides wholesale trade sales data based on origin, destination, and industry cross-tabulations from the Annual Wholesale Trade Survey. Origins include all provinces and territories, while destinations encompass all provinces and territories, the United States, China, and the rest of the world. Industry details are available at the 2, 3 and 4 digit North American Industry Classification System (NAICS) levels.

This table provides manufacturing sales data based on origin, destination and industry cross-tabulations from the Annual Survey of Manufacturing and Logging. Origins include all provinces and territories. Destinations include all provinces and territories, the United States of America, and the rest of the world. Industry detail is available at the 2, 3 and 4 digit NAICS level.

The data and codes for the paper titled “Enhanced prediction of origin-destination flows by considering heterogeneous mobility patterns with community detection and graph attention networks”.

This map shows volumes of commercial truck traffic that originate and arrive (destination) by block group (2020 Census)Limitations of Replica vehicle volume data: The map shows quarterly daily average vehicle volume at road link level provided by Replica, Inc. It includes estimates of volumes of passenger vehicles, buses, on-demand vehicles, and commercial trucks. SACOG staff only validated passenger vehicle volume and bus at road links with observed data. Due to lack of observed truck volume, the estimates of truck volume used in this map were not validated. Users should be aware of the limitations of truck volume in applications.

This layer shows which parts of the United States and Puerto Rico fall within ten minutes" walk of one or more grocery stores. It is estimated that 20% of U.S. population live within a 10 minute walk of a grocery store, and 92% of the population live within a 10 minute drive of a grocery store. The layer is suitable for looking at access at a neighborhood scale. When you add this layer to your web map, along with the drivable access layer and the SafeGraph grocery store layer, it becomes easier to spot grocery stores that sit within a highly populated area, and grocery stores that sit in a shopping center far away from populated areas. Add the Census block points layer to show a popup with the count of stores within 10 minutes" walk and drive. This view of a city begins to hint at the question: how many people have each type of access to grocery stores? And, what if they are unable to walk a mile regularly, or don"t own a car? How to Use This Layer in a Web MapUse this layer in a web map to introduce the concepts of access to grocery stores in your city or town. This is the kind of map where people will want to look up their home or work address to validate what the map is saying. See this example web map which you can use in your projects, storymaps, apps and dashboards. The layer was built with that use in mind. Many maps of access use straight-line, as-the-crow-flies distance, which ignores real-world barriers to walkability like rivers, lakes, interstates and other characteristics of the built environment. Block analysis using a network data set and Origin-Destination analysis factors these barriers in, resulting in a more realistic depiction of access. Lastly, this layer can serve as backdrop to other community resources, like food banks, farmers markets (example), and transit (example). Add a transit layer to immediately gauge its impact on the population"s grocery access. You can also use this map to see how it relates to communities of concern. Add a layer of any block group or tract demographics, such as Percent Senior Population (examples), or Percent of Households with Access to 0 Vehicles (examples). The layer is a useful visual resource for helping community leaders, business and government leaders see their town from the perspective of its residents, and begin asking questions about how their community could be improved. Data sourcesPopulation data is from the 2010 U.S. Census blocks. Each census block has a count of stores within a 10 minute walk, and a count of stores within a ten minute drive. Census blocks known to be unpopulated are given a score of 0. The layer is available as a hosted feature layer. Grocery store locations are from SafeGraph, reflecting what was in the data as of October 2020. Access to the layer was obtained from the SafeGraph offering in ArcGIS Marketplace. For this project, ArcGIS StreetMap Premium was used for the street network in the origin-destination analysis work, because it already has the necessary attributes on each street segment to identify which streets are considered walkable, and supports a wide variety of driving parameters. The walkable access layer and drivable access layers are rasters, whose colors were chosen to allow the drivable access layer to serve as backdrop to the walkable access layer. Data PreparationArcGIS Network Analyst was used to set up a network street layer for analysis. ArcGIS StreetMap Premium was installed to a local hard drive and selected in the Origin-Destination workflow as the network data source. This allows the origins (Census block centroids) and destinations (SafeGraph grocery stores) to be connected to that network, to allow origin-destination analysis. The Census blocks layer contains the centroid of each Census block. The data allows a simple popup to be created. This layer"s block figures can be summarized further, to tract, county and state levels. The SafeGraph grocery store locations were created by querying the SafeGraph source layer based on primary NAICS code. After connecting to the layer in ArcGIS Pro, a definition query was set to only show records with NAICS code 445110 as an initial screening. The layer was exported to a local disk drive for further definition query refinement, to eliminate any records that were obviously not grocery stores. The final layer used in the analysis had approximately 53,600 records. In this map, this layer is included as a vector tile layer. Methodology Every census block in the U.S. was assigned two access scores, whose numbers are simply how many grocery stores are within a 10 minute walk and a 10 minute drive of that census block. Every census block has a score of 0 (no stores), 1, 2 or more stores. The count of accessible stores was determined using Origin-Destination Analysis in ArcGIS Network Analyst, in ArcGIS Pro. A set of Tools in this ArcGIS Pro package allow a similar analysis to be conducted for any city or other area. The Tools step through the data prep and analysis steps. Download the Pro package, open it and substitute your own layers for Origins and Destinations. Parcel centroids are a suggested option for Origins, for example. Origin-Destination analysis was configured, using ArcGIS StreetMap Premium as the network data source. Census block centroids with population greater than zero were used as the Origins, and grocery store locations were used as the Destinations. A cutoff of 10 minutes was used with the Walk Time option. Only one restriction was applied to the street network: Walkable, which means Interstates and other non-walkable street segments were treated appropriately. You see the results in the map: wherever freeway overpasses and underpasses are present near a grocery store, the walkable area extends across/through that pass, but not along the freeway. A cutoff of 10 minutes was used with the Drive Time option. The default restrictions were applied to the street network, which means a typical vehicle"s access to all types of roads was factored in. The results for each analysis were captured in the Lines layer, which shows which origins are within the cutoff of each destination over the street network, given the assumptions about that network (walking, or driving a vehicle). The Lines layer was then summarized by census block ID to capture the Maximum value of the Destination_Rank field. A census block within 10 minutes of 3 stores would have 3 records in the Lines layer, but only one value in the summarized table, with a MAX_Destination_Rank field value of 3. This is the number of stores accessible to that census block in the 10 minutes measured, for walking and driving. These data were joined to the block centroids layer and given unique names. At this point, all blocks with zero population or null values in the MAX_Destination_Rank fields were given a store count of 0, to help the next step. Walkable and Drivable areas are calculated into a raster layer, using Nearest Neighbor geoprocessing tool on the count of stores within a 10 minute walk, and a count of stores within a ten minute drive, respectively. This tool uses a 200 meter grid and interpolates the values between each census block. A census tracts layer containing all water polygons "erased" from the census tract boundaries was used as an environment setting, to help constrain interpolation into/across bodies of water. The same layer use used to "shoreline" the Nearest Neighbor results, to eliminate any interpolation into the ocean or Great Lakes. This helped but was not perfect. Notes and LimitationsThe map provides a baseline for discussing access to grocery stores in a city. It does not presume local population has the desire or means to walk or drive to obtain groceries. It does not take elevation gain or loss into account. It does not factor time of day nor weather, seasons, or other variables that affect a person"s commute choices. Walking and driving are just two ways people get to a grocery store. Some people ride a bike, others take public transit, have groceries delivered, or rely on a friend with a vehicle. Thank you to Melinda Morang on the Network Analyst team for guidance and suggestions at key moments along the way; to Emily Meriam for reviewing the previous version of this map and creating new color palettes and marker symbols specific to this project. Additional ReadingThe methods by which access to food is measured and reported have improved in the past decade or so, as has the uses of such measurements. Some relevant papers and articles are provided below as a starting point. Measuring Food Insecurity Using the Food Abundance Index: Implications for Economic, Health and Social Well-BeingHow to Identify Food Deserts: Measuring Physical and Economic Access to Supermarkets in King County, WashingtonAccess to Affordable and Nutritious Food: Measuring and Understanding Food Deserts and Their ConsequencesDifferent Measures of Food Access Inform Different SolutionsThe time cost of access to food – Distance to the grocery store as measured in minutes

Measure and Map Access to Grocery StoresFrom the perspective of the people living in each neighborhoodHow do people in your city get to the grocery store? The answer to that question depends on the person and where they live. This web map helps answer the question in this app.Some live in cities and stop by a grocery store within a short walk or bike ride of home or work. Others live in areas where car ownership is more prevalent, and so they drive to a store. Some do not own a vehicle, and rely on a friend or public transit. Others rely on grocery delivery for their needs. And, many live in rural areas far from town, so a trip to a grocery store is an infrequent event involving a long drive.This map from Esri shows which areas are within a ten minute walk or ten minute drive of a grocery store in the United States and Puerto Rico. Darker color indicates access to more stores. The chart shows how many people can walk to a grocery store if they wanted to or needed to.It is estimated that 20% of U.S. population live within a 10 minute walk of a grocery store, and 92% of the population live within a 10 minute drive of a grocery store.Look up your city to see how the numbers change as you move around the map. Or, draw a neighborhood boundary on the map to get numbers for that area.Every census block is scored with a count of walkable and drivable stores nearby, making this a map suitable for a dashboard for any city, or any of the 50 states, DC and Puerto Rico. Two colorful layers visualize this definition of access, one for walkable access (suitable for looking at a city neighborhood by neighborhood) and one for drivable access (suitable for looking across a city, county, region or state).On the walkable layer, shades of green define areas within a ten minute walk of one or more grocery stores. The colors become more intense and trend to a blue-green color for the busiest neighborhoods, such as downtown San Francisco. As you zoom in, a layer of Census block points visualizes the local population with or without walkable access.As you zoom out to see the entire city, the map adds a light blue - to dark blue layer, showing which parts of the region fall within ten minutes' drive of one or more grocery stores. As a result, the map is useful at all scales, from national to regional, state and local levels. It becomes easier to spot grocery stores that sit within a highly populated area, and grocery stores that sit in a shopping center far away from populated areas. This view of a city begins to hint at the question: how many people have each type of access to grocery stores? And, what if they are unable to walk a mile regularly, or don't own a car?How to Use This MapUse this map to introduce the concepts of access to grocery stores in your city or town. This is the kind of map where people will want to look up their home or work address to validate what the map is saying.The map was built with that use in mind. Many maps of access use straight-line, as-the-crow-flies distance, which ignores real-world barriers to walkability like rivers, lakes, interstates and other characteristics of the built environment. Block analysis using a network data set and Origin-Destination analysis factors these barriers in, resulting in a more realistic depiction of access.There is data behind the map, which can be summarized to show how many people have walkable access to local grocery stores. The map includes a feature layer of population in Census block points, which are visible when you zoom in far enough. This feature layer can be plugged into an app like this one that summarizes the population with/without walkable or drivable access.Lastly, this map can serve as backdrop to other community resources, like food banks, farmers markets (example), and transit (example). Add a transit layer to immediately gauge its impact on the population's grocery access. You can also use this map to see how it relates to communities of concern. Add a layer of any block group or tract demographics, such as Percent Senior Population (examples), or Percent of Households with Access to 0 Vehicles (examples).The map is a useful visual and analytic resource for helping community leaders, business and government leaders see their town from the perspective of its residents, and begin asking questions about how their community could be improved.Data sourcesPopulation data is from the 2010 U.S. Census blocks. Each census block has a count of stores within a 10 minute walk, and a count of stores within a ten minute drive. Census blocks known to be unpopulated are given a score of 0. The layer is available as a hosted feature layer.Grocery store locations are from SafeGraph, reflecting what was in the data as of October 2020. Access to the layer was obtained from the SafeGraph offering in ArcGIS Marketplace. For this project, ArcGIS StreetMap Premium was used for the street network in the origin-destination analysis work, because it already has the necessary attributes on each street segment to identify which streets are considered walkable, and supports a wide variety of driving parameters.The walkable access layer and drivable access layers are rasters, whose colors were chosen to allow the drivable access layer to serve as backdrop to the walkable access layer. Alternative versions of these layers are available. These pairs use different colors but are otherwise identical in content.Data PreparationArcGIS Network Analyst was used to set up a network street layer for analysis. ArcGIS StreetMap Premium was installed to a local hard drive and selected in the Origin-Destination workflow as the network data source. This allows the origins (Census block centroids) and destinations (SafeGraph grocery stores) to be connected to that network, to allow origin-destination analysis.The Census blocks layer contains the centroid of each Census block. The data allows a simple popup to be created. This layer's block figures can be summarized further, to tract, county and state levels.The SafeGraph grocery store locations were created by querying the SafeGraph source layer based on primary NAICS code. After connecting to the layer in ArcGIS Pro, a definition query was set to only show records with NAICS code 445110 as an initial screening. The layer was exported to a local disk drive for further definition query refinement, to eliminate any records that were obviously not grocery stores. The final layer used in the analysis had approximately 53,600 records. In this map, this layer is included as a vector tile layer.MethodologyEvery census block in the U.S. was assigned two access scores, whose numbers are simply how many grocery stores are within a 10 minute walk and a 10 minute drive of that census block. Every census block has a score of 0 (no stores), 1, 2 or more stores. The count of accessible stores was determined using Origin-Destination Analysis in ArcGIS Network Analyst, in ArcGIS Pro. A set of Tools in this ArcGIS Pro package allow a similar analysis to be conducted for any city or other area. The Tools step through the data prep and analysis steps. Download the Pro package, open it and substitute your own layers for Origins and Destinations. Parcel centroids are a suggested option for Origins, for example. Origin-Destination analysis was configured, using ArcGIS StreetMap Premium as the network data source. Census block centroids with population greater than zero were used as the Origins, and grocery store locations were used as the Destinations. A cutoff of 10 minutes was used with the Walk Time option. Only one restriction was applied to the street network: Walkable, which means Interstates and other non-walkable street segments were treated appropriately. You see the results in the map: wherever freeway overpasses and underpasses are present near a grocery store, the walkable area extends across/through that pass, but not along the freeway.A cutoff of 10 minutes was used with the Drive Time option. The default restrictions were applied to the street network, which means a typical vehicle's access to all types of roads was factored in.The results for each analysis were captured in the Lines layer, which shows which origins are within the cutoff of each destination over the street network, given the assumptions about that network (walking, or driving a vehicle).The Lines layer was then summarized by census block ID to capture the Maximum value of the Destination_Rank field. A census block within 10 minutes of 3 stores would have 3 records in the Lines layer, but only one value in the summarized table, with a MAX_Destination_Rank field value of 3. This is the number of stores accessible to that census block in the 10 minutes measured, for walking and driving. These data were joined to the block centroids layer and given unique names. At this point, all blocks with zero population or null values in the MAX_Destination_Rank fields were given a store count of 0, to help the next step.Walkable and Drivable areas are calculated into a raster layer, using Nearest Neighbor geoprocessing tool on the count of stores within a 10 minute walk, and a count of stores within a ten minute drive, respectively. This tool uses a 200 meter grid and interpolates the values between each census block. A census tracts layer containing all water polygons "erased" from the census tract boundaries was used as an environment setting, to help constrain interpolation into/across bodies of water. The same layer use used to "shoreline" the Nearest Neighbor results, to eliminate any interpolation into the ocean or Great Lakes. This helped but was not perfect.Notes and LimitationsThe map provides a baseline for discussing access to grocery stores in a city. It does not presume local population has the desire or means to walk or drive to obtain groceries. It does not take elevation gain or loss into account. It does not factor time of day nor weather, seasons, or other variables that affect a

The dataset is outcome of a paper "Floating Car Data Map-matching Utilizing the Dijkstra Algorithm" accepted for 3rd International Conference on Data Management, Analytics & Innovation held in Kuala Lumpur, Malaysia in 2019.

The floating car data (FCD representing movement of cars with their position in time) is produced by the traffic simulator software (further referred to as Simulator) published in [1] and can be used as an input for data processing and benchmarking. The dataset contains FCD of various quality levels based on the routing graph of the Czech Republic derived from Open Street Map openstreetmap.org.

Should the dataset be exploited in scientific or other way, any acknowledgement or references to our paper [1] and dataset are welcomed and highly appreciated.

Archive contents

The archive contains following folders.

city_oneway and city_roadtrip - FCD from the city of Brno, Czech Republic where FCD is based on Origin-Destination in case of oneway and Origin-Destination-Origin in case of a road trip

intercity_oneway and intercity_roadtrip - FCD from cities of Brno, Ostrava, Olomouc and Zlin, all Czech Republic where FCD is based on Origin-Destination in case of oneway and Origin-Destination-Origin in case of a road trip

Content explanation

All four of mentioned folders contain raw FCD as they come from our Simulator, post-processed FCD enriching Simulator FCD, and obfuscated raw FCD (of both low and high obfuscation level). In the both obfuscated data sets, each measured point was moved in a random direction a number of meters given by drawing a number from a Gaussian distribution. We utilized two Gaussian distributions, one for the roads outside the city (N(0,10) for the lower and N(0,20) for the higher obfuscation level) and one for the roads inside the city (N(0,15) and N(0,30) respectively). Then some predefined number of randomly chosen points were removed (3% in our case). This approach should roughly represent real conditions encountered by FCD data as described by El Abbous and Samanta [2].

In case of post-processed road trip data, there is one extra dataset with "cache" suffix representing the very same dataset limited to a 5-minute session memoization. This folder also contains a picture of processed FCD represented on a map.

Data format Standard UTF-8 encoded CSV files, separated by a semicolon with the following columns:

RAW

Header

session_id;timestamp;lat;lon;speed;bearing;segment_id

Data

session_id: (Type: unsigned INT) - session (car) identifier timestamp: (Type: datetime) - timestamp in UTC lat: (Type: unsigned long) - latitude as used in Google maps lon: (Type: unsigned long) - longitude as used in Google maps speed: (Type: unsigned INT) - actual speed in kmh bearing: (Type: unsigned INT) - actual bearing in angles 0-360 segment_id: (Type: unsigned long) - unique edge identifier

POST-PROCESSED

Header

gid;car_id;point_time;lat;lon;segment_id;speed_kmh;speed_avg_kmh;distance_delta_m;distance_total_m;speedup_ratio;duration;segment_changed;duration_segment;moved;duration_move;good;duration_good;bearing;interpolated

Data

gid: (Type: unsigned long) - global identifier of a record car_id: (Type: unsigned INT) - session (car) identifier point_time: (Type: datetime) - timestamp with timezone lat: (Type: unsigned long) - latitude as used in Google maps lon: (Type: unsigned long) - longitude as used in Google maps segment_id: (Type: unsigned long) - unique edge identifier speed: (Type: unsigned INT) - actual speed in kmh speed_avg_kmh: (Type: unsigned long) - actual average speed of a car in kmh distance_delta_m: (Type: unsigned long) - actual distance delta in metres distance_total_m: (Type: unsigned long) - actual total distance of a car in metres speedup_ratio: (Type: unsigned long) - actual speed-up ratio of a car duration: (Type: time) - actual duration of a car segment_changed: (Type: boolean) - signals if actual segment of a car differs from the previous one duration_segment: (Type: time) - actual duration on a segment of a car moved: (Type: boolean) - signals if actual position of a car differs from the previous one duration_move:(Type: time) - actual duration of a car since moving good: signals if actual record values satisfies all data constraints (all true as derived from Simulator) duration_good: actual duration of a car since when all constraints conditions satisfied bearing: (Type: unsigned INT) - actual bearing in angles 0-360 interpolated: (Type: boolean) - signals if actual segment identifier is calculated (all false as derived from Simulator)

References

[1] V. Ptošek, J. Ševčík, J. Martinovič, K. Slaninová, L. Rapant, and R. Cmar, Real-time traffic simulator for self-adaptive navigation system validation, Proceedings of EMSS-HMS: Modeling & Simulation in Logistics, Traffic & Transportation, 2018.

[2] A. El Abbous and N. Samanta. A modeling of GPS error distri-butions, In proceedings of 2017 European Navigation Conference (ENC), 2017.

This is a collection of maps, layers, apps and dashboards that show population access to essential retail locations, such as grocery stores. Data sourcesPopulation data is from the 2010 U.S. Census blocks. Each census block has a count of stores within a 10 minute walk, and a count of stores within a ten minute drive. Census blocks known to be unpopulated are given a score of 0. The layer is available as a hosted feature layer.Grocery store locations are from SafeGraph, reflecting what was in the data as of October 2020. Access to the layer was obtained from the SafeGraph offering in ArcGIS Marketplace. For this project, ArcGIS StreetMap Premium was used for the street network in the origin-destination analysis work, because it already has the necessary attributes on each street segment to identify which streets are considered walkable, and supports a wide variety of driving parameters.The walkable access layer and drivable access layers are rasters, whose colors were chosen to allow the drivable access layer to serve as backdrop to the walkable access layer. Alternative versions of these layers are available. These pairs use different colors but are otherwise identical in content.Data PreparationArcGIS Network Analyst was used to set up a network street layer for analysis. ArcGIS StreetMap Premium was installed to a local hard drive and selected in the Origin-Destination workflow as the network data source. This allows the origins (Census block centroids) and destinations (SafeGraph grocery stores) to be connected to that network, to allow origin-destination analysis.The Census blocks layer contains the centroid of each Census block. The data allows a simple popup to be created. This layer's block figures can be summarized further, to tract, county and state levels.The SafeGraph grocery store locations were created by querying the SafeGraph source layer based on primary NAICS code. After connecting to the layer in ArcGIS Pro, a definition query was set to only show records with NAICS code 445110 as an initial screening. The layer was exported to a local disk drive for further definition query refinement, to eliminate any records that were obviously not grocery stores. The final layer used in the analysis had approximately 53,600 records. In this map, this layer is included as a vector tile layer.MethodologyEvery census block in the U.S. was assigned two access scores, whose numbers are simply how many grocery stores are within a 10 minute walk and a 10 minute drive of that census block. Every census block has a score of 0 (no stores), 1, 2 or more stores. The count of accessible stores was determined using Origin-Destination Analysis in ArcGIS Network Analyst, in ArcGIS Pro. A set of Tools in this ArcGIS Pro package allow a similar analysis to be conducted for any city or other area. The Tools step through the data prep and analysis steps. Download the Pro package, open it and substitute your own layers for Origins and Destinations. Parcel centroids are a suggested option for Origins, for example. Origin-Destination analysis was configured, using ArcGIS StreetMap Premium as the network data source. Census block centroids with population greater than zero were used as the Origins, and grocery store locations were used as the Destinations. A cutoff of 10 minutes was used with the Walk Time option. Only one restriction was applied to the street network: Walkable, which means Interstates and other non-walkable street segments were treated appropriately. You see the results in the map: wherever freeway overpasses and underpasses are present near a grocery store, the walkable area extends across/through that pass, but not along the freeway.A cutoff of 10 minutes was used with the Drive Time option. The default restrictions were applied to the street network, which means a typical vehicle's access to all types of roads was factored in.The results for each analysis were captured in the Lines layer, which shows which origins are within the cutoff of each destination over the street network, given the assumptions about that network (walking, or driving a vehicle).The Lines layer was then summarized by census block ID to capture the Maximum value of the Destination_Rank field. A census block within 10 minutes of 3 stores would have 3 records in the Lines layer, but only one value in the summarized table, with a MAX_Destination_Rank field value of 3. This is the number of stores accessible to that census block in the 10 minutes measured, for walking and driving. These data were joined to the block centroids layer and given unique names. At this point, all blocks with zero population or null values in the MAX_Destination_Rank fields were given a store count of 0, to help the next step.Walkable and Drivable areas are calculated into a raster layer, using Nearest Neighbor geoprocessing tool on the count of stores within a 10 minute walk, and a count of stores within a ten minute drive, respectively. This tool uses a 200 meter grid and interpolates the values between each census block. A census tracts layer containing all water polygons "erased" from the census tract boundaries was used as an environment setting, to help constrain interpolation into/across bodies of water. The same layer use used to "shoreline" the Nearest Neighbor results, to eliminate any interpolation into the ocean or Great Lakes. This helped but was not perfect.Notes and LimitationsThe map provides a baseline for discussing access to grocery stores in a city. It does not presume local population has the desire or means to walk or drive to obtain groceries. It does not take elevation gain or loss into account. It does not factor time of day nor weather, seasons, or other variables that affect a person's commute choices. Walking and driving are just two ways people get to a grocery store. Some people ride a bike, others take public transit, have groceries delivered, or rely on a friend with a vehicle. Thank you to Melinda Morang on the Network Analyst team for guidance and suggestions at key moments along the way; to Emily Meriam for reviewing the previous version of this map and creating new color palettes and marker symbols specific to this project. Additional ReadingThe methods by which access to food is measured and reported have improved in the past decade or so, as has the uses of such measurements. Some relevant papers and articles are provided below as a starting point.Measuring Food Insecurity Using the Food Abundance Index: Implications for Economic, Health and Social Well-BeingHow to Identify Food Deserts: Measuring Physical and Economic Access to Supermarkets in King County, WashingtonAccess to Affordable and Nutritious Food: Measuring and Understanding Food Deserts and Their ConsequencesDifferent Measures of Food Access Inform Different SolutionsThe time cost of access to food – Distance to the grocery store as measured in minutes

This table contains information about the origin and destination of emissions to water of nutrients and heavy metals. These data are part of the environmental accounts. The origin of the emissions to water can be divided into the Dutch economy (disaggregated by private households and industries) and the rest of the world. The destination can be divided into absorption by producers, drain off emissions to the rest of the world and contribution to the environmental problem. The figures in this table can be compared in a consistent way to macro-economic indicators. Furthermore, water emission accounts indicators can be derived for the emissions of heavy metals into water and the eutrophication of surface waters. These indicators can be used for supporting water policy. Data available from: 1995-2010 Status of the figures: The figures in this table for the last year are provisional. The figures for the other years are final. Because this table is discontinued, figures will not be updated anymore. Changes as of January 30, 2015: None, this table is discontinued. When will new figures be published? Not applicable anymore. This table is replaced by table: Environmental accounts; emissions to water, origin and destination. See paragraph 3.

Available only on the web, provides information for airport pair markets rather than city pair markets. This table only lists airport markets where the origin or destination airport is an airport that has other commercial airports in the same city. Midway Airport (MDW) and O'Hare (ORD) are examples of this. All records are aggregated as directionless markets. The combination of Airport_1 and Airport_2 define the airport pair market. All traffic traveling in both directions is added together.

https://www.transportation.gov/policy/aviation-policy/competition-data-analysis/research-reports

The dataset provided here is an output of the Track & Know project, shared with the scientific community. The dataset consists of aggregate origin-destination (OD) flows of private cars in London augmented with feature data describing city locations and dyadic relations between them. The geographical location of each cell in the OD graph is not provided, for privacy protection, since the extension of each area is relatively small.

The dataset was first used in the following publication:  Gevorg Yeghikyan, Felix L. Opolka, Bruno Lepri, Mirco Nanni, Pietro Lio`. Learning

Mobility Flows from Urban Features with Spatial Interaction Models and Neural Networks. 2020 IEEE International Conference on Smart Computing (SMARTCOMP), to appear.

(StatCan Product) Customization Details: Table A. By province of origin/destination (five-year period) presents information on migration to and from Canadian provinces and territories by Alberta (entire province), all 19 Alberta Census Divisions, the CMA of Edmonton, the CMA of Calgary and Non CMA Alberta from 2004 to 2009. Table B. By age group (five-year period) presents information on in-migrants, out-migrants and net-migrants by the following age group categories: 0-17 years, 18-24 years, 25-44 years, 45-64 years, 65+ years and Total for Alberta (entire province), all 19 Alberta Census Divisions, the CMA of Edmonton, the CMA of Calgary and Non CMA Alberta from 2004 to 2009. Table C. By type of migration and sex (five-year period) presents information on in-migrants, out-migrants and net-migrants by the type of migration (intraprovincial, interprovincial and international) by sex (Male, Female or Both) for Alberta (entire province), all 19 Alberta Census Divisions, the CMA of Edmonton, the CMA of Calgary and Non CMA Alberta from 2004 to 2009. Table D. Flows by CD of origin/destination, or by CMA/non-CMA of origin/destination (five-year period) presents information on where Alberta's migrants/immigrants are moving to and where they've moved from by all 19 Alberta Census Divisions, the CMA of Edmonton, the CMA of Calgary and Non CMA Alberta and internationally from 2004 to 2009. Table E. Median income of migrant taxfilers (single year) is NOT INCLUDED. Annual Migration Estimates - The data consist of estimates of migration flows between census divisions (CDs) or census metropolitan areas (CMAs), by sex and broad age groups. The statistics are derived from the annual tax file provided by the Canada Revenue Agency. Intraprovincial migration: movement of people between two CDs or CMAs located within the same province. The CD/CMA of departure is the CD/CMA of origin and the CD/CMA of arrival is the CD/CMA of destination. Interprovincial migration: movement of people between CDs and CMAs located in two different provinces. The province of departure is the province of origin and the province of arrival is the province of destination. International migration: movement of people between an area in Canada and another country. Migration flows: migration flows for any given CD or CMA. The flows are listed in descending order of net migration for the most recent year of migration. Migration flows: migration flows for any given CD or CMA. The flows are listed in descending order of net migration for the most recent year of migration. There are five standard data tables that are normally available for this product: Table A. By province of origin/destination (five-year period); Table B. By age group (five-year period); Table C. By type of migration and sex (five-year period); Table D. Flows by CD of origin/destination, or by CMA/non-CMA of origin/destination (five-year period); Table E. Median income of migrant taxfilers (single year); Annual Migration Estimates by Census Division/Census Metropolitan Area.

This repository contains the input data associated with the research paper titled "The Role of Spatial Features and Adjacency in Data-driven Short-term Prediction of Trip Production: An Exploratory Study in the Netherlands". The paper is currently under review for publication in the IEEE Transactions on Intelligent Transportation Systems. The data shows the origin destination information for Mezuro zones in the Netherlands for March 2017. This information are provided in a format of a relational table in .CSV format. The details on data preparation steps are provided in the pdf file inside MiRRORS data.rar and it is titled MiRRORS description 20191220.pdf. The Mezuro zones are defined in the shapefiles directory within MiRRORS data.rar. This project's main source of data (origin destination table) is named od_day_hour_20170301_0.CSV located inside MiRRORS data.rar. This dataset is the source to investigate the travel patterns in the Netherlands.

Rail industry origin and destination of transported commodities, including provinces and territories, regions, US and Mexico, annual.

This table contains information about the origin and destination of waste of hazardous and non-hazardous waste. For the years 2002 to 2008 also a distinction is made between waste products and waste residuals. In the table different waste flows can be followed. The origin of the amount of waste of households, different industries and import is presented. At destination side a distinction is made between different ways of treatment (recycling, incineration and disposal on land) and export. The waste accounts are suitable for analysis, for example the causes of changes of waste indicators over time.

Data available from: 1990-2010 As from 24 July 2015, the table is discontinued. Waste accounts have been revised in 2015 because the quality of some of the data sources was no longer sufficient. Two new tables are available: Waste balance, kind of waste per sector; national accounts and Waste balance, key figures; national accounts. (See section 3). In the new tables, the distinction between waste products and waste residuals is no longer available, just as the distinction between hazardous and non-hazardous waste. The table Waste balance, kind of waste per sector; national accounts contains detailed figures available from 2008 onwards. The table Waste balance, key figures; national accounts contains a time series from 1990 onwards, on a less detailed level..

Status of the figures: The figures in this table for the last two years are provisional. As the table is discontinued, the figures will not be made final.

Changes as of July 24, 2015: None, this is a discontinued table.

When will new figures be published? Not applicable.

This Dataset contains the input data associated with the research paper titled "A Cluster Analysis of Temporal Patterns of Travel Production in the Netherlands: Dominant within-day and day-to-day patterns and their association with Urbanization Levels". The paper is published in the EJTIR. This dataset is an aggregate derivative of mobile phone data delivered to MiRRORS project by the project partner, Mezuro. The data shows the origin destination information for Mezuro zones in the Netherlands for March 2017. This information are provided in a format of a relational table in .CSV format. The details on data preparation steps are provided in the pdf file inside MiRRORS data.rar and it is titled MiRRORS description 20191220.pdf. The Mezuro zones are defined in the shapefiles directory within MiRRORS data.rar. This project's main source of data (origin destination table) is named od_day_hour_20170301_0.CSV located inside MiRRORS data.rar. This dataset is the source to investigate the travel patterns in the Netherlands.

This table contains information about the origin and destination of emissions to water of nutrients and heavy metals. These data are part of the environmental accounts. The origin of the emissions to water can be divided into the Dutch economy (disaggregated by private households and industries) and the rest of the world. The destination can be divided into absorption by producers, drain off emissions to the rest of the world and contribution to the environmental problem. The figures in this table can be compared in a consistent way to macro-economic indicators. Furthermore, water emission accounts indicators can be derived for the emissions of heavy metals into water and the eutrophication of surface waters. These indicators can be used for supporting water policy.

Data available from: 1995-2010

Status of the figures: The figures in this table for the last year are provisional. The figures for the other years are final. Because this table is discontinued, figures will not be updated anymore.

Changes as of January 30, 2015: None, this table is discontinued.

When will new figures be published? Not applicable anymore. This table is replaced by table: Environmental accounts; emissions to water, origin and destination. See paragraph 3.