Pub Date : 2017-03-01DOI: 10.5399/OSU/JTRF.56.1.4414
Benjamin G Nye, Eric J. Fitzsimmons, S. Dissanayake
The United States Road Assessment Program (usRAP) is a systematic tool that determines areas of risk based on roadways characteristics. To determine the effectiveness of the usRAP tool, three rural two-lane corridors, a US highway, a Kansas highway, and a rural secondary road, were selected for this study. Data collection for the usRAP software included manual speed data collection, system-wide centerline miles and crashes, crash costs, countermeasure costs, and manual roadway coding data every 100 m. The usRAP software evaluated and developed a star rating and a Safer Roads Investment Plan for each corridor.
{"title":"Demonstration of the United States Road Assessment (usRAP) as a Systematic Safety Tool for Two Lane Roadways and Highways in Kansas","authors":"Benjamin G Nye, Eric J. Fitzsimmons, S. Dissanayake","doi":"10.5399/OSU/JTRF.56.1.4414","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.56.1.4414","url":null,"abstract":"The United States Road Assessment Program (usRAP) is a systematic tool that determines areas of risk based on roadways characteristics. To determine the effectiveness of the usRAP tool, three rural two-lane corridors, a US highway, a Kansas highway, and a rural secondary road, were selected for this study. Data collection for the usRAP software included manual speed data collection, system-wide centerline miles and crashes, crash costs, countermeasure costs, and manual roadway coding data every 100 m. The usRAP software evaluated and developed a star rating and a Safer Roads Investment Plan for each corridor.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"33 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127153464","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2017-03-01DOI: 10.5399/OSU/JTRF.56.1.4408
E. Kidando, R. Moses, Y. AbdelRazig, Eren Erman
The main goal of this research was to evaluate how travel time reliability (TTR) might be associated with crashes involving elderly drivers, defined as those age 65 and above. Several TTR metrics were used to estimate their influence on elderly crash frequency and severity of the crash on freeways and arterial highways. The results suggest that TTR is statistically significant in affecting both elderly crash frequency and the severity of a crash involving an elderly driver. In particular, the analysis of risk ratios illustrates that a one-unit increase in the probability of congestion reduces the likelihood of the elderly severe crash by 22%.
{"title":"Safety Analysis Considering the Impactof Travel Time Reliability on Elderly Drivers","authors":"E. Kidando, R. Moses, Y. AbdelRazig, Eren Erman","doi":"10.5399/OSU/JTRF.56.1.4408","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.56.1.4408","url":null,"abstract":"The main goal of this research was to evaluate how travel time reliability (TTR) might be associated with crashes involving elderly drivers, defined as those age 65 and above. Several TTR metrics were used to estimate their influence on elderly crash frequency and severity of the crash on freeways and arterial highways. The results suggest that TTR is statistically significant in affecting both elderly crash frequency and the severity of a crash involving an elderly driver. In particular, the analysis of risk ratios illustrates that a one-unit increase in the probability of congestion reduces the likelihood of the elderly severe crash by 22%.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"72 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2017-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131008908","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.5399/OSU/JTRF.55.3.4394
J. Chi, Jungho Baek
The rising government funding in transport infrastructure has sparked political and academic debates on the economic impacts of transport infrastructure investment in the United States. Although numerous empirical studies have examined the transport infrastructure-growth nexus, existing literature has mixed conclusions of the economic effects of expanding transport infrastructure. The main objective of this paper is to assess the short- and long-run impacts of transport and nontransport public infrastructure on economic growth to provide an implication of the effectiveness of these fiscal policy tools in the short- and long-term. For this purpose, we employ a modern autoregressive distributed lag (ARDL) approach to explore the dynamic relationships among transport infrastructure, non-transport public infrastructure, private capital, labor hours, GDP, and exports. In the long run, we find that a bidirectional relationship exists between transport infrastructure and GDP, suggesting that expanding transport infrastructure improves aggregated economic output, and enhanced economic output increases public investment in transport infrastructure. However, the magnitude of the impact of transport infrastructure on GDP is smaller than that of non-transport public infrastructure, implying that non-transport infrastructure investment is a more effective longterm fiscal stimulus than expanding transport infrastructure.
{"title":"Modeling the Transport Infrastructure-Growth Nexus in the United States","authors":"J. Chi, Jungho Baek","doi":"10.5399/OSU/JTRF.55.3.4394","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.3.4394","url":null,"abstract":"The rising government funding in transport infrastructure has sparked political and academic debates on the economic impacts of transport infrastructure investment in the United States. Although numerous empirical studies have examined the transport infrastructure-growth nexus, existing literature has mixed conclusions of the economic effects of expanding transport infrastructure. The main objective of this paper is to assess the short- and long-run impacts of transport and nontransport public infrastructure on economic growth to provide an implication of the effectiveness of these fiscal policy tools in the short- and long-term. For this purpose, we employ a modern autoregressive distributed lag (ARDL) approach to explore the dynamic relationships among transport infrastructure, non-transport public infrastructure, private capital, labor hours, GDP, and exports. In the long run, we find that a bidirectional relationship exists between transport infrastructure and GDP, suggesting that expanding transport infrastructure improves aggregated economic output, and enhanced economic output increases public investment in transport infrastructure. However, the magnitude of the impact of transport infrastructure on GDP is smaller than that of non-transport public infrastructure, implying that non-transport infrastructure investment is a more effective longterm fiscal stimulus than expanding transport infrastructure.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114516145","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Hazardous material (hazmat) transportation has been an important issue for handling hazardous materials, such as gases and chemical liquids. In the past, researchers have made great efforts to develop policies and route planning methods for hazmat transportation problems. In 2014, Kaohsiung City in Taiwan suffered a gas pipeline explosion at midnight; 32 people were killed, and hundreds of people were injured. After the incident, policies and routing strategies for hazardous materials (hazmat) transportation in Kaohsiung were initiated to avoid pipeline transportation. Although methodologies for hazmat transportation have been proposed and implemented to minimize potential risks, multiple objectives need to be considered in the process to facilitate hazmat transportation in Taiwan. In order to consider both government and operators’ aspects, a multi-objective formulation for the hazmat problem is proposed and a compromise programming method is applied to solve the problem with two objectives: travel cost and risk. The path risk is defined based on risk assessment indexes, such as road characteristics, population distribution, link length, hazardous material characteristics, and accident rates. An aggregate risk indicator is proposed for roadway segments. The compromise programming approach is developed from the concept of compromise decision and the main idea is to search the compromise solution closest to the ideal solution. The proposed method is applied to Kaohsiung City, Taiwan. The results show that two conflicting objectives keep making trade-offs between each other until they finally reach a compromise solution.
{"title":"Hazardous Materials Transportation with Multiple Objectives: A Case Study in Taiwan","authors":"Ta-Yin Hu, Ya-Han Chang","doi":"10.22004/AG.ECON.262670","DOIUrl":"https://doi.org/10.22004/AG.ECON.262670","url":null,"abstract":"Hazardous material (hazmat) transportation has been an important issue for handling hazardous materials, such as gases and chemical liquids. In the past, researchers have made great efforts to develop policies and route planning methods for hazmat transportation problems. In 2014, Kaohsiung City in Taiwan suffered a gas pipeline explosion at midnight; 32 people were killed, and hundreds of people were injured. After the incident, policies and routing strategies for hazardous materials (hazmat) transportation in Kaohsiung were initiated to avoid pipeline transportation. Although methodologies for hazmat transportation have been proposed and implemented to minimize potential risks, multiple objectives need to be considered in the process to facilitate hazmat transportation in Taiwan. In order to consider both government and operators’ aspects, a multi-objective formulation for the hazmat problem is proposed and a compromise programming method is applied to solve the problem with two objectives: travel cost and risk. The path risk is defined based on risk assessment indexes, such as road characteristics, population distribution, link length, hazardous material characteristics, and accident rates. An aggregate risk indicator is proposed for roadway segments. The compromise programming approach is developed from the concept of compromise decision and the main idea is to search the compromise solution closest to the ideal solution. The proposed method is applied to Kaohsiung City, Taiwan. The results show that two conflicting objectives keep making trade-offs between each other until they finally reach a compromise solution.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130251193","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.5399/OSU/JTRF.55.3.4385
C. Scheraga, R. Gritta
A prior study by one of the authors (Gritta, et. al. 2006) published in the Journal of the Transportation Research Forum, examined the extent of operating, financial, and total leverage facing the major U.S airlines, those carriers with total revenues of $1.0 billion or more. The study found that the vast majority of the carriers were highly leveraged at both the operating and financial levels and that this resulted in highly unstable profitability and increased the dangers of bankruptcy. The global airline industry has always been highly cyclical and somewhat fixed-cost driven. Airlines are thus high in what financial analysts refer to as operating leverage. In addition, the many airlines have followed aggressive debt strategies; that is, they have chosen to use large amounts of long-term debt finance to purchase assets. This results in a high degree of financial leverage. In the past, the resulting combined leverage has created severe financial problems for major carriers, both domestically and internationally.The current study seeks to examine a sample of foreign carriers in order to measure the extent of risks on the international level. In doing so, comparisons will be made to the large U.S. carriers. If possible, the authors will use the same time horizon as in the published paper, although in some cases carriers are too new to have such a history.
其中一位作者(Gritta, et al. 2006)在《运输研究论坛杂志》上发表了一项先前的研究，研究了美国主要航空公司(那些总收入在10亿美元以上的航空公司)的运营、财务和总体杠杆程度。研究发现，绝大多数航空公司在运营和财务层面都高度杠杆化，这导致盈利能力极不稳定，增加了破产的危险。全球航空业一直是高度周期性的，在一定程度上是固定成本驱动的。因此，航空公司在金融分析师所称的运营杠杆上处于高位。此外，许多航空公司都采取了激进的债务策略;也就是说，他们选择使用大量的长期债务融资来购买资产。这导致了高度的财务杠杆。过去，由此产生的综合杠杆效应给国内和国际的主要航空公司带来了严重的财务问题。目前的研究旨在考察外国承运人的样本，以衡量国际层面上的风险程度。在此过程中，将与美国大型航空公司进行比较。如果可能的话，作者将使用与发表论文相同的时间范围，尽管在某些情况下，载体太新而没有这样的历史。
{"title":"An Assessment and Measurement of Risks in the International Airline Industry: A Study of the ICAO Carriers Over the Period, 1990-2013","authors":"C. Scheraga, R. Gritta","doi":"10.5399/OSU/JTRF.55.3.4385","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.3.4385","url":null,"abstract":"A prior study by one of the authors (Gritta, et. al. 2006) published in the Journal of the Transportation Research Forum, examined the extent of operating, financial, and total leverage facing the major U.S airlines, those carriers with total revenues of $1.0 billion or more. The study found that the vast majority of the carriers were highly leveraged at both the operating and financial levels and that this resulted in highly unstable profitability and increased the dangers of bankruptcy. The global airline industry has always been highly cyclical and somewhat fixed-cost driven. Airlines are thus high in what financial analysts refer to as operating leverage. In addition, the many airlines have followed aggressive debt strategies; that is, they have chosen to use large amounts of long-term debt finance to purchase assets. This results in a high degree of financial leverage. In the past, the resulting combined leverage has created severe financial problems for major carriers, both domestically and internationally.The current study seeks to examine a sample of foreign carriers in order to measure the extent of risks on the international level. In doing so, comparisons will be made to the large U.S. carriers. If possible, the authors will use the same time horizon as in the published paper, although in some cases carriers are too new to have such a history.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128298304","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.5399/OSU/JTRF.55.3.4397
S. Dissanayake, A. Shams
Construction of bypass lanes at rural intersections has typically been considered a low-cost highway safety improvement by the transportation community. However, this needs to be quantitatively evaluated so that the decisions could be made on whether to continue with adding bypass lanes. Highway safety analyses utilize two common approaches to evaluate the effectiveness of a geometric treatment: before-and-after study and cross-sectional study. This paper explains the results using a cross-sectional study approach, where intersections with bypass lanes were compared to intersections with no bypass lanes for which crash data were obtained for more than 1,100 intersections in Kansas. Both 3-legged and 4-legged intersections were taken into consideration separately by looking at intersection-related crashes and crashes within an intersection box. According to the results, the number of crashes and crash severities were lower at 3-legged intersections with bypass lanes compared with 3-legged intersections without bypass lanes, even though these reductions were not statistically significant at 95% level. When considering a 300-ft. intersection box, statistically significant crash reductions were observed at 4-legged intersections, for all considered crash and crash rate categories. When considering 90% level, crash reduction at 3-legged intersections was also statistically significant when considering a 300-ft. intersection box. Crash modification factors (CMFs) calculated to evaluate safety effectiveness of bypass lanes at unsignalized rural intersections in Kansas showed values less than 1.0 for almost all cases, indicating safety benefits of bypass lanes. Accordingly, it is beneficial to continue with the practice of adding shoulder bypass lanes at rural unsignalized intersections on two-lane roads where the traffic volumes are relatively low.
{"title":"Safety Evaluation of Shoulder Bypass Lanes at Unsignalized Intersections on Rural Two-Lane Roadways Using Cross Sectional Analysis","authors":"S. Dissanayake, A. Shams","doi":"10.5399/OSU/JTRF.55.3.4397","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.3.4397","url":null,"abstract":"Construction of bypass lanes at rural intersections has typically been considered a low-cost highway safety improvement by the transportation community. However, this needs to be quantitatively evaluated so that the decisions could be made on whether to continue with adding bypass lanes. Highway safety analyses utilize two common approaches to evaluate the effectiveness of a geometric treatment: before-and-after study and cross-sectional study. This paper explains the results using a cross-sectional study approach, where intersections with bypass lanes were compared to intersections with no bypass lanes for which crash data were obtained for more than 1,100 intersections in Kansas. Both 3-legged and 4-legged intersections were taken into consideration separately by looking at intersection-related crashes and crashes within an intersection box. According to the results, the number of crashes and crash severities were lower at 3-legged intersections with bypass lanes compared with 3-legged intersections without bypass lanes, even though these reductions were not statistically significant at 95% level. When considering a 300-ft. intersection box, statistically significant crash reductions were observed at 4-legged intersections, for all considered crash and crash rate categories. When considering 90% level, crash reduction at 3-legged intersections was also statistically significant when considering a 300-ft. intersection box. Crash modification factors (CMFs) calculated to evaluate safety effectiveness of bypass lanes at unsignalized rural intersections in Kansas showed values less than 1.0 for almost all cases, indicating safety benefits of bypass lanes. Accordingly, it is beneficial to continue with the practice of adding shoulder bypass lanes at rural unsignalized intersections on two-lane roads where the traffic volumes are relatively low.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"142 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133125033","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.5399/OSU/JTRF.55.3.4403
Richard Fowles, P. Loeb
Motorcycle related fatalities continue to be a major concern for public health officials, economists, and policy makers interested in such matters. In 2006, 3% of all motor vehicles registered in the United States were 2-3 wheelers (motorcycle type vehicles), while riders of these vehicles accounted for 11% of vehicle related deaths. Such a disproportionate number of fatalities associated with motorcycles is certainly grounds for concern. Most studies of motorcycle fatalities attribute deaths to the avoidance of wearing helmets and the lack of helmet laws, speed, and alcohol usage. This study makes use of a rich panel data set for the period 1980 to 2010 by state and the District of Columbia to examine these factors and others. It is the first study to differentiate between the effects of universal and partial helmet laws on motorcycle fatalities. It also accounts for the effects of cell phone use, alcohol consumption, and suicidal propensities on these crashes after adjusting for a whole host of socioeconomic and driving related factors. The analysis is conducted using a new Bayesian technique, which examines the sturdiness of regression coefficients. This new method uses statistics referred to as S-values that addresses both estimation and model ambiguity. Results indicate that the variables we focus on, i.e., cell phones, alcohol consumption, and helmet laws affect motorcycle fatalities. Further, universal helmet laws appear to have a larger effect on such fatalities than partial helmet laws.
{"title":"Sturdy Inference: A Bayesian Analysis of U.S. Motorcycle Helmet Laws","authors":"Richard Fowles, P. Loeb","doi":"10.5399/OSU/JTRF.55.3.4403","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.3.4403","url":null,"abstract":"Motorcycle related fatalities continue to be a major concern for public health officials, economists, and policy makers interested in such matters. In 2006, 3% of all motor vehicles registered in the United States were 2-3 wheelers (motorcycle type vehicles), while riders of these vehicles accounted for 11% of vehicle related deaths. Such a disproportionate number of fatalities associated with motorcycles is certainly grounds for concern. Most studies of motorcycle fatalities attribute deaths to the avoidance of wearing helmets and the lack of helmet laws, speed, and alcohol usage. This study makes use of a rich panel data set for the period 1980 to 2010 by state and the District of Columbia to examine these factors and others. It is the first study to differentiate between the effects of universal and partial helmet laws on motorcycle fatalities. It also accounts for the effects of cell phone use, alcohol consumption, and suicidal propensities on these crashes after adjusting for a whole host of socioeconomic and driving related factors. The analysis is conducted using a new Bayesian technique, which examines the sturdiness of regression coefficients. This new method uses statistics referred to as S-values that addresses both estimation and model ambiguity. Results indicate that the variables we focus on, i.e., cell phones, alcohol consumption, and helmet laws affect motorcycle fatalities. Further, universal helmet laws appear to have a larger effect on such fatalities than partial helmet laws.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"96 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130166717","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.5399/OSU/JTRF.55.3.4400
N. Mittal, D. Mcclung
This paper analyzes different criterion that shippers employ in their port selection process. It uses results from a survey conducted on regional shippers from the chemical and life sciences industries that ship full container and LCL cargo of hazardous and non-hazardous chemicals westbound (from U.S. east coast to Asia). Using an Analytic Hierarchy Process (AHP) framework and participants’ comparative scores, factors affecting a shipper’s port choice are prioritized. Findings suggest that port congestion and delays on the west coast ports in the U.S. and its effect on shippers’ supply chains have changed their priorities; price and port characteristics are no longer their primary decision factors.
{"title":"Shippers’ Changing Priorities in Port Selection Decision – A Survey Analysis Using Analytic Hierarchy Process (AHP)","authors":"N. Mittal, D. Mcclung","doi":"10.5399/OSU/JTRF.55.3.4400","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.3.4400","url":null,"abstract":"This paper analyzes different criterion that shippers employ in their port selection process. It uses results from a survey conducted on regional shippers from the chemical and life sciences industries that ship full container and LCL cargo of hazardous and non-hazardous chemicals westbound (from U.S. east coast to Asia). Using an Analytic Hierarchy Process (AHP) framework and participants’ comparative scores, factors affecting a shipper’s port choice are prioritized. Findings suggest that port congestion and delays on the west coast ports in the U.S. and its effect on shippers’ supply chains have changed their priorities; price and port characteristics are no longer their primary decision factors.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"152 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115702211","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-06-01DOI: 10.5399/OSU/JTRF.55.2.4346
Chen Xu, Liang-Chieh Cheng
Natural gas vehicles (NGV) have attracted more and more attention from policy makers since natural gas is a clean substitute for traditional fossil fuel that is also readily accessible. In some areas such as the state of Texas, vehicles that do not use traditional fossil fuel (e.g., NGVs) are exempt from paying fuel taxes. Government financial incentives have motivated substantial adoption of NGVs. This paper studies NGV adoption behavior in both U.S. and Texas markets to estimate the dynamics of NGV diffusion. This research employs well-known Bass diffusion models applied to NGV adoption, using data from both the U.S. and Texas. Among several interesting results, we find that NGV adoption through an imitation effect appears to be significant for the U.S. NGV market.
{"title":"Adoption of Natural Gas Vehicles – Estimates for the U.S. and the State of Texas","authors":"Chen Xu, Liang-Chieh Cheng","doi":"10.5399/OSU/JTRF.55.2.4346","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.2.4346","url":null,"abstract":"Natural gas vehicles (NGV) have attracted more and more attention from policy makers since natural gas is a clean substitute for traditional fossil fuel that is also readily accessible. In some areas such as the state of Texas, vehicles that do not use traditional fossil fuel (e.g., NGVs) are exempt from paying fuel taxes. Government financial incentives have motivated substantial adoption of NGVs. This paper studies NGV adoption behavior in both U.S. and Texas markets to estimate the dynamics of NGV diffusion. This research employs well-known Bass diffusion models applied to NGV adoption, using data from both the U.S. and Texas. Among several interesting results, we find that NGV adoption through an imitation effect appears to be significant for the U.S. NGV market.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"17 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124716156","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-06-01DOI: 10.5399/OSU/JTRF.55.2.4355
Seong‐Hoon Cho, Daegoon Lee, D. Lambert, R. Roberts
This study evaluated the impact on highway demand of highway disbursements under the American Recovery and Reinvestment Act (ARRA). Vehicle miles traveled were used to estimate a highway demand equation employing a spatial Durbin model for the 48 contiguous U.S. states during 1994-2008. Estimates from the equation were used to test the hypothesis that highway disbursements caused different upward shifts in the highway demand curves of states. We estimated $8.2 billion in total net benefits for the 48 states as a result of the $27.2 billion in ARRA highway disbursements, yielding an average net benefit of $0.30 per dollar spent.
{"title":"Impacts of Highway Infrastructure Investment Under the American Recovery and Reinvestment Act","authors":"Seong‐Hoon Cho, Daegoon Lee, D. Lambert, R. Roberts","doi":"10.5399/OSU/JTRF.55.2.4355","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.55.2.4355","url":null,"abstract":"This study evaluated the impact on highway demand of highway disbursements under the American Recovery and Reinvestment Act (ARRA). Vehicle miles traveled were used to estimate a highway demand equation employing a spatial Durbin model for the 48 contiguous U.S. states during 1994-2008. Estimates from the equation were used to test the hypothesis that highway disbursements caused different upward shifts in the highway demand curves of states. We estimated $8.2 billion in total net benefits for the 48 states as a result of the $27.2 billion in ARRA highway disbursements, yielding an average net benefit of $0.30 per dollar spent.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"38 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116299733","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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