Pub Date : 2015-03-01DOI: 10.5399/OSU/JTRF.54.1.4279
Shanshan Zhao, A. Khattak, Eric Thompson
This research addressed two questions: “Are roundabouts on rural high-speed roadways safer than two-way stop controlled (TWSC) intersections?” and “What economic benefits can be expected from converting TWSC intersections to roundabouts in terms of safety improvement?” Crash and traffic data on four TWSC intersections that were converted to roundabouts in Kansas were analyzed using the empirical Bayes before-after evaluation method and crash costs were applied to evaluate economic benefits. Analysis showed that fatal, non-fatal, and property-damage-only crashes were reduced by 100%, 76.47%, and 35.49%, respectively. The annual monetary value from this reduction was between $1.0—$1.6 million in 2014 dollars.
{"title":"Safety and Economic Assessment of Converting Two-Way Stop-Controlled Intersections to Roundabouts on High Speed Rural Highways","authors":"Shanshan Zhao, A. Khattak, Eric Thompson","doi":"10.5399/OSU/JTRF.54.1.4279","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.54.1.4279","url":null,"abstract":"This research addressed two questions: “Are roundabouts on rural high-speed roadways safer than two-way stop controlled (TWSC) intersections?” and “What economic benefits can be expected from converting TWSC intersections to roundabouts in terms of safety improvement?” Crash and traffic data on four TWSC intersections that were converted to roundabouts in Kansas were analyzed using the empirical Bayes before-after evaluation method and crash costs were applied to evaluate economic benefits. Analysis showed that fatal, non-fatal, and property-damage-only crashes were reduced by 100%, 76.47%, and 35.49%, respectively. The annual monetary value from this reduction was between $1.0—$1.6 million in 2014 dollars.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"164 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115999636","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 : 2015-03-01DOI: 10.5399/OSU/JTRF.54.1.4276
S. Bassan
The paper reviews several strategies of restricting or separating trucks from the regular traffic stream. Typical truck restriction policies focus on leftmost lanes restriction, which has been shown by several studies to have some advantages. However, those studies clearly show that vehicle queue lengths in the vicinity of critical merging areas increase significantly as the percentage of trucks increases. Therefore, this study examines a different policy—one which investigates traffic efficiency gained by restricting heavy truck traffic in one direction—in this case, westbound on Highway 1 in Israel—during afternoon peak hours. Similar policies of utilizing a specific vehicle category (e.g. passenger cars or trucks) in different daily time periods or physical separation of homogenous traffic of passenger cars in the inner lanes and mixed traffic in the outer lanes, were recommended in Italian motorways and in New Jersey Turnpike dual-dual freeways respectively. Highway 1 is a freeway connecting Jerusalem and Tel Aviv that passes by Ben-Gurion International Airport. The major objective of this study is to estimate the benefit of restricting truck traffic in the traffic stream according to three traffic-flow parameters: average travel time, total travel time, and average traffic speed. Analysis of the results, which consider the significant differences of 30-minute time period samples (“before-after” truck restriction), shows that prohibiting trucks in all lanes in one direction during the peak afternoon period of 16:00-18:00 improved all three traffic flow parameters by 8%-12%. Generally a steep grade from which truck traffic is banned is correlated with an improvement in traffic flow. In our case, Highway 1 road segments 1 and 2 and 4, which have steep grades (longitudinal grades), incorporated the most significant improvements in the traffic stream parameters examined.
{"title":"Review, Experimental Evaluation and Policy Considerations of a Directional Time of Day Truck Restriction on Highways","authors":"S. Bassan","doi":"10.5399/OSU/JTRF.54.1.4276","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.54.1.4276","url":null,"abstract":"The paper reviews several strategies of restricting or separating trucks from the regular traffic stream. Typical truck restriction policies focus on leftmost lanes restriction, which has been shown by several studies to have some advantages. However, those studies clearly show that vehicle queue lengths in the vicinity of critical merging areas increase significantly as the percentage of trucks increases. Therefore, this study examines a different policy—one which investigates traffic efficiency gained by restricting heavy truck traffic in one direction—in this case, westbound on Highway 1 in Israel—during afternoon peak hours. Similar policies of utilizing a specific vehicle category (e.g. passenger cars or trucks) in different daily time periods or physical separation of homogenous traffic of passenger cars in the inner lanes and mixed traffic in the outer lanes, were recommended in Italian motorways and in New Jersey Turnpike dual-dual freeways respectively. Highway 1 is a freeway connecting Jerusalem and Tel Aviv that passes by Ben-Gurion International Airport. The major objective of this study is to estimate the benefit of restricting truck traffic in the traffic stream according to three traffic-flow parameters: average travel time, total travel time, and average traffic speed. Analysis of the results, which consider the significant differences of 30-minute time period samples (“before-after” truck restriction), shows that prohibiting trucks in all lanes in one direction during the peak afternoon period of 16:00-18:00 improved all three traffic flow parameters by 8%-12%. Generally a steep grade from which truck traffic is banned is correlated with an improvement in traffic flow. In our case, Highway 1 road segments 1 and 2 and 4, which have steep grades (longitudinal grades), incorporated the most significant improvements in the traffic stream parameters examined.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"741 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131885389","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 : 2015-03-01DOI: 10.5399/OSU/JTRF.54.3.4315
K. Vachal
A survey of farm operators in the Northern Plains Region was conducted to gather information about on-farm storage and truck markets. The objective of the study is to provide information about farm truck grain marketing patterns in the Northern Plains. There is no other source for this information. It should be complementary to other farm-to-market information and national commodity flow publications. Farmers may use the results for their own investment and productivity assessments. Local and regional planners and policy makers can use the information in calibrating travel demand and freight flow models for investment and asset management choices.
{"title":"Northern Plains Grain Farm Tuck Marketing Patterns","authors":"K. Vachal","doi":"10.5399/OSU/JTRF.54.3.4315","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.54.3.4315","url":null,"abstract":"A survey of farm operators in the Northern Plains Region was conducted to gather information about on-farm storage and truck markets. The objective of the study is to provide information about farm truck grain marketing patterns in the Northern Plains. There is no other source for this information. It should be complementary to other farm-to-market information and national commodity flow publications. Farmers may use the results for their own investment and productivity assessments. Local and regional planners and policy makers can use the information in calibrating travel demand and freight flow models for investment and asset management choices.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"38 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127533375","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 : 2015-03-01DOI: 10.5399/OSU/JTRF.54.1.4261
J. M. Bernard, Donald C. Sweeney
Missouri data from 2002-2011 are used to analyze the major circumstances that increase the risk of fatality in crashes involving teenage drivers, given a motor vehicle crash occurs. The frequencies of contributing circumstances among teenage and older drivers are compared and a multinomial logistic regression model is used to predict the probability of crash severity under different circumstances. For crashes involving teenage drivers, it is found that driving too fast for conditions, speeding, inattention, and driving on the wrong side are the most frequent circumstances cited in fatal crashes, and are major factors that increase the likelihood of a fatality occurring.
{"title":"Contributing Circumstances Impact on Missouri Teenage Driver Crash Fatalities","authors":"J. M. Bernard, Donald C. Sweeney","doi":"10.5399/OSU/JTRF.54.1.4261","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.54.1.4261","url":null,"abstract":"Missouri data from 2002-2011 are used to analyze the major circumstances that increase the risk of fatality in crashes involving teenage drivers, given a motor vehicle crash occurs. The frequencies of contributing circumstances among teenage and older drivers are compared and a multinomial logistic regression model is used to predict the probability of crash severity under different circumstances. For crashes involving teenage drivers, it is found that driving too fast for conditions, speeding, inattention, and driving on the wrong side are the most frequent circumstances cited in fatal crashes, and are major factors that increase the likelihood of a fatality occurring.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125749058","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 : 2015-03-01DOI: 10.5399/OSU/JTRF.54.3.4303
Md. Kamrul Islam, Upali Vandenbona, V. Dixit, Ashish Sharma
This paper develops a model based on the Markov Chain technique to evaluate performance of a public transport route. The model addresses a special situation where a passenger left behind by a bus leaves the system without any further waiting to make an alternative travel arrangement. Such reneging behavior is indicative of an infinite penalty associated with further waiting from a passenger viewpoint. Apart from the theoretical derivations for the various attributes of interest, numerical examples to analyze the system performance (such as expected number of passengers served, expected number of abandoned passengers, and expected amount of unused space on the transit system) are presented. This provides insights for optimum selection of fleet size and size of vehicles
{"title":"A Simplified Method for Performance Evaluation of Public Transit Under Reneging Behavior of Passengers","authors":"Md. Kamrul Islam, Upali Vandenbona, V. Dixit, Ashish Sharma","doi":"10.5399/OSU/JTRF.54.3.4303","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.54.3.4303","url":null,"abstract":"This paper develops a model based on the Markov Chain technique to evaluate performance of a public transport route. The model addresses a special situation where a passenger left behind by a bus leaves the system without any further waiting to make an alternative travel arrangement. Such reneging behavior is indicative of an infinite penalty associated with further waiting from a passenger viewpoint. Apart from the theoretical derivations for the various attributes of interest, numerical examples to analyze the system performance (such as expected number of passengers served, expected number of abandoned passengers, and expected amount of unused space on the transit system) are presented. This provides insights for optimum selection of fleet size and size of vehicles","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130306941","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 : 2015-03-01DOI: 10.5399/OSU/JTRF.54.3.4309
S. Pulugurtha, R. C. Pinnamaneni, V. R. Duddu, R. M. Z. Reza
This paper focuses on capturing section-level (a signalized intersection to the next) travel times on urban street segments using Bluetooth detectors as well as from INRIX data source and comparing it with manual and Global Positioning System (GPS) floating test car methods (test car with a trained technician and GPS unit to capture travel time between selected points) for each travel time run. Results obtained indicate that section-level travel time data captured using Bluetooth detectors on urban street segments are less accurate and not dependable when compared with GPS unit and INRIX. The role of various on-network characteristics on the percentage difference in travel time from GPS unit, INRIX, and Bluetooth detectors was also examined.
{"title":"Comparative Evaluation of Technologies and Data Sources to Capture Travel Time at Section-Level on Urban Streets","authors":"S. Pulugurtha, R. C. Pinnamaneni, V. R. Duddu, R. M. Z. Reza","doi":"10.5399/OSU/JTRF.54.3.4309","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.54.3.4309","url":null,"abstract":"This paper focuses on capturing section-level (a signalized intersection to the next) travel times on urban street segments using Bluetooth detectors as well as from INRIX data source and comparing it with manual and Global Positioning System (GPS) floating test car methods (test car with a trained technician and GPS unit to capture travel time between selected points) for each travel time run. Results obtained indicate that section-level travel time data captured using Bluetooth detectors on urban street segments are less accurate and not dependable when compared with GPS unit and INRIX. The role of various on-network characteristics on the percentage difference in travel time from GPS unit, INRIX, and Bluetooth detectors was also examined.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"89 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132773655","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 : 2014-09-01DOI: 10.5399/OSU/JTRF.53.3.4255
M. Babcock, M. McKamey, Phillip G. Gayle
Wheat shippers in the Central Plains states have no cost effective transportation alternative to railroads. Wheat produced in these areas moves long distances to domestic processing and consumption locations or to ports for export. Wheat shippers in the Great Plains don’t have direct access to barge loading locations and trucks provide no intermodal competition for these movements. Wheat shippers in Montana and North Dakota are highly dependent on rail transport because they are distant from barge loading locations and intra-railroad competition is limited. In North Dakota, the BNSF controls 78% of the Class I rail mileage, and in Montana, the BNSF controls 94%. Montana ships nearly 100% of its wheat by rail. Unlike Montana and North Dakota, the BNSF and UP have roughly equal track mileage in Kansas. The BNSF has 44% of the Class I rail mileage and the UP, 55%. Also, both railroads serve the major Kansas grain storage and market centers. A 2010 USDA study found that in 1988, Montana and North Dakota had the highest rail grain revenue per ton-mile of the 10 major grain producing states. By 2007 this was no longer the case. The overall objective of the paper is to investigate railroad pricing behavior for the shipment of North Dakota, Kansas, and Montana wheat. Specific objectives include (1) develop a model to measure the impacts of railroad costs and competition on rail wheat rates for North Dakota, Kansas, and Montana, (2) identify and measure the major cost determinants of rail wheat prices, and (3) measure intermodal competition by comparing rail wheat rates in captive markets (Montana and North Dakota) to one with more intermodal competition (Kansas). The results indicate that there is little difference in average Montana and Kansas rail wheat rates per ton-mile. However, North Dakota average railroad wheat prices per-ton mile are higher than average Kansas rates per ton-mile.
{"title":"State Variation in Railroad Wheat Rates","authors":"M. Babcock, M. McKamey, Phillip G. Gayle","doi":"10.5399/OSU/JTRF.53.3.4255","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.3.4255","url":null,"abstract":"Wheat shippers in the Central Plains states have no cost effective transportation alternative to railroads. Wheat produced in these areas moves long distances to domestic processing and consumption locations or to ports for export. Wheat shippers in the Great Plains don’t have direct access to barge loading locations and trucks provide no intermodal competition for these movements. Wheat shippers in Montana and North Dakota are highly dependent on rail transport because they are distant from barge loading locations and intra-railroad competition is limited. In North Dakota, the BNSF controls 78% of the Class I rail mileage, and in Montana, the BNSF controls 94%. Montana ships nearly 100% of its wheat by rail. Unlike Montana and North Dakota, the BNSF and UP have roughly equal track mileage in Kansas. The BNSF has 44% of the Class I rail mileage and the UP, 55%. Also, both railroads serve the major Kansas grain storage and market centers. A 2010 USDA study found that in 1988, Montana and North Dakota had the highest rail grain revenue per ton-mile of the 10 major grain producing states. By 2007 this was no longer the case. The overall objective of the paper is to investigate railroad pricing behavior for the shipment of North Dakota, Kansas, and Montana wheat. Specific objectives include (1) develop a model to measure the impacts of railroad costs and competition on rail wheat rates for North Dakota, Kansas, and Montana, (2) identify and measure the major cost determinants of rail wheat prices, and (3) measure intermodal competition by comparing rail wheat rates in captive markets (Montana and North Dakota) to one with more intermodal competition (Kansas). The results indicate that there is little difference in average Montana and Kansas rail wheat rates per ton-mile. However, North Dakota average railroad wheat prices per-ton mile are higher than average Kansas rates per ton-mile.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116849973","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 : 2014-09-01DOI: 10.5399/OSU/JTRF.53.3.4243
R. Tay, L. Kattan, Y. Bai
Police attendance at a motor vehicle crash scene is important for investigating the causes of crashes, reducing secondary crashes, managing traffic, and reducing congestion. However, very little research has been conducted to examine the factors contributing to the likelihood of police attendance. This study hypothesizes that the policies of the police services concerned, convenience and comfort, and expectations of injuries or driver violations will increase the likelihood of police attendance at a crash scene. This conceptual framework is supported by the results from fitting a logistic regression model to crash data from the City of Calgary in Alberta, Canada.
{"title":"Factors Contributing to Police Attendance at Motor Vehicle Crash Scenes","authors":"R. Tay, L. Kattan, Y. Bai","doi":"10.5399/OSU/JTRF.53.3.4243","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.3.4243","url":null,"abstract":"Police attendance at a motor vehicle crash scene is important for investigating the causes of crashes, reducing secondary crashes, managing traffic, and reducing congestion. However, very little research has been conducted to examine the factors contributing to the likelihood of police attendance. This study hypothesizes that the policies of the police services concerned, convenience and comfort, and expectations of injuries or driver violations will increase the likelihood of police attendance at a crash scene. This conceptual framework is supported by the results from fitting a logistic regression model to crash data from the City of Calgary in Alberta, Canada.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"93 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126216041","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 : 2014-09-01DOI: 10.5399/OSU/JTRF.53.3.4246
Jaesung Choi, D. Roberts, EunSu Lee
This study examines whether the decreasing trend in U.S. CO2 emissions from the transportation sector since the end of the 2000s will be shown across all states in the nation for 2012‒2021. A double exponential smoothing model is used to forecast CO2 emissions for the transportation sector in the 50 states and the U.S., and its findings are supported by the validity test of pseudo out-ofsample forecasts. We conclude that the decreasing trend in transportation CO2 emissions in the U.S. will continue in most states in the future.
{"title":"Forecast of CO2 Emissions From the U.S. Transportation Sector: Estimation From a Double Exponential Smoothing Model","authors":"Jaesung Choi, D. Roberts, EunSu Lee","doi":"10.5399/OSU/JTRF.53.3.4246","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.3.4246","url":null,"abstract":"This study examines whether the decreasing trend in U.S. CO2 emissions from the transportation sector since the end of the 2000s will be shown across all states in the nation for 2012‒2021. A double exponential smoothing model is used to forecast CO2 emissions for the transportation sector in the 50 states and the U.S., and its findings are supported by the validity test of pseudo out-ofsample forecasts. We conclude that the decreasing trend in transportation CO2 emissions in the U.S. will continue in most states in the future.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"45 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131214526","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 : 2014-09-01DOI: 10.5399/OSU/JTRF.53.3.4240
Mintesnot G. Woldeamanuel, Andrew Kent
This study uses multivariate regression to isolate determinants of per capita VMT in California from the National Household Travel Survey (NHTS), as well as a Chow Test to identify structural change between the 2001 and 2009 NHTS. Results across the 2001 and 2009 NHTS data sets indicate certain determinant variables have emerged over time and others have changed in strength of impact. Our findings support mixed methods VMT reduction strategies to achieve near- and longterm GHG targets.
{"title":"Determinants of Per Capita Vehicle Miles Traveled (VMT): The Case of California","authors":"Mintesnot G. Woldeamanuel, Andrew Kent","doi":"10.5399/OSU/JTRF.53.3.4240","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.3.4240","url":null,"abstract":"This study uses multivariate regression to isolate determinants of per capita VMT in California from the National Household Travel Survey (NHTS), as well as a Chow Test to identify structural change between the 2001 and 2009 NHTS. Results across the 2001 and 2009 NHTS data sets indicate certain determinant variables have emerged over time and others have changed in strength of impact. Our findings support mixed methods VMT reduction strategies to achieve near- and longterm GHG targets.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"45 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128542770","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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