Pub Date : 2014-03-01DOI: 10.5399/OSU/JTRF.53.1.4210
O. Rouhani, Christopher R. Knittel, D. Niemeier
Studies examining the social cost of driving usually ignore the opportunity cost of having roads in place: the associated land rents. Especially for geographic regions where land is valuable, including the rent costs may even lead governments to close some roads. By using the London congestion charging zone case, a more general long-run social cost curve is calculated with the addition of the rents. Based on the optimal road usage concept, this study found that including the rents in the cost/ benefit analysis significantly affects the results and can increase the social cost by up to 200% and decrease the optimal road usage by 40%.
{"title":"Road Supply in Central London: Addition of an Ignored Social Cost","authors":"O. Rouhani, Christopher R. Knittel, D. Niemeier","doi":"10.5399/OSU/JTRF.53.1.4210","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.1.4210","url":null,"abstract":"Studies examining the social cost of driving usually ignore the opportunity cost of having roads in place: the associated land rents. Especially for geographic regions where land is valuable, including the rent costs may even lead governments to close some roads. By using the London congestion charging zone case, a more general long-run social cost curve is calculated with the addition of the rents. Based on the optimal road usage concept, this study found that including the rents in the cost/ benefit analysis significantly affects the results and can increase the social cost by up to 200% and decrease the optimal road usage by 40%.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127207178","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 : 2014-03-01DOI: 10.5399/OSU/JTRF.53.1.4201
Carlos M. Chang, Edith Montes
The problem of multiple necessities and limited funds is common in the transportation field. Funding allocation for a transportation agency often involves prioritizing the allocation of funds across a number of participants who have their own needs and preferences. If a participant believes that the final allocation is unfair, then this perception could result in the generation of envy. In this paper, a genetic optimization technique is applied to a Fair Division Transportation Funding Allocation Model (FDTFAM) to minimize the total envy based on the participant’s own priorities and the budget constraints.
{"title":"An Optimization Approach Applied to Fair Division Transportation Funding Allocation Models","authors":"Carlos M. Chang, Edith Montes","doi":"10.5399/OSU/JTRF.53.1.4201","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.1.4201","url":null,"abstract":"The problem of multiple necessities and limited funds is common in the transportation field. Funding allocation for a transportation agency often involves prioritizing the allocation of funds across a number of participants who have their own needs and preferences. If a participant believes that the final allocation is unfair, then this perception could result in the generation of envy. In this paper, a genetic optimization technique is applied to a Fair Division Transportation Funding Allocation Model (FDTFAM) to minimize the total envy based on the participant’s own priorities and the budget constraints.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"280 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133932421","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 : 2014-03-01DOI: 10.5399/OSU/JTRF.53.1.4216
M. Jeihani, A. Ardeshiri
Travel demand forecasting is a major tool to assist decision makers in transportation planning. While the conventional four-step trip-based approach is the dominant method to perform travel demand analysis, behavioral advances have been made in the past decade. This paper proposes and applies an enhancemnt to the four-step travel demand analysis model called Sub-TAZ. Furthermore, as an initial step toward activity-based models, a TRANSIMS Track-1 approach is implemented utilizing a detailed network developed in Sub-TAZ approach. The conventional four-step, Sub-TAZ, and TRANSIMS models were estimated in a small case study for Fort Meade, Maryland, with zonal trip tables. The models were calibrated and validated for the base year (2005), and the forecasted results for the year (2010) were compared to actual ground counts of traffic volume and speed. The study evaluated the forecasting ability of TRANSIMS versus the conventional and enhanced fourstep models and provided critical observations concerning strategies for the further implementation of TRANSIMS.
{"title":"TRANSIMS Implementation for a Small Network and Comparison with Enhanced Four-Step Model","authors":"M. Jeihani, A. Ardeshiri","doi":"10.5399/OSU/JTRF.53.1.4216","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.1.4216","url":null,"abstract":"Travel demand forecasting is a major tool to assist decision makers in transportation planning. While the conventional four-step trip-based approach is the dominant method to perform travel demand analysis, behavioral advances have been made in the past decade. This paper proposes and applies an enhancemnt to the four-step travel demand analysis model called Sub-TAZ. Furthermore, as an initial step toward activity-based models, a TRANSIMS Track-1 approach is implemented utilizing a detailed network developed in Sub-TAZ approach. The conventional four-step, Sub-TAZ, and TRANSIMS models were estimated in a small case study for Fort Meade, Maryland, with zonal trip tables. The models were calibrated and validated for the base year (2005), and the forecasted results for the year (2010) were compared to actual ground counts of traffic volume and speed. The study evaluated the forecasting ability of TRANSIMS versus the conventional and enhanced fourstep models and provided critical observations concerning strategies for the further implementation of TRANSIMS.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123999150","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 : 2014-03-01DOI: 10.5399/OSU/JTRF.53.1.4207
Kirolos Haleem, A. Gan, Priyanka Alluri, D. Saha
As part of the effort to implement the Strategic Highway Safety Plan (SHSP), state departments of transportation are looking to reach out to local and law enforcement agencies. This paper presents a study by the Florida Department of Transportation (FDOT) to identify the existing safety practices and needs of local transportation agencies and law enforcement offices in Florida. Two comprehensive online surveys targeting local transportation agencies and law enforcement agencies are developed. The survey for local transportation agencies includes 39 questions on topics including standardization of crash analysis methods, training needs, and working with FDOT. For law enforcement agencies, the survey includes 25 questions covering topics on enforcement locations, traffic violations and safety campaigns, use of crash reports, and working with transportation agencies. Results from both surveys and lessons learned are discussed.
{"title":"Identifying Traffic Safety Practices and Needs of Local Transportation and Law Enforcement Agencies","authors":"Kirolos Haleem, A. Gan, Priyanka Alluri, D. Saha","doi":"10.5399/OSU/JTRF.53.1.4207","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.1.4207","url":null,"abstract":"As part of the effort to implement the Strategic Highway Safety Plan (SHSP), state departments of transportation are looking to reach out to local and law enforcement agencies. This paper presents a study by the Florida Department of Transportation (FDOT) to identify the existing safety practices and needs of local transportation agencies and law enforcement offices in Florida. Two comprehensive online surveys targeting local transportation agencies and law enforcement agencies are developed. The survey for local transportation agencies includes 39 questions on topics including standardization of crash analysis methods, training needs, and working with FDOT. For law enforcement agencies, the survey includes 25 questions covering topics on enforcement locations, traffic violations and safety campaigns, use of crash reports, and working with transportation agencies. Results from both surveys and lessons learned are discussed.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128712425","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 : 2014-03-01DOI: 10.5399/OSU/JTRF.53.1.4204
Tingting Tong, T. Yu, R. Roberts
This paper focuses on the dynamic relationships among transport infrastructure, exports and economic growth in the United States using a multivariate time-series analysis. Results suggest that the formation of highways and streets affects economic growth indirectly through enhancing the capital stock of non-transport infrastructure and crowding in private capital. The reverse causality from economic output to highway and street infrastructure is observed. Aggregate capital stock of non-transport infrastructure, excluding national defense, has sustainable positive effects on economic output and exports over a number of years. Empirical evidence also shows that highway and street infrastructure and non-transport infrastructure Granger cause exports.
{"title":"Dynamics of Transport Infrastructure, Exports and Economic Growth in the United States","authors":"Tingting Tong, T. Yu, R. Roberts","doi":"10.5399/OSU/JTRF.53.1.4204","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.1.4204","url":null,"abstract":"This paper focuses on the dynamic relationships among transport infrastructure, exports and economic growth in the United States using a multivariate time-series analysis. Results suggest that the formation of highways and streets affects economic growth indirectly through enhancing the capital stock of non-transport infrastructure and crowding in private capital. The reverse causality from economic output to highway and street infrastructure is observed. Aggregate capital stock of non-transport infrastructure, excluding national defense, has sustainable positive effects on economic output and exports over a number of years. Empirical evidence also shows that highway and street infrastructure and non-transport infrastructure Granger cause exports.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"169 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133676954","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 : 2014-03-01DOI: 10.5399/OSU/JTRF.53.1.4213
M. Babcock, Philip G. Gayle
In recent years there have been few railroad demand studies. Also, no study has investigated the possibility of regional differences in railroad demand. The objective of the paper is to estimate railroad demand functions for wheat, corn, sorghum, and soybeans for the United States as well as the east and west regions. A two-region spatial equilibrium model is employed to specify the empirical model in which railroad tons originated is the dependent variable. The explanatory variables include railroad price per ton, crop production, and barge price per ton. The theoretically expected sign is negative for rail price. Alternatively, the expected sign is positive for crop production and barge rate. Results include estimates of railroad own-price elasticities and cross price elasticities relative to barge transport. The estimates also reveal regional differences in railroad grain demand.
{"title":"Specifying and Estimating a Regional Agricultural Railroad Demand Model","authors":"M. Babcock, Philip G. Gayle","doi":"10.5399/OSU/JTRF.53.1.4213","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.1.4213","url":null,"abstract":"In recent years there have been few railroad demand studies. Also, no study has investigated the possibility of regional differences in railroad demand. The objective of the paper is to estimate railroad demand functions for wheat, corn, sorghum, and soybeans for the United States as well as the east and west regions. A two-region spatial equilibrium model is employed to specify the empirical model in which railroad tons originated is the dependent variable. The explanatory variables include railroad price per ton, crop production, and barge price per ton. The theoretically expected sign is negative for rail price. Alternatively, the expected sign is positive for crop production and barge rate. Results include estimates of railroad own-price elasticities and cross price elasticities relative to barge transport. The estimates also reveal regional differences in railroad grain demand.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"24 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132773536","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 : 2014-03-01DOI: 10.5399/OSU/JTRF.53.1.4198
Ashrafur Rahman, L. Fiondella, N. Lownes
Hazardous materials (hazmat) transportation is of concern to policymakers because of the serious safety, health, and environmental risks associated with the release of hazmat. One effective approach to minimize risks associated with hazmat transport is the prohibition of hazmat transportation on higher risk links that either pose safety hazards or increased exposure by traversing densely populated areas. Because of high risk, there are multiple stakeholders involved in hazmat transportation. While shippers and carriers are directly involved in making routing decisions, regulatory agencies influence this decision by imposing routing restrictions. In this paper, we apply a bi-objective shortest path problem to evaluate routing and regulation plans for hazmat transportation. We characterize the cost objective as the shortest path between an origin and a destination. The risk objective is to minimize the risk of exposure by restricting the link with the highest risk on the best available path from an origin to a destination. We formulate the bi-objective model and apply it to a test network. Solutions consider multiple origin-destination pairs and present a non-dominated frontier to establish routing and regulatory strategies for hazmat transportation.
{"title":"A Bi-Objective Approach to Evaluate Highway Routing and Regulatory Strategies for Hazardous Materials Transportation","authors":"Ashrafur Rahman, L. Fiondella, N. Lownes","doi":"10.5399/OSU/JTRF.53.1.4198","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.53.1.4198","url":null,"abstract":"Hazardous materials (hazmat) transportation is of concern to policymakers because of the serious safety, health, and environmental risks associated with the release of hazmat. One effective approach to minimize risks associated with hazmat transport is the prohibition of hazmat transportation on higher risk links that either pose safety hazards or increased exposure by traversing densely populated areas. Because of high risk, there are multiple stakeholders involved in hazmat transportation. While shippers and carriers are directly involved in making routing decisions, regulatory agencies influence this decision by imposing routing restrictions. In this paper, we apply a bi-objective shortest path problem to evaluate routing and regulation plans for hazmat transportation. We characterize the cost objective as the shortest path between an origin and a destination. The risk objective is to minimize the risk of exposure by restricting the link with the highest risk on the best available path from an origin to a destination. We formulate the bi-objective model and apply it to a test network. Solutions consider multiple origin-destination pairs and present a non-dominated frontier to establish routing and regulatory strategies for hazmat transportation.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"430 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123411733","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 : 2013-09-01DOI: 10.5399/OSU/JTRF.52.3.4186
Andrew R. Laing, J. Nolan
While the trucking industry across North America is now fully de-regulated, truck markets and movements are diverse enough that the level of competition in truck transportation almost certainly varies across space, commodities, and even time. Most studies of market power in transportation do not measure or account for spatial or temporal variation in levels of competition, and in addition, it is not clear to what degree such variation affects shippers. For example, there is anecdotal evidence that trucking of certain commodities in Western Canada is characterized by considerable market power that only manifests at certain times of the year. In this light, we examine both spatial aspects as well as the dynamics of rates in the medium-to-long-haul grain trucking sector in West-Central Alberta and East-Central Saskatchewan on the Canadian prairies. We attempt to characterize market power over both space and time within this regional trucking sector. This is done using a unique and detailed data set of trucking rates charged to shippers (farmers) for grain transportation to a common destination (Lloydminster, AB) from the numerous dispersed farms in the region. To frame the unique spatial aspects of this issue, we begin by using geographic information systems (GIS) software to build freight rate contours for this trucking market through space. A set of suppositions regarding the possible shape of these contours as they relate to transportation market structure is also developed. Subsequently, a subset of the data is used to conduct an econometric estimation of short-run freight rate dynamics. These latter estimates reveal evidence of less than competitive transportation markets through time and space. Ultimately, we find that market power in trucking is not persistent within this market, but we do observe uncompetitive pricing behavior at certain times of the year. Given that trucking is deregulated, the latter finding is somewhat unexpected. We suspect that this set of conditions very likely affects trucking rates across more markets and regions than the one examined here.
{"title":"Measuring Spatial and Temporal Market Structure in a Transportation Sector: For-hire Grain Trucking on the Alberta-Saskatchewan Border in Canada","authors":"Andrew R. Laing, J. Nolan","doi":"10.5399/OSU/JTRF.52.3.4186","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.3.4186","url":null,"abstract":"While the trucking industry across North America is now fully de-regulated, truck markets and movements are diverse enough that the level of competition in truck transportation almost certainly varies across space, commodities, and even time. Most studies of market power in transportation do not measure or account for spatial or temporal variation in levels of competition, and in addition, it is not clear to what degree such variation affects shippers. For example, there is anecdotal evidence that trucking of certain commodities in Western Canada is characterized by considerable market power that only manifests at certain times of the year. In this light, we examine both spatial aspects as well as the dynamics of rates in the medium-to-long-haul grain trucking sector in West-Central Alberta and East-Central Saskatchewan on the Canadian prairies. We attempt to characterize market power over both space and time within this regional trucking sector. This is done using a unique and detailed data set of trucking rates charged to shippers (farmers) for grain transportation to a common destination (Lloydminster, AB) from the numerous dispersed farms in the region. To frame the unique spatial aspects of this issue, we begin by using geographic information systems (GIS) software to build freight rate contours for this trucking market through space. A set of suppositions regarding the possible shape of these contours as they relate to transportation market structure is also developed. Subsequently, a subset of the data is used to conduct an econometric estimation of short-run freight rate dynamics. These latter estimates reveal evidence of less than competitive transportation markets through time and space. Ultimately, we find that market power in trucking is not persistent within this market, but we do observe uncompetitive pricing behavior at certain times of the year. Given that trucking is deregulated, the latter finding is somewhat unexpected. We suspect that this set of conditions very likely affects trucking rates across more markets and regions than the one examined here.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"102 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124678128","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 : 2013-09-01DOI: 10.5399/OSU/JTRF.52.3.4183
S. Yasmin, Sabreena Anowar, R. Tay
School bus safety is a community concern because parents expect their children to be transported to and from school safely. However, relatively few studies have been devoted to examining the factors contributing to school bus crashes. In this study, a logistic regression model is used to delineate the factors that contribute to school bus collisions from collisions involving other types of buses. As expected, we find significant differences in crash factors arising from differences in exposure and operating characteristics. Surprisingly, we also find that school bus drivers are more likely to commit driving violations or errors than non-school bus drivers.
{"title":"Factors Contributing to School Bus Crashes","authors":"S. Yasmin, Sabreena Anowar, R. Tay","doi":"10.5399/OSU/JTRF.52.3.4183","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.3.4183","url":null,"abstract":"School bus safety is a community concern because parents expect their children to be transported to and from school safely. However, relatively few studies have been devoted to examining the factors contributing to school bus crashes. In this study, a logistic regression model is used to delineate the factors that contribute to school bus collisions from collisions involving other types of buses. As expected, we find significant differences in crash factors arising from differences in exposure and operating characteristics. Surprisingly, we also find that school bus drivers are more likely to commit driving violations or errors than non-school bus drivers.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131934986","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 : 2013-09-01DOI: 10.5399/OSU/JTRF.52.3.4177
B. Starr McMullen, Nathan Eckstein
This paper uses econometric techniques to examine the determinants of vehicle miles traveled (VMT) in a panel study using data from a cross section of 87 U.S. urban areas over the period 1982- 2009. We use standard OLS regression as well as two-stage least squares techniques to examine the impact of factors such as urban density, lane-miles, per capita income, real fuel cost, transit mileage, and various industry mix variables on per capita VMT. We use a distributed lag model to estimate long-run elasticities and find that the long-run price elasticity of demand for per capita VMT is approximately five times larger than in the short run. Preliminary empirical results show the per capita demand for VMT in urban areas is positively and significantly impacted by lane miles, personal income, and the percent of employment in the construction and public sectors. Fuel price and transit use and the percent of employment in manufacturing, retail, and wholesale sectors are all found to be statistically significant and negatively related to VMT per capita. After correcting for endogeneity, urban population density exerts a negative, but not always statistically significant, impact on per capita VMT. Finally, per capita VMT is found to differ significantly by geographic region, being higher the more western and the larger the population size of an urban area.
{"title":"Determinants of VMT in Urban Areas:A Panel Study of 87 U.S. Urban Areas 1982-2009","authors":"B. Starr McMullen, Nathan Eckstein","doi":"10.5399/OSU/JTRF.52.3.4177","DOIUrl":"https://doi.org/10.5399/OSU/JTRF.52.3.4177","url":null,"abstract":"This paper uses econometric techniques to examine the determinants of vehicle miles traveled (VMT) in a panel study using data from a cross section of 87 U.S. urban areas over the period 1982- 2009. We use standard OLS regression as well as two-stage least squares techniques to examine the impact of factors such as urban density, lane-miles, per capita income, real fuel cost, transit mileage, and various industry mix variables on per capita VMT. We use a distributed lag model to estimate long-run elasticities and find that the long-run price elasticity of demand for per capita VMT is approximately five times larger than in the short run. Preliminary empirical results show the per capita demand for VMT in urban areas is positively and significantly impacted by lane miles, personal income, and the percent of employment in the construction and public sectors. Fuel price and transit use and the percent of employment in manufacturing, retail, and wholesale sectors are all found to be statistically significant and negatively related to VMT per capita. After correcting for endogeneity, urban population density exerts a negative, but not always statistically significant, impact on per capita VMT. Finally, per capita VMT is found to differ significantly by geographic region, being higher the more western and the larger the population size of an urban area.","PeriodicalId":405535,"journal":{"name":"Journal of the Transportation Research Forum","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121558521","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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