bluuebunny/crossref_metadata_2025 huggingface dataset:
Developing a Performance-Based Transit Allocation Formula: Case Study for a Participatory Process
Authors: Matherly Deborah
Published: April 2007

The state of Indiana provides operating assistance to transit operators throughout the state. The original formula was designed to reward performance but over time became inflexible to changing situations. The Indiana Department of Transportation (INDOT) initiated a study to “create a rational and equitable mechanism for the distribution of State operating assistance to urban and rural transit providers throughout Indiana.” This objective was accomplished through an extensive process that involved the affected transit systems, including a survey of all systems and five meetings with transit system representatives. Transit system preferences were a major deciding factor in selecting specific performance measures and in consideration of factors of importance to the affected systems. The final recommendation was developed under the direction of INDOT and is under senior government review. The recommendation provides a funding mechanism that is flexible, provides comparisons within peer groups and rewards the transit systems within each group that are best serving their customers and providing cost-effective service to their communities, and provides incentives and a phase-in period to encourage systems to improve. The process of developing the formula and its potential application to other states are described.
Indiana Public Transportation Management System
Authors: Karlaftis Matthew G. , Lynch John P. , Sinha Kumares C. , Fricker Jon D.
Published: April 2007

Providers of public transportation in the 1990s face serious challenges. They must use resources more efficiently than ever. With these challenges in mind, the Indiana Public Transportation Equipment and Facilities Management System (IPTMS) was created as a systematic process for providing information to make informed decisions about transit assets. The main function of the IPTMS is to act as an informational tool to evaluate the state of transit and the condition of transit assets to better plan for investment decisions. The framework and methodologies used in developing the IPTMS are described. This development consists of four parts: development of asset deterioration profiles and condition profile modeling, establishment of threshold performance indicator values, quantitative models that enable full usage of a comprehensive IPTMS prototype simulation model, and guidelines for updating and monitoring the management system. These guidelines will be useful for other agencies, at both the state and individual agency levels, that want to develop a PTMS.
Innovative Techniques for Revenue Capture and Capital Asset Management for Transit
Authors: Porter Bryan K. , Hames Lillian E. , Markham Dennis L.
Published: April 2007

Because of a downturn in the state’s economy, a reduction in public financial support, and the effect of inflation, California’s metropolitan planning organizations (MPOs) and public transit operators have attempted to identify and implement a number of innovative approaches to transit capital funding. With this in mind, interviews were conducted with staff from several MPOs and transit operators. An inventory of revenue capture and capital management techniques was then prepared and evaluated. This evaluation resulted in development of several case studies. One technique used by the Sacramento Regional Transit District has been to increase revenues through the use of fund trading agreements in which different types of funds are mixed and matched to pay for a project. Another approach has been to explore the use of toll road revenues and parking charges to fund transit capital and operating costs. A third method has been to reduce asset replacement and fund capital costs by using different maintenance practices and capital management techniques. It is concluded that each funding method has potential advantages and disadvantages. Although difficult trade-offs must be made, MPOs and transit operators will continue to identify and implement innovative funding techniques to address capital and operating shortfalls.
Systems Planning for Capital Asset Management: Case Study of New Jersey Public Transportation Facilities and Equipment Management System
Authors: Ludwig Ann
Published: April 2007

The Public Transportation Facilities and Equipment Management System (PTMS) is a capital programming tool developed for NJ TRANSIT. It was one of six management systems formerly mandated by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) to manage transportation infrastructure. PTMS organizes pertinent information of physical assets (condition, performance, financial, functional, and descriptive) to assist decision makers; select cost-effective programs and projects; improve efficiency, serviceability, and safety of the infrastructure of NJ TRANSIT; and protect prior federal investments. Implementation of PTMS is now a voluntary program under the ISTEA. However, NJ TRANSIT remains committed to completion of the New Jersey PTMS. A team approach was used (design working group) to identify the specifications for the PTMS. The team participated in all phases of project development and implementation. The system is being tested with the introduction of the fiscal year 1998 capital program cycle. A problem analysis relating to the design and development of the New Jersey PTMS is presented. It is designed to show key issues, accomplishments compared with original objectives, output from the system, and lessons learned.
Identifying New Markets for Rail Transit: Chicago Transit Authority’s Southwest Corridor
Authors: Wargelin Laurie , Stuart Darwin G.
Published: April 2007

The Chicago Transit Authority opened its Orange Line rapid transit service within the southwest corridor of Chicago in 1993. The market research that was conducted in 1995 to identify new markets for the Orange Line is presented. Three areas were investigated: (a) the effectiveness of advertising campaigns associated with the inauguration and ongoing provision of service; (b) a tradeoff analysis of service features determined to be most important to current rail transit travelers and that may attract future Orange Line riders as well; and (c) the trip purpose, mode, and origination–destination points for all trips made on a representative weekday. Several travel submarkets were investigated. Conclusions were drawn about suggested improvements for services and marketing efforts.
Feasibility of Advanced Vehicle Control Systems for Transit Buses
Authors: Larsen Robert
Published: April 2007

In the course of developing automated vehicle-roadway systems, opportunities to deploy vehicle control systems at intermediate stages of development may emerge. Some of these systems may provide a significant efficiency or safety enhancement to existing operations with manually driven vehicles. Under certain circumstances, transit buses provide an ideal test bed for such systems. A feasibility study for the application of advanced vehicle control systems (AVCS) to transit bus operations is described. Past and present research relevant to automatic control for buses is explored, and specific operations that could be better performed by AVCS-assisted or controlled vehicles are recommended. A survey of feasible technologies for guidance and control of buses is also presented for different levels of automation. During the course of the study, interviews were conducted with several transit system managers in the United States to determine the level of AVCS awareness and interest within the transit community. The findings from these interviews are summarized.
Accessible Low-Floor Bus: System Approach in France
Authors: Dejeammes Maryvonne
Published: April 2007

Low-floor bus design makes urban buses more accessible to people with reduced mobility. In France, as a result of the knowledge gained from using low-floor tramways, the use of low-floor buses within urban environments was considered. Requirements of people with reduced mobility for easy access and the necessary operating conditions are described, followed by an examination of the requirements for such a system in France: bus/infrastructure interface (access ramp and docking aid), bus stop design, and wheelchair user safety.
User Preference for Fluorescent Strong Yellow-Green Pedestrian Crossing Signs
Authors: Dutt Navaneet , Hummer Joseph E. , Clark Kenneth L.
Published: April 2007

Strong yellow-green (SYG) is one of the unassigned colors listed in the FHWA’s Manual on Uniform Traffic Control Devices. Fluorescent SYG is promising because it appears to be more conspicuous in low-light conditions than conventional yellow signing materials. FHWA has conducted an extensive evaluation of SYG used for signs that warn drivers of nonmotorized hazards. North Carolina State University conducted one of the largest evaluations of SYG signs. The evaluation consisted of three parts: a traffic conflict study, a laboratory study, and a survey of pedestrians and drivers. The survey assessed driver perceptions of SYG warning signs at midblock pedestrian crossings. The researchers conducted the survey at four locations, which differed in pedestrian activities and saturation of pedestrian crossing signs. The study found that respondents thought that the SYG signs were more conspicuous, induced greater alertness in road users, and had a stronger association with caution. The respondents indicated that the aesthetic impact of the signs on the surroundings was no worse than that of standard yellow signs, and they generally recommended the use of SYG signs even when they were informed that the costs may be higher. The researchers also found that increases in travel frequency through the area in which the SYG signs were installed and increases in driving through that area in poor light conditions increased a respondent’s chances for noticing the SYG signs. Women and drivers between the ages of 36 and 45 generally gave SYG signs higher ratings than did other drivers. The results of this survey are described.
Using All-Way Stop Control for Residential Traffic Management
Authors: Cottrell Benjamin H.
Published: April 2007

All-way or multiway stop signs are perhaps the most controversial form of residential traffic control. Because stop signs are thought of as a panacea for many traffic problems, residents are likely to request all-way stop signs more frequently than any other form of control. The Virginia Department of Transportation receives requests to install all-way stop control (AWSC) on residential streets primarily to slow traffic and to reduce cut-through traffic volumes. The effectiveness of AWSC as a residential traffic management technique is evaluated. A comprehensive review of the literature and a questionnaire survey of selected traffic engineering agencies revealed how AWSC is used in Virginia and elsewhere. Most traffic engineering agencies use AWSC warrants from FHWA’s Manual on Uniform Traffic Control Devices (MUTCD). Some agencies modify the MUTCD warrants or use a rating system because the MUTCD warrants appear to be in appropriate for residential streets with lower traffic volumes. Three case studies using a series of AWSC intersections to reduce cut-through traffic on residential streets were conducted and analyzed. In these studies, AWSC when installed at a series of residential intersections effectively reduced cut-through volumes.
Visual Detection and Recognition of Fluorescent Color Targets Versus Nonfluorescent Color Targets as a Function of Peripheral Viewing Angle and Target Size
Authors: Zwahlen Helmut T. , Schnell Thomas
Published: April 2007

Daytime conspicuity of targets with fluorescent and nonfluorescent backgrounds as a function of the peripheral angle and the target size was investigated in the field. The resulting peripheral detection and recognition data may prove relevant to, for example, a bicyclist or a pedestrian approaching a driver at an intersection from a side street, or to a construction worker approaching a driver in a road construction site. Two groups of nine young, healthy subjects were used. White, blue, green, red, fluorescent red, fluorescent yellow-green, yellow, fluorescent yellow, orange, and fluorescent orange were presented at peripheral angles to the right of the line of sight. The targets were presented at a radial distance of 30 m (100 ft) from the front bumper of the car at the selected peripheral angle. The subjects were seated in a stationary car and the targets were visible for 2 sec. Each subject provided a total of 180 observations. The results of this study indicate that the fluorescent color targets (especially the fluorescent yellow-green) were considerably better-detected peripherally than their nonfluorescent counterparts. Furthermore, for some peripheral angles fluorescent yellow-green was among the top three best-recognized colors. On the basis of the results of this study, it may be concluded tentatively that to maximize daytime conspicuity for peripheral detection and recognition, highly conspicuous fluorescent colors such as fluorescent yellow-green, along with a fairly large target size, should be selected. It appears that however conspicuous a color is alone, if the target is too small for the visual angle subtended, the color will not be well detected or recognized, especially at larger peripheral viewing angles.
Driver Eye-Scanning Behavior as Function of Pavement Marking Configuration
Authors: Zwahlen Helmut T. , Schnell Thomas
Published: April 2007

Spatial driver eye-scanning behavior and driving speeds were collected along four rural two-lane road test sites under low-beam illumination conditions at night. This study was conducted to test the hypothesis that drivers adjust their spatial eye-scanning behavior and their driving speeds in response to pavement marking visibility. Two pavement marking conditions were investigated: (a) low-visibility temporary pavement markings (before condition) consisting of a yellow dashed centerline and no edge lines on a newly paved asphalt surface, and (b) new, fully restored double solid yellow centerlines with white edge lines (after condition). The results suggest that drivers operate with very short preview times and that drivers do not appear to lower their speeds under the low-visibility before condition, as compared with their speeds under the high-visibility after condition. However, drivers systematically and consistently decrease their longitudinal eye fixation distances under the before condition. This study provides further evidence that drivers “overdrive” their low beams at night and that there may be a need for a specific educational effort or, in the case of temporary pavement markings in construction work zones, the use of regulatory lower speed limits and credible enforcement.
System Simulation of Dual-Gate At-Grade Railroad-Highway Crossings: Development and Verification
Authors: Coleman Fred , Moon Young J.
Published: April 2007

A simulation model of a dual-gate railroad-highway grade crossing was developed, validated, and applied to six crossings on the Chicago–St. Louis High Speed Passenger Rail Corridor. Simulation was used to demonstrate the feasibility of modeling the interaction of active safety devices, driver behavior, and vehicular and train traffic, and the dual-gate model served as the basis for development of a four-quadrant gate simulation model. Findings from the dual-gate simulation indicate that aggressive or inattentive drivers in the nonrecovery zone frequently exceed stopping distances and more beyond gate arms, and therefore are likely to proceed at high risk of a collision between their vehicle and a train.
Use of Pavement Markings To Reduce Rear-End Conflicts at Commercial Driveway Locations
Authors: Retting Richard A. , Greene Michael A. , Van Houten Joy
Published: April 2007

Rear-end collisions are a substantial source of injuries and property damage. Some rear-end crashes occur when a moving vehicle slows to execute a turning maneuver and the driver of a trailing vehicle does not react appropriately. To explore the possibility of reducing the likelihood of collisions in these situations, an experiment was conducted by using a pavement marking designed to prompt drivers of through vehicles to watch for turning vehicles in the same lane. These were placed several hundred feet in advance of commercial driveways, at four intersections. Potential conflicts between turning vehicles and through vehicles were measured before and after installation of markings. Conflicts were reduced at three sites, although at one site that had unusual geometry, conflicts increased.
Recent and Future Transport Policy Planning in New Zealand
Authors: McDermott Philip , Toleman Roger , Lee Richard W.
Published: April 2007

The recent history of planning for the transport sector in New Zealand offers interesting comparisons with parallel developments in the United States under the Intermodal Surface Transportation Efficiency Act of 1991. Over the past decade, both nations have undergone a major reconstruction of the legal and political apparatus of transportation planning. In each case, this restructuring reflected two potentially contradictory sets of goals: (a) to rationalize and improve the efficiency of transportation planning, thereby enhancing economic development and (b) to systematically mitigate transport-related externalities and formally recognize environmental and fiscal limits to the expansion of transportation infrastructure. New Zealand is described from a historical and geopolitical perspective and the legislative and political framework of transport is outlined, focusing on key changes in the regulatory regime. New Zealand is shown to have followed policies that strongly favor privatization and market-style means and measures, with central government moving from an operational to a strategic stance. Examples of deregulation and privatization programs are discussed, including ports, safety regulation, and environmental regulation. The future requirements of transport policy planning are speculated on.
Specification and Estimation of Nested Logit Model of Home, Workplaces, and Commuter Mode Choices by Multiple-Worker Households
Authors: Abraham J.E. , Hunt J.D.
Published: April 2007

Household behavior in the selection of home location and the selection of workplace locations and commuting modes for employed members involves trade-offs among the attributes of the available alternatives for the different household members. A modified form of nested logit model representing this behavior has been developed and estimated using disaggregate revealed preference observations collected in Calgary, Alberta, Canada. Three categories of choice—choice of home location for the household, choice of workplace location for each worker in the household, and choice of mode for the trip to work for each worker in the household—are treated as a joint choice made by the household, allowing for differing numbers of workers in different households. A nesting structure that takes into account the greater similarity among mode alternatives is combined with a system for weighting, by age and gender, the contributions of different individual workers’ utilities to the total household utility. This leads to a nested logit model in which each household has its own nesting structure that is based on the age and gender of the household members. The utility function coefficients and weighting function parameters were estimated with full-information maximum likelihood by using purpose-built software. The resulting model extends consideration of household spatial behavior at the disaggregate level beyond the one-worker and sequential-conditional choice paradigms and provides various insights into the nature of this behavior.
Stated-Preference Examination of Location Choice Behavior of Small Retail Firms
Authors: Hunt J.D.
Published: April 2007

A stated-preference experiment was performed in Calgary, Alberta, Canada, to examine the nature of various influences on location decisions by various categories of small independent retail firms. A total of 287 completed observations were obtained. In each observation the respondent shop owner or manager was presented with a set of possible shop locations and asked to indicate the order of preference for those locations. These observations were used to estimate the parameter values for a range of alternative utility functions in logit models representing this choice behavior. The results indicate that all the included attributes have significant effects except for the driving time to the nearest electrical substation, which was included as an irrelevant variable to see if the method would indicate it was irrelevant. The results also indicate that the addition of one more competitor nearby is as onerous as an increase in rent of C$127 per month; a switch from a separate location on a minor road to a separate location on a major road is as desirable as a decrease in rent of C$388 per month; a switch from a separate location on a minor road to a mall is as desirable as a decrease in rent of C$665 per month; and an increase in parking charge of C$1 per hour for customers is as onerous as an increase in rent of almost C$200 per month. Some results are novel and others are broadly consistent with findings in other research, which is seen to add credence to the approach used.
Rethinking Urban Transportation: Lessons from Toronto
Authors: Soberman Richard M.
Published: April 2007

Toronto is widely perceived to have developed efficient solutions to transportation during periods of rapid population growth, attributed largely to significant investment in public transit and effective means of managing growth in an orderly manner. Relative to comparably sized cities elsewhere in North America, the downtown has flourished and urban sprawl appears to have been contained within reasonable limits. Yet, despite a high degree of centralized planning and policies that favor transit over road improvements, on a regionwide basis, both modal split and transit ridership have actually declined, road congestion has reached serious levels in outlying regions, and the central area is losing its dominance as the location of new employment creation. This experience suggests a need to rethink the advisability of continued preoccupation with rail-dominated (subway, light rail transit, and high-technology transit), centrally oriented, capital-intensive transit improvements at the expense of lower-cost (and lower political profile) operational enhancements of surface transit, more effective means of dealing with road congestion, and greater reliance on business principles in the provision of transit service. In particular, there is a need to rethink government policies that favor capital over operational improvements, cost-based subsidy formulae that reward high costs rather than performance, intergovernmental transfers that obfuscate real costs perceived at the local decision-making level, and evaluation procedures that rely on alleged social and environmental advantages wherever reasonable ridership estimates fail to justify the selection of a preconceived preferred technology in assessing the true viability of new projects.
Effects of Location Elements on Home Purchase Prices and Rents in San Francisco Bay Area
Authors: Maria Kockelman Kara
Published: April 2007

Land-market theory emphasizes travel savings as well as access to amenities as the underlying determinants of land prices. A series of hedonic models for implicit estimation of land values, along with explicit estimation of median housing price and monthly contract rent across the San Francisco Bay Area’s census tracts, is investigated. The benefits and valuation of location are assessed by including a variety of travel-based explanatory variables (including average trip characteristics and automobile ownership) as well as measures of local land use patterns—after controlling for various structural characteristics of the dwelling units. In many of the models, lot size is interacted with location attributes to elucidate the direct dependence, if any, of land values on location. The results indicate that changes in accessibility and travel costs affect land and dwelling-unit values in highly statistically and economically significant ways. For example, the coefficient estimates associated with travel-time reductions suggest values of travel-time savings to be roughly $5/hr across all adult-traveler trip types (in 1989 dollars). Furthermore, after controlling for travel costs, a high proximity to industrial land uses and commercial activity depresses land (and dwelling unit) values, often substantially; and simple distance-to-central-business-district variables prove to be effective price predictors. The results also reveal that heteroscedasticity plays an important role in consistent and efficient estimation of model parameters and should thus be accommodated explicitly.
Functional Classification for Multimodal Planning
Authors: Strate Harry E. , Humstone Elizabeth , McMahon Susan , Gibson Lucy , Bender Bruce D.
Published: April 2007

Recent trends in federal laws and regulations have indicated the need to develop tools for multimodal transportation planning to replace “highway-only” techniques. The Vermont Agency of Transportation, as part of its Long Range Transportation Plan, initiated a study to develop Multimodal System Classification (MSC). The MSC approach considers both highway- and nonhighway-based modes of transportation, intermodal connectivity, and transportation and land use relationships. As a basis for this approach, broad-band corridors are defined that include all modes, including pedestrian and bicycle transport. In addition to corridors, urban, town, village, and other growth centers are defined as high-accessibility subareas where transit- and pedestrian-oriented development may be given priority. Five classes have been defined that reflect corridor and subarea needs: Class 1, major multi-modal corridors and transport centers; Class 2, other major routes and facilities; Class 3, minor routes and collectors; Class 4, local ways; and Class 5, town, village, and urban centers. Early consideration of social, environmental, and economic factors is achieved through definition of a series of land use overlays—scenic and aesthetic resources, historical and cultural resources, natural resources, and air- and noise-sensitive areas. As part of the development effort, the MSC concept was applied in two planning regions in Vermont. Not only did the concept of MSC prove useful, but the process was invaluable as a basis for public outreach and consensus building. Regional professional staff found MSC to be useful in development of regional transportation and land use plans.
Relevance Found: Incorporating Outcomes in Transportation Planning
Authors: Mazur George D. , Zabierek Peter M.
Published: April 2007

Six critical trends (competition between government programs; increasing state and local competition for federal money; performance targets and partnerships; irrelevance of traditional needs studies; core component of existing goals and objectives; and fragmentation of interest groups and stakeholders) that suggest explicit measurement of outcomes in transportation planning and management activities are identified and discussed. Outcome measures reflect an agency’s success in meeting its stated goals and objectives; they typically relate the effect of agency activities and programs on people and the environment, as well as customer satisfaction. This broad, qualitative information is not provided by traditional output measures, which reflect the quantity of resources used, activities performed by an organization, and efficiency in converting resources to products. Output measures are very important for many management and planning activities, and can be used for assessing program outcomes. However, outcome measures are the best tool for assessing the effectiveness of transportation programs and funding decisions in meeting the broad goals frequently found in transportation plans. Examples are provided of how both transportation and nontransportation organizations are using outcome measures to directly address the six trends. Strategies used by the public and private sector to transition to outcome measurement are also highlighted.
Telecommuting in Southern California in 1995
Authors: Valk Peter J. , Hellot Regis
Published: April 2007

Research on the telecommuting practices of employers and commuters in Southern California was conducted to better understand how individuals and organizations make decisions about telecommuting practices and policies and the characteristics of workers who telecommute and those who do not. Findings were used to guide marketing activities aimed at promoting telecommuting to employers in Southern California. Responses from the survey of 350 employers and 700 commuters revealed that telecommuting is found at 15 percent of firms with 20 or more employees and that employers allow telecommuting to help employees balance the demands of work and home while increasing productivity. Stimulating greater use of telecommuting requires an awareness of the impediments perceived by individuals and, more important, by organizations that manage how work gets done. For example, concerns for the fit of telecommuting with jobs poses the largest obstacle for greater use of telecommuting, although survey responses indicate that the jobs held by telecommuters are much different than those of employees working in the office. Employers also consider the need to provide equipment to telecommuters as an impediment to having employees work from home although many telecommuters are not provided with equipment by their employers. Research findings provided valuable data to identify employers with potential for telecommuting and focus precious resources and guide the development of materials, training programs, presentations, and sales tools.
Telecommuting Adoption: Conceptual Framework and Model Estimation
Authors: Yen Jin-Ru , Mahmassani Hani S.
Published: April 2007

The substitution of travel by telecommunications has long been advocated as an approach that might alleviate congestion on transportation facilities during peak periods. Among the various applications of telecommunications, telecommuting is considered a promising substitute for work trips, the major determinants of traffic congestion and air pollution during peak hours. Although positive effects from telecommuting have been demonstrated through small-scale pilot projects in the United States, systematic research is still limited, especially on the adoption of telecommuting, which ultimately determines the magnitude of its impact. A framework of the telecommuting adoption process is proposed, and a mathematical model of the employee’s telecommuting adoption process on the basis of a dynamic generalized ordinal probit model is developed. The framework identifies two principal factors in the decision process, employees and employers. Stated preferences for various telecommuting programs are elicited from employees and used to estimate the adoption model. To address correlations among responses from the same individual, a general error structure is also specified in the model. Estimation results confirm that employee adoption is affected by his or her personal, household, and job characteristics; commuting trip attributes; attitudes toward telecommuting; and the program design, defined on the basis of who assumes the additional costs of telecommuting and the corresponding salary changes for the telecommuter.
Estimating Costs and Benefits of Transportation Corridor Alternatives
Authors: Decorla-Souza Patrick , Gardner Brian , Culp Michael , Everett Jerry , Ngo Chimai , Hunt James
Published: April 2007

Although benefit-cost assessment is a useful tool in structuring the decision making process, it has not generally been used to assist in multi-modal decision making in metropolitan areas. Also, although detailed zone-to-zone trip information can be obtained from metropolitan travel-demand models, this information is not currently used by planners in developing detailed information on cross-modal comparisons of costs and benefits. A real-world application of benefit-cost analysis for multi-modal decision making using detailed zone-to-zone trip data output from travel-demand models for the I-15 corridor in Salt Lake City is presented. The analysis was conducted at two levels: corridor and region-wide. The research suggests that, when major investments are to be evaluated, the analyst should be very cautious in performing corridor-level analyses when such a trip-based approach is used, because of significant effects on the evaluation caused by traffic diverted into (or out of) the corridor.
Developing Consistent Travel Demand Model Systems as a Building Block for Cooperative Planning: Case Study of San Francisco Bay Area
Authors: Knepper Valerie R.
Published: April 2007

The San Francisco Bay Area is characterized by a diverse mixture of urban, suburban, and rural development patterns; multiple jurisdictions with local, state, and federal responsibilities; and a multiplicity of transportation system planners, owners, and operators. The Metropolitan Transportation Commission (MTC), the metropolitan planning organization for the region, is responsible for coordinating transportation for the nine-county region and has a sophisticated set of travel-demand models. California established county-level congestion management programs in 1990, including a requirement for travel-demand model consistency with the regional model. Coordination of the multiple travel-demand model systems that proliferated in the region thus became a significant issue. The cooperative planning approach promoted by MTC through the Bay Area Partnership, and the passage of the Intermodal Surface Transportation Efficiency Act, gave additional impetus to integrating transportation information from multiple agencies, including travel-demand model information. The development of an approach to establishing consistency between the travel-demand model systems in the San Francisco Bay Area is described, as are the immediate and subsequent strategies undertaken.
Washington State’s Highway Capital Construction Programming Process
Authors: Neumann Lance A. , Markow Michael J. , Schlatter Eugene W. , Hain Randall A. , Morin Pat
Published: April 2007

The Washington State Department of Transportation (WSDOT) has traditionally been a leader in developing and applying a structured highway capital construction programming process. However, in 1990 it became clear that a new, emerging set of policy issues would confront WSDOT and the transportation commission, and changes to the capital programming process would be needed. Key objectives to be met included ( a) a strong, clear connection between the programming process and the emerging policy concerns; ( b) a strengthened ability to highlight and evaluate key trade-offs in funding projects; and ( c) incorporation of greater flexibility and accountability in recommending projects. A study sponsored by the state’s Legislative Transportation Committee in 1991 reviewed the existing process from both a technical and a policy perspective and recommended changes. A revised capital programming process was recommended to achieve the following: ( a) a more clearly defined capital program structure; ( b) clearer relationship of the programming process to policy goals and objectives; ( c) a more flexible process for allocating resources to competing requirements for funds, as well as greater coordination with other agencies and stakeholders; ( d) application of rational methods in ranking projects by priority, including the use of benefit-cost measures as appropriate; ( e) consideration of the full range of transportation solutions to a problem; and ( f) more complete and timely communication of policy objectives, resulting programs and projects, and performance measures. Enabling legislation was enacted in 1993, and WSDOT and the transportation commission have since implemented this new process.
Calibrating Combined Model of Trip Distribution, Modal Split, and Traffic Assignment
Authors: Boyce David E. , Zhang Yu-Fang
Published: April 2007

A method for calibrating a combined model of travel choices for the Chicago, Illinois, region is described and illustrated. This model and its simultaneous calibration method seek to ensure that travel choices are represented consistently, thereby offering an operational method for implementing and solving the four-step travel forecasting procedure with feedback.
Application of Cross-Nested Logit Model to Mode Choice in Tel Aviv, Israel, Metropolitan Area
Authors: Vovsha Peter
Published: April 2007

Currently, modal split modeling is done mainly by means of disaggregated mode choice models. The almost absolute dominance of multinomial and nested logit models over other mode choice models among applied transportation modelers is attributable to their theoretical soundness, to their simple and understandable analytical structure, and to the calibration procedures that have been developed. Typical urban transport systems, however, are characterized by a variety of modes including private (automobile), public transit (bus, suburban rail, light rail, and subway), and various combinations of these. Analysis reveals that the nested logit model based on the assumption of groupwise similarities among modes is not a suitable modeling tool in such situations. A cross-nested model that is derived from the generalized extreme value class and that can be thought of as a generalization of the nested logit model is proposed. The model takes into account the cross similarities between different pure and combined modes. The cross-nested structure allows for the introduction of the differentiated measurement of pairwise similarities among modes as opposed to the inflexible groupwise similarities permitted by the nested logit model. The proposed model is described, and it is compared with alternative modeling constructs.
Identifying Multiple and Reasonable Paths in Transportation Networks: A Heuristic Approach
Authors: Park Dongjoo , Rilett Laurence R.
Published: April 2007

A fundamental component of many transportation engineering applications is the identification of the route between a given origin and destination. Typically, some type of shortest-path algorithm is used for this task. However, shortest-path algorithms are only applicable when a single criterion, such as minimizing travel time, is used for path selection. When multiple criteria, such as the mean and variance of travel time, are used for path selection, then alternative-path identification methods must be found. The present objective is to develop an algorithm that can identify multiple and reasonable routes in transportation networks so that multiple-criteria decision-making techniques can be used in route selection. First, the definitions of single and multiple routes from a transportation engineering perspective are examined. It is indicated that although the traditional k-shortest-path algorithms can find routes with similar route travel times, the routes may be too similar with respect to the links used and consequently are not appropriate for certain transportation applications. A definition of a reasonable path is developed on the basis of transportation engineering rather than purely mathematical considerations. Two k-reasonable-path algorithms are then illustrated. These algorithms can be used to identify multiple and reasonable routes in transportation networks. Lastly, the two heuristic algorithms were tested on a network from Bryan to College Station, Texas, and the results were compared with the results obtained with a traditional k-shortest-path algorithm. It was found that the reasonable-path algorithms can identify routes that are similar in route travel time but significantly different in terms of the links used.
Windowed Transportation Planning Model
Authors: Levinson David M. , Huang Yuanlin
Published: April 2007

A transportation planning model that integrates regional and local-area forecasting approaches is developed and applied. Although regional models have the scope to model the interaction of demand and congestion, they lack spatial detail. Local-area analysis typically does not consider the feedback between new project loadings and existing levels of traffic. A windowed model, which retains regional trip distribution information and the consistency between travel demand and congestion, permits the use of a complete transportation network and block-level traffic zones while retaining computational feasibility. By combining the two methods a number of important policy issues can be addressed, including the implications of traffic calming, changes in flow due to alternative traffic operation schemes, the influence of microscale zoning changes on nearby intersections, and the impact of travel demand management on traffic congestion.
Updating Existing Travel Simulation Models with Small-Sample Survey Data Using Parameter Scaling Methods
Authors: Thomas Walker W. , Brady Scott H. , Taylor Charles
Published: April 2007

The travel simulation models for many metropolitan areas were originally developed and calibrated with older large-sample travel surveys that can no longer be undertaken given today’s funding constraints. Small-sample travel surveys have been collected as part of model update activities required by the Intermodal Surface Transportation Efficiency Act and the Clean Air Act Amendments. Although providing useful information, these surveys are inadequate for calibrating elaborate simulation models by traditional techniques. Parameter transfer scaling based on small-sample surveys and other secondary source data can be a cost-effective alternative to large-sample surveys when existing models are being updated, particularly when the models tend to be robust and the required changes are relatively small. The use of parameter scaling methods to update the Delaware Valley Planning Commission’s existing travel simulation models is demonstrated. All available sources of data are incorporated into the update process including current survey data, census work trips from the Census Transportation Planning Package (CTPP), transit ridership checks, highway screenline counts, and Highway Performance Monitoring System travel estimates. A synopsis of experience with parameter scaling techniques including the model changes and resulting accuracy is provided. Overall, small-sample-based parameter scaling techniques were judged to be effective. The census CTPP data were evaluated versus the home interview and were found to be useful in the model recalibration effort as a source of small-area employment data by place of work and as a supplement to home interview data for model validation. However, a home interview survey is required as the primary source of travel data for both work and nonwork trips.
Assessment of Intermodal Transfer Penalties Using Stated Preference Data
Authors: Liu Rongfang , Pendyala Ram M. , Polzin Steven
Published: April 2007

Since the passage of the Intermodal Surface Transportation Efficiency Act of 1991 there has been an increasing interest in the planning and design of an intermodal passenger transportation system. It has long been recognized that modal transfer has a certain penalty associated with it. The recent surge in intermodal planning merits an in-depth examination and accurate measurement of the penalties associated with transfers between modes. Current planning procedures usually involve an ad hoc treatment of transfer penalties based on various assumptions of wait time and value of time. To better assess the disutility associated with modal transfers, discrete choice models are used to quantify transfer penalties and their effects on mode choice in different transfer contexts. Revealed and stated preference data from the New York–New Jersey commute corridors are used to estimate logit models of mode choice reflecting the impacts of modal transfers. The model results suggest that the penalty factor associated with transfer time should be higher than that traditionally used in travel demand models and that the value of the transfer penalty varies according to the type of modal transfer.
Estimating Bus Boarding Matrix Using Boarding Counts in Individual Vehicles
Authors: Gur Yehuda J. , Ben-Shabat Elia
Published: April 2007

Automatic passenger counters that perform continuous boarding and alighting counts for transit vehicles have become widely available. They provide valuable information on passenger travel patterns. The BUS-OD model, which uses the boarding counts to refine the information, is described. The BUS-OD model estimates boarding trip tables, giving the number of trips between all station pairs along a bus line. A technique is devised to use the information that is embedded in counts for individual vehicles, combined with other information in the table’s structure. The problem is formulated as a nonlinear optimization problem. The model was tested thoroughly and applied successfully to full-scale problems. It is now ready for use in operational applications. The model and its behavior are described.
Dynamic Origin-Destination Matrix Estimation from Traffic Counts and Automated Vehicle Identification Data
Authors: Van Der Zijpp Nanne J.
Published: April 2007

The problem of estimating time-varying origin-destination matrices from time series of traffic counts is extended to allow for the use of partial vehicle trajectory observations. These may be obtained by using automated vehicle identification (AVI), for example, automated license plate recognition, but they may also originate from floating car data. The central problem definition allows for the use of data from induction loops and AVI equipment at arbitrary (but fixed) locations and allows for the presence of random error in traffic counts and misrecognition at the AVI stations. Although the described methods may be extended to more complex networks, the application addressed involves a single highway corridor in which no route choice alternatives exist. Analysis of the problem leads to an expression for the mutual dependencies between link volume observations and AVI data and the formulation of an estimation problem with inequality constraints. A number of traditional estimation procedures such as discounted constrained least squares (DCLS) and the Kalman filter are described, and a new procedure referred to as Bayesian updating is proposed. The advantage of this new procedure is that it deals with the inequality constraints in an appropriate statistical manner. Experiments with a large number of synthetic data sets indicate in all cases a reduction of the error of estimation due to usage of trajectory counts and, compared with the traditional DCLS and Kalman filtering methods, a superior performance of the Bayesian updating procedure.
Prediction of Network Loads Based on Origin-Destination Synthesis from Observed Link Volumes
Authors: Ding Yizhong , Mirchandani Pitu B. , Nobe Steven A.
Published: April 2007

An iterative approach to predicting network loads is presented. It is based on the assumption that some assignment approach first provides a ball-park estimate of network loads and therefore can be used as a prior estimate in an iterative Bayesian procedure. The procedure then uses as an intermediate step a Bayesian update to synthesize an origin-destination (OD) trip matrix from the measured link loads. It allows for different degrees of belief in the prior estimates of ODs as well as in different aspects of these prior estimates. On the basis of differences between the measured link loads and those based on OD estimates, an iterative procedure is proposed so that the updated synthesized ODs approximately produce the measured loads. Because the eventual objective of the developed model is to predict traffic loads in the case of unexpected traffic congestion or a traffic incident, an application of this approach is presented within this scenario.