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This webinar discusses research exploring how social identity factors (race and gender) influence drivers’...
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It has been nearly 25 years since non-motorized modes and non-motorized-specific built environment measures were first included in the regional travel demand models of metropolitan planning organizations (MPOs). Such modeling practices have evolved considerably as data collection and analysis methods improve, decisions-makers demand more policy-responsive tools, and walking and cycling grow in popularity. Many models now explicitly consider the unique characteristics of walking travel, separate from travel by bicycle. As MPOs look to enhance their models’ representations of pedestrian travel, the need to understand current and emerging practice is great.
This project presents a comprehensive review of the practice of representing walking in MPO travel models. A review of model documentation determined that – as of mid-2012 – 63% (30) of the 48 largest MPOs included non-motorized travel in their regional models, while 47% (14) of those also distinguished between walk and bicycle modes. The modeling frameworks, model structures, and variables used for pedestrian and non-motorized regional modeling are described and discussed. A survey of MPO staff members revealed barriers to modeling non-motorized travel, including insufficient travel survey records, but also innovations being implemented, including smaller zones and non-motorized network assignment. Finally, best practices in...
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There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate pedestrian demand that are sensitive to environmental and demographic factors at the appropriate scale in order to aid policy-relevant issues like air quality, public health, and smart allocation of infrastructure and other resources. Further, in the travel demand forecasting realm, tools of this kind are difficult to implement due to the use of spatial scales of analysis that are oriented towards motorized modes, vast data requirements, and computer processing limitations.
To address these issues, a two-phase project between Portland State University and Oregon Metro is underway to develop a robust pedestrian planning method for use in regional travel demand models. The first phase, completed in 2013, utilizes a tool that predicts the number of walking trips generated with spatial acuity, based on a new measure of the pedestrian environment and a micro-level unit of analysis. Currently, phase two is building upon this tool to predict the distribution of walking trips, connecting the origins predicted in phase one to destinations. This...
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Wei Feng: Impacts of Economic, Technological and Operational Factors on the Economic Competitiveness of Electric Commercial Vehicles in Fleet Replacement Decisions
Electric commercial vehicles (ECV) have the potential to substantially reduce greenhouse gas emissions, noise, and pollution in urban areas. In addition, ECVs have lower per-mile operating costs and potentially lower maintenance costs. However, the initial purchase cost of ECVs is significantly higher than the purchase cost of a conventional diesel vehicle. From a purely economic perspective, there is a cost tradeoff between the low operating and maintenance costs of ECVs and their high initial capital costs. In this paper, a fleet replacement optimization framework is employed to analyze the competitiveness of ECVs. Scenarios with different fleet utilization, fuel efficiency and sensitivity analysis of ten additional factors indicate that ECVs are more cost effective when conventional diesel vehicles’ fuel efficiency is low (8.2 miles/gallon) and daily utilization is more than 54 miles. Breakeven values of some key economic and technological factors that separate the competitiveness between ECVs and conventional diesel vehicles are calculated in all scenarios. For example, in low conventional diesel vehicle fuel efficiency and low daily utilization scenario, ECVs are more competitive when their purchase prices...
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This project builds on the success of NITC’s first Pooled Fund project that created the first national...
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Abstract: Walking and bicycling are being promoted as transportation options that can increase the livability and sustainability of communities, but the automobile remains the dominant mode of transportation in all United States metropolitan regions. In order to change travel behavior, researchers and practitioners need a greater understanding of the mode choice decision process, especially for walking and bicycling.
This presentation will summarize dissertation research on factors associated with walking and bicycling for routine travel purposes, such as shopping. More than 1,000 retail pharmacy store customers were surveyed in 20 San Francisco Bay Area shopping districts in fall 2009, and 26 follow-up interviews were conducted in spring and summer 2010. Mixed logit models showed that walking was associated with shorter travel distances, higher population densities, more street tree canopy coverage, and greater enjoyment of walking. Bicycling was associated with shorter travel distances, more bicycle facilities, more bicycle parking, and greater enjoyment of bicycling. Respondents were more likely to drive when they perceived a high risk of crime, but automobile use was discouraged by higher employment densities, smaller parking lots,...
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