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Sponsor: PTA

Do Compact, Accessible, and Walkable Communities Promote Gender Equality?

Status

Complete

Project Timeline

August 1, 2016 - July 31, 2017

Principal Investigator

Doug Houston

Sponsor, Program & Award Number

PTA: 2017-22
(Also see the UC ITS page)

Areas of Expertise

Travel Behavior, Land Use, & the Built Environment

Team Departmental Affiliation

Urban Planning and Public Policy

Project Summary

Directing growth towards denser communities with mixed-use, accessible, and walkable neighborhood design has become an important strategy for promoting sustainability, but few studies have examined whether compact development strategies could help reduce within-household gender disparities in spatial behavior by increasing accessibility. The research team analyzed the spatial behavior of heterosexual married couples in Southern California based on the 2012 California Household Travel Survey and found that households living in areas with greater regional accessibility and neighborhood walkability have smaller, more centered, and more compact activity spaces overall compared to households in less compact areas, and that married pairs living in more accessible areas have greater equality in the size and centeredness of their activity spaces. Results support the hypothesis that compact development provides married couples greater flexibility in how they divide household out-of-home activities by making destinations more convenient. Future research and planning efforts should carefully consider which aspects of compact, accessible development are most effective for a given local context.

Related Publications

policy brief | Jun 2019

Compact, Accessible, and Walkable Communities Help Support Gender Equality

Read more
research report | Mar 2018

Do Compact, Accessible, and Walkable Communities Promote Gender Equality?

Read more

The Effect of Trucks Dispatch Decisions on Pavement Damage and Other Externalities

Status

Complete

Project Timeline

August 1, 2016 - July 31, 2017

Principal Investigator

Linda Cohen

Project Team

Kevin Roth

Sponsor, Program & Award Number

PTA: 2017-34
(Also see the UC ITS page)

Areas of Expertise

Freight, Logistics, & Supply Chain Transportation Economics, Funding, & Finance

Team Departmental Affiliation

Economics

Project Summary

External costs of freight trucks include air pollution, highway damage, and congestion. While diesel taxes reduce both the pollution and congestion externalities, the research paper shows that they worsen highway damage. The research team investigates the impact of fuel prices on cargo shipments using weight-in-motion data from New York and California. The paper includes sensor readings on over 1.4 billion vehicle events. These data allow us to track daily changes in the weight and number of trucks at specific locations. The researchers explain the average daily weight differential between New York and California as a function of the diesel price differential using unexpected weather as an instrument. The team finds that when fuel prices increase by 10 percent, fuel use by heavy trucks declines by 3.1 percent and average truck weight increases by 3.2 percent. While total truck traffic decreases by around 1 percent, on net there is 19.6 percent more road damage. The dispatch effect changes the welfare comparison of using fuel taxes versus efficiency standards to control carbon emissions. The researchers find that a reduction in per-mile shipping cost from the standard causes freight to be reallocated across more trucks so that schedules are enhanced—that is, the rebound occurs on both a quality and a quantity dimension. In consequence, road damage declines. While there is considerable uncertainty about the cost of external congestion and the safety of trucks, the research team finds that fuel efficiency standards dominate fuel taxes as a policy to reduce carbon emissions for a wide range of parameter estimates.

Related Publications

policy brief | Aug 2020

A Higher Diesel Tax Increases Road Damage

Read more
policy brief | Aug 2020

A Higher Diesel Tax Increases Road Damage

Read more
research report | Jun 2017

The Effect of Trucks Dispatch Decisions on Pavement Damage and Other Externalities

Read more

An Analysis of Travel Characteristics of Carless Households in California

Status

Complete

Project Timeline

August 1, 2016 - July 31, 2017

Principal Investigator

Jean-Daniel Saphores

Project Team

Suman Mitra

Sponsor, Program & Award Number

PTA: 2017-32
(Also see the UC ITS page)

Areas of Expertise

Travel Behavior, Land Use, & the Built Environment

Team Departmental Affiliation

Civil and Environmental Engineering

Project Summary

In spite of their substantial number in the U.S., the research team’s understanding of the travel behavior of households who do not own motor vehicles (labeled “carless” herein) is sketchy. The goal of this paper is to start filling this gap for California. The research team performs parametric and non-parametric tests to analyze trip data from the 2012 California Household Travel Survey (CHTS) after classifying carless households as voluntarily carless, involuntarily carless, or unclassifiable based on a California Household Travel Survey question that inquires why a carless household does not own any motor vehicle. The research finds substantial differences between the different categories of carless households. Compared to their voluntarily carless peers, involuntarily carless households travel less frequently, their trips are longer and they take more time, partly because their environment is not as well adapted to their needs. They also walk/bike less, depend more on transit, and when they travel by motor vehicle, occupancy is typically higher. Their median travel time is longer, but remarkably, it is similar for voluntarily carless and motorized households. Overall, involuntarily carless households are less mobile, which may contribute to a more isolated lifestyle with a lower degree of well-being. Compared to motorized households, carless households rely a lot less on motor vehicles and much more on transit, walking, and biking. They also take less than half as many trips and their median trip distance is less than half as short. This study is a first step toward better understanding the transportation patterns of carless households.

Related Publications

conference paper | Jan 2018

Carless in car heaven: A comparison of German and Californian households
Proceedings of the 97th annual meeting of the transportation research board

Read more
published journal article | Dec 2017

Carless in California: Green choice or misery?
Journal of Transport Geography

Read more
published journal article | Nov 2019

Carless in california: What the carless can tell us about shifting behaviors and improving mobility
Transfers Magazine

Read more
published journal article | Dec 2020

How do they get by without cars? An analysis of travel characteristics of carless households in California
Transportation

Read more
policy brief | May 2020

Travel Varies Greatly Between Voluntary Versus Involuntary Carless Households in California

Read more
research report | May 2018

An Analysis of Travel Characteristics of Carless Households in California

Read more

Network-wide Truck Tracking and Weight Estimation

Status

Complete

Project Timeline

August 1, 2016 - July 31, 2017

Principal Investigator

Stephen Ritchie

Project Team

Kyung (Kate) Hyun

Sponsor, Program & Award Number

PTA: 2017-36
(Also see the UC ITS page)

Areas of Expertise

Freight, Logistics, & Supply Chain Intelligent Transportation Systems, Emerging Technologies, & Big Data

Team Departmental Affiliation

Civil and Environmental Engineering

Project Summary

This study developed a methodology to accurately estimate network-wide truck flows by leveraging existing point detection infrastructure, namely inductive loop detectors. The tracking model identifies individual trucks at detector locations using advanced inductive signatures and matches vehicle pairs at detector locations, using an extended form of the Bayesian classification model to estimate matching and non-matching probabilities of the vehicle pairs Several vehicle feature selection and weighting methods including Self Organizing Map and K-means clustering were applied to better identify individual vehicles from signature data. It was shown that the proposed extensive feature processing enhanced vehicle identification performance even among vehicle pools sharing similar physical configurations. The developed model was tested along an approximately 5.5-mile freeway segment on I-5 and CA-78 in San Diego, California where only 67 percent of the total trucks were observed at both up- and down-stream detector sites. Results showed balanced performances in exactness and completeness of matching with 91 percent of correct outcomes for multi-unit trucks.

Related Publications

research report | Aug 2017

New Methods for Monitoring Spatial Truck Travel Patterns in California Using Exisiting Dectector Infrastructure

Read more

Linking Statewide and Regional Travel Models to Estimate Interregional Travel Impacts in California

Status

In Progress

Project Timeline

October 1, 2016 - June 30, 2024

Principal Investigator

Michael McNally

Sponsor, Program & Award Number

PTA: 2017-23
(Also see the UC ITS page)

Areas of Expertise

Travel Behavior, Land Use, & the Built Environment

Team Departmental Affiliation

Civil and Environmental Engineering

Project Summary

Metropolitan Planning Organizations (MPOs) use regional travel forecasting models to estimate vehicle trips (VT), average speeds, and vehicle miles traveled (VMT), which serve in turn as input to regional emission models. Interregional travel is not usually part of MPO models, but it is explicitly part of statewide models. The California Statewide Travel Demand Model (CSTDM) is an activity-based model that produces statewide origin-destination trip tables for assignment to the statewide network. Consistency tests, however, suggest that there are significant deviations between link counts from the CSTDM and those from regional models, as measured at defined cordon stations. These trip counts are, by definition, interregional travel – travel that is typically generated within a region but with performance impacts in another region or in areas not formally part of a defined region. The proposed project seeks to develop and test methods to synchronize the travel forecasting results of the CSTDM with regional travel forecasting models, with the objective of better estimating interregional travel and greenhouse gas emissions in California. Whether trip-, tour-, or activity-based, CSTDM and all current regional models apply conventional trip assignment as the last step in the modeling process. From the perspective of potential policies to address performance impacts, this study will resolve how regions and the state properly account for the relative proportion of interregional travel and the associated travel impacts. The methodological problem is to synchronize the assigned and validated cordon counts produced by regional models with those generated as part of assignment in the CSTDM. Techniques to modify origin-destination trip tables exist but applications above the local area have been rare. The CSTDM trip tables will be updated to reflect the assigned counts at defined MPO cordon stations. At least two methods will be tested using Caltrans’ Performance Measurement System (PeMS) data with CSTDM trip tables and using MPO cordon estimates with CSTDM trips tables. Each method will be evaluated, with one selected for final application based on its consistency across all model levels and data sources.

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