scholarly journals An Interactive Tool to Compare and Communicate Traffic Safety Risks: TrafficSTATS

2010 ◽  
Author(s):  
Paul S. Fischbeck ◽  
Barbara Gengler ◽  
David Gerard ◽  
Randy S. Weinberg
Keyword(s):  
Traffic Safety ◽  
Travel Behavior ◽  
Web Based ◽  
Household Travel Survey ◽  
Safety Risks ◽  
Database Technology ◽  
Query Tool ◽  
Government Data ◽  
Household Travel ◽  
National Household Travel Survey

TrafficSTATS (www.traffic-stats.us) is a publicly-available, interactive, web-based query tool that provides estimates of passenger vehicle and other traffic safety risks. Using "cube" database technology, TrafficSTATS houses publicly-available government data on traffic fatalities from the Fatality Analysis Reporting System (FARS) and personal travel behavior from the National Household Travel Survey (NHTS) and calculates risk statistics in real time for user-specified queries. We describe the motivation for developing the tool, explain the technology developed to store the data and facilitate the queries, and provide a series of examples of the types of comparisons that can be made quickly and efficiently.

scholarly journals The Role of Destination’s Built Environment on Nonmotorized Travel Behavior: A Case of Long Beach, California

2017 ◽  
Vol 38 (2) ◽  
pp. 152-166 ◽  
Author(s):  
Dohyung Kim ◽  
Jiyoung Park ◽  
Andy Hong
Keyword(s):  
Built Environment ◽  
Travel Behavior ◽  
Mode Choice ◽  
Long Beach ◽  
Environment Factors ◽  
Household Travel Survey ◽  
Future Policy ◽  
Household Travel ◽  
National Household Travel Survey

This study examines how built environment factors at trip destinations influence nonmotorized travel behavior in the City of Long Beach, California. Using 2008–2009 National Household Travel Survey with California Add-Ons, we found that nonmotorized users tend to choose more clustered destinations than motorized users, and that density, diversity, and design at destinations significantly affect mode choice decisions. Transportation networks and nonmotorized facilities at trip destinations are especially important factors for nonmotorized mode choice. Future policy and research need to consider built environment factors at trip destinations to effectively accommodate nonmotorized travel within a city.

scholarly journals The Effects of Driver Licensing Laws on Immigrant Travel

2019 ◽  
Author(s):  
Jesus Barajas
Keyword(s):  
Traffic Safety ◽  
Difference In Difference ◽  
Travel Survey ◽  
Car Use ◽  
Transit Service ◽  
Household Travel Survey ◽  
Household Travel ◽  
National Household Travel Survey ◽  
Driver Licensing ◽  
Licensing Laws

Car use is critical to improving access to opportunities, especially for low-wage immigrants whose jobs are dispersed and when transit service is minimal. But many states have restricted the ability of undocumented immigrants to obtain drivers licenses, making it potentially difficult for them to improve their economic standing. The effects of these laws have been tested for their association with traffic safety but not on mode choice itself. Using the two most recent versions of the National Household Travel Survey, I fit a series of difference-in-difference models to estimate the effect of permissive immigrant driver licensing on travel outcomes. Permissive licensing increased the rate of giving rides by about 13% and increased the rate of getting a ride by about 6.5%, but changes to driving alone were insignificant. Results suggest permissive licensing has beneficial accessibility impacts for all immigrants in addition to the positive safety and economic externalities documented elsewhere.

Accessibility and Intraurban Travel

1987 ◽  
Vol 19 (6) ◽  
pp. 735-748 ◽  
Author(s):  
S Hanson ◽  
M Schwab
Keyword(s):  
Travel Behavior ◽  
Activity Spaces ◽  
Household Travel Survey ◽  
Trip Frequency ◽  
Potential Activity ◽  
Using Data ◽  
Household Travel ◽  
Automobile Use ◽  
The Relationship ◽  
Travel Distances

This paper contains an examination of the fundamental assumption underlying the use of accessibility indicators: that an individual's travel behavior is related to his or her location vis-à-vis the distribution of potential activity sites. First, the conceptual and measurement issues surrounding accessibility and its relationship to travel are reviewed; then, an access measure for individuals is formulated. Using data from the Uppsala (Sweden) Household Travel Survey and controlling for sex, automobile availability, and employment status, the authors explore the relationship between both home- and work-based accessibility and five aspects of an individual's travel: mode use, trip frequencies and travel distances for discretionary purposes, trip complexity, travel in conjunction with the journey to work, and size of the activity space. From the results it can be seen that although all of these travel characteristics are related to accessibility to some degree, the travel–accessibility relationship is not as strong as deductive formulations have implied. High accessibility levels are associated with higher proportions of travel by nonmotorized means, lower levels of automobile use, reduced travel distances for certain discretionary trip purposes, and smaller individual activity spaces. Furthermore, the density of activity sites around the workplace affects the distances travelled by employed people for discretionary purposes. Overall, accessibility level has a greater impact on mode use and travel distance than it does on discretionary trip frequency. This result was unexpected in light of the strong trip frequency–accessibility relationship posited frequently in the literature.

Investigation of Safety-in-Numbers for Pedestrians and Bicyclists at a Macroscopic Level with Various Exposure Variables

2020 ◽  
Vol 2674 (12) ◽  
pp. 568-580
Author(s):  
Jaeyoung Lee ◽  
Mohamed Abdel-Aty ◽  
Qing Cai
Keyword(s):  
Travel Behavior ◽  
Large Scale ◽  
Road User ◽  
Metropolitan Statistical Area ◽  
Macroscopic Level ◽  
Road Users ◽  
Vulnerable Road User ◽  
Safety In Numbers ◽  
Household Travel ◽  
National Household Travel Survey

Safety-in-numbers is a phenomenon whereby the crash risks of road users decrease when their numbers increase. Although several previous studies have confirmed safety-in-numbers at a microscopic level (e.g., intersection), few studies have investigated safety-in-numbers at a macroscopic level (or zonal level). In this study, safety-in-numbers is investigated at a larger scale unit, the metropolitan statistical area (MSA), which is usually composed of multiple counties in the U.S.A. Various pedestrian and bicyclist exposure data were obtained from the U.S. National Household Travel Survey (i.e., trips, miles, and hours). A series of Bayesian Poisson lognormal models confirm safety-in-numbers with the different exposure variables at a large-scale geographic level (i.e., MSA). The findings imply that regional travel behavior and cultures of respect for vulnerable road users play a key role in determining the level of pedestrian and bicyclist safety. In addition, the results reveal other factors important to vulnerable road user involved crashes, including but not limited to the climate, demographic, socioeconomic, and travel characteristics of the study regions.

scholarly journals Trends in Taxi Use and the Advent of Ridehailing, 1995–2017: Evidence from the US National Household Travel Survey

Urban Science ◽  
2018 ◽  
Vol 2 (3) ◽  
pp. 79 ◽  
Author(s):  
Matthew Conway ◽  
Deborah Salon ◽  
David King
Keyword(s):  
Negative Relationship ◽  
The United States ◽  
Vehicle Ownership ◽  
Large Cities ◽  
Travel Survey ◽  
Household Travel Survey ◽  
Starting Point ◽  
Household Travel ◽  
National Household Travel Survey ◽  
Vehicle Market

The advent of ridehailing services such as Uber and Lyft has expanded for-hire vehicle travel. We use data from the 2017 National Household Travel Survey (NHTS) to investigate the extent of this expansion in the United States. We report changes in the for-hire vehicle market since ridehailing services became available and statistically estimate the determinants of ridehailing use. From 2009–2017, the for-hire vehicle market share doubled. While for-hire vehicles still only account for 0.5% of all trips, the percent of all Americans who use ridehailing in any given month is nearly 10%. Within the for-hire vehicle market, this trend of growth has not been uniformly distributed across demographic groups or geographies; it has been greater in mid-sized and large cities, and among younger individuals and wealthier households. This suggests that understanding the equity implications of ridehailing is an important avenue for research. Multivariate analysis provides evidence that both transit and nonmotorized transport use are correlated with ridehailing use, that ridehailing has a negative relationship with vehicle ownership, and that residents of denser areas have higher ridehailing use. Given the rapid growth of ridehailing, it has become important for cities to include for-hire vehicles in their planning going forward. These NHTS data provide a starting point, but more detailed and frequent data collection is needed to fully understand this many-faceted, rapidly-changing market.

Use of a Smartphone GPS Application for Recurrent Travel Behavior Data Collection

2019 ◽  
Vol 2673 (7) ◽  
pp. 89-98 ◽  
Author(s):  
Joann Lynch ◽  
Jeffrey Dumont ◽  
Elizabeth Greene ◽  
Jonathan Ehrlich
Keyword(s):  
Travel Behavior ◽  
Large Scale ◽  
Survey Design ◽  
Demographic Data ◽  
Smartphone Application ◽  
Completion Rate ◽  
Computer Assisted ◽  
Household Travel Survey ◽  
Continuous Survey ◽  
Household Travel

Smartphone-based household travel survey (HTS) studies to date have typically followed the two-part survey process that has historically been used for paper, computer-assisted telephone interviewing, and online HTS. In this two-part survey process, households provide demographic data in a recruit survey (part one) and record trips in a travel diary (part two) often at a later date. The Metropolitan Council, the planning organization serving the Twin Cities metropolitan area in Minnesota, has conducted a pilot study for their cyclical HTS, the Travel Behavior Inventory (TBI), that is one of the first large-scale fields of an all-in-one smartphone HTS design. For the 2018 TBI pilot, the traditional two-part survey was merged into a continuous survey experience within a smartphone app. The TBI pilot used a split sample to test this all-in-one design against a traditional two-part smartphone survey design. For the all-in-one design, households were invited to sign in directly to the smartphone application instead of first recruiting online or by phone. The pilot results provide a direct comparison of the two-part and all-in-one designs at the household-, person-, and trip-levels. The results showed a lower overall recruit and completion rate for the all-in-one design but showed clear promise for increasing representation of younger and lower-income populations—traditionally hard-to-reach groups who completed at a higher rate with all-in-one. The authors discuss several factors which may have contributed to the lower overall completion rate and describe planned updates for future waves of the TBI aimed at improving overall response while maintaining the developments that have improved representation from hard-to-reach groups.

scholarly journals Ownership and Usage Analysis of Alternative Fuel Vehicles in the United States with the 2017 National Household Travel Survey Data

2019 ◽  
Vol 11 (8) ◽  
pp. 2262 ◽  
Author(s):  
Xuefang Li ◽  
Chenhui Liu ◽  
Jianmin Jia
Keyword(s):  
United States ◽  
Electric Vehicles ◽  
Hybrid Electric Vehicles ◽  
Alternative Fuel ◽  
The United States ◽  
Alternative Fuel Vehicles ◽  
Household Travel Survey ◽  
Household Travel ◽  
National Household Travel Survey ◽  
Daily Trip

By using the 2017 National Household Travel Survey (NHTS) data, this study explores the status quo of ownership and usage of conventional vehicles (CVs) and alternative fuel vehicles (AFVs), i.e., Hybrid Electric Vehicles (HEVs), Plug-in Hybrid Electric Vehicles (PHEVs) and Battery Electric Vehicles (BEVs), in the United States. The young ages of HEVs (6.0 years), PHEVs (3.2 years) and BEVs (3.1 years) demonstrate the significance of the 2017 NHTS data. The results show that after two decades of development, AFVs only occupy about 5% of annual vehicle sales, and their share does not show big increases in recent years. Meanwhile, although HEVs still dominate the AFV market, the share of PHEVs & BEVs has risen to nearly 50% in 2017. In terms of ownership, income still seems to be a major factor influencing AFV adoption, with the median annual household incomes of CVs, HEVs, PHEVs and BEVs being $75,000, $100,000, $150,000 and $200,000, respectively. Besides, AFV households are more likely to live in urban areas, especially large metropolitan areas. Additionally, for AFVs, the proportions of old drivers are much smaller than CVs, indicating this age group might still have concerns regarding adopting AFVs. In terms of travel patterns, the mean and 85th percentile daily trip distances of PHEVs and HEVs are significantly larger than CVs, followed by BEVs. BEVs might still be able to replace CVs for meeting most travel demands after a single charge, considering most observed daily trip distances are fewer than 93.5 km for CVs. However, the observed max daily trip distances of AFVs are still much smaller than CVs, implying increasing the endurance to meet extremely long-distance travel demands is pivotal for encouraging consumers to adopt AFVs instead of CVs in the future.

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