4 research outputs found
Recommended from our members
Assessment of the Employment Accessibility Benefits of Shared Autonomous Mobility Services
The goal of this study is to assess and quantify the potential employment accessibility benefits of Shared Autonomous Mobility Service (SAMS) commute modes across a large diverse metropolitan region considering heterogeneity in the working population. To meet this goal, this study employs a welfare-based (i.e. logsum-based) measure of accessibility, obtained via estimating a hierarchical work destination-commute mode choice model. The employment accessibility logsum measure incorporates the spatial distribution of worker residences and employment opportunities, the attributes of the available commute modes, and the characteristics of individual workers. This research further captures heterogeneity of workers using latent class analysis (LCA). The LCA model inputs include the socio-demographic characteristics of workers to subsequently account for different worker clusters valuing different types of employment opportunities differently. The accessibility analysis results indicate: (i) the accessibility benefit differences across latent classes are modest but young workers and low-income workers do see higher benefits than high- and middle-income workers; (ii) there are substantial spatial differences in accessibility benefits with workers living in lower density areas benefiting more than workers living in high-density areas; (iii) nearly all the accessibility benefits come from the SAMS-only mode as opposed to the SAMS+Transit mode; and (iv) the SAMS cost per mile assumption significantly impacts the magnitude of the overall employment accessibility benefits
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An Analysis of Travel Characteristics of Carless Households in California
In spite of their substantial number in the U.S., our 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. We perform 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 CHTS question that inquires why a carless household does not own any motor vehicle. We find substantial differences between our 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
Recommended from our members
An Analysis of Travel Characteristics of Carless Households in California
In spite of their substantial number in the U.S., our 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. We perform 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 CHTS question that inquires why a carless household does not own any motor vehicle. We find substantial differences between our 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
Recommended from our members
Assessment of the Employment Accessibility Benefits of Shared Autonomous Mobility Services
The goal of this study is to assess and quantify the potential employment accessibility benefits of Shared Autonomous Mobility Service (SAMS) commute modes across a large diverse metropolitan region considering heterogeneity in the working population. To meet this goal, this study employs a welfare-based (i.e. logsum-based) measure of accessibility, obtained via estimating a hierarchical work destination-commute mode choice model. The employment accessibility logsum measure incorporates the spatial distribution of worker residences and employment opportunities, the attributes of the available commute modes, and the characteristics of individual workers. This research further captures heterogeneity of workers using latent class analysis (LCA). The LCA model inputs include the socio-demographic characteristics of workers to subsequently account for different worker clusters valuing different types of employment opportunities differently. The accessibility analysis results indicate: (i) the accessibility benefit differences across latent classes are modest but young workers and low-income workers do see higher benefits than high- and middle-income workers; (ii) there are substantial spatial differences in accessibility benefits with workers living in lower density areas benefiting more than workers living in high-density areas; (iii) nearly all the accessibility benefits come from the SAMS-only mode as opposed to the SAMS+Transit mode; and (iv) the SAMS cost per mile assumption significantly impacts the magnitude of the overall employment accessibility benefits