Disaggregate Models Of Vehicle Type Choice In Single And Multiple Vehicle Households
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Disaggregate Models Of Vehicle Type Choice In Single And Multiple Vehicle Households
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Author : Transportation Systems Center
language : en
Publisher:
Release Date : 1979
Disaggregate Models Of Vehicle Type Choice In Single And Multiple Vehicle Households written by Transportation Systems Center and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 1979 with Automobiles categories.
Vehicle Availability Modeling
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Author : Travel Model Improvement Program (U.S.)
language : en
Publisher:
Release Date : 2000
Vehicle Availability Modeling written by Travel Model Improvement Program (U.S.) and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 2000 with Federal aid to transportation categories.
A Disaggregate Model Of Household Car Ownership
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Author : John Bates
language : en
Publisher:
Release Date : 1978
A Disaggregate Model Of Household Car Ownership written by John Bates and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 1978 with Automobile ownership categories.
A Vehicle Usage Forecasting Model Based On Revealed And Stated Vehicle Type Choice And Utilization Data
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Author : Thomas F. Golob
language : en
Publisher:
Release Date : 1995
A Vehicle Usage Forecasting Model Based On Revealed And Stated Vehicle Type Choice And Utilization Data written by Thomas F. Golob and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 1995 with Automobile driving categories.
Modeling Household Vehicle And Transportation Choice And Usage
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Author : Cheng Zhuo
language : en
Publisher:
Release Date : 2016
Modeling Household Vehicle And Transportation Choice And Usage written by Cheng Zhuo and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 2016 with categories.
With respect to VMT: · The initial simplified model of ln(VMT+1), which includes only income and driving mobility limitation as explanatory variables, and was estimated with the NHTS dataset, has an R-squared of 0.1486. · The explanatory power of the initial model improves drastically after incorporating household-related variables into the model specification: when variables related to number of workers, number of drivers, and number of children enter the model, the R-squared value for the this "intermediate" model increases to 0.3204. · Furthermore, accounting for residential neighborhood land use also improves the explanatory power of the log-linear model of VMT. When we include density of the residential census tract as an additional explanatory variable into the "intermediate" model from above, the R-squared value increases to 0.3382. Therefore, the inclusion of a single land use variable improves the R-squared of the model by 5.6%. · Finally, the most complete model, which includes the density variable, and which is segmented based on neighborhood type and city size/presence of rail to allow model coefficients to vary in the six different clusters, has an R-Squared of 0.3429. This thesis makes a useful contribution in improving our understanding of why certain households choose to own fewer vehicles than usual. First, the study highlights the incremental contributions of specific groups of variables toward explaining observed behaviors. Several of these variables, e.g. personal attitudes, are often not controlled for in vehicle ownership and travel behavior studies. Accordingly, several conclusions of interest to planners and policy-makers can be drawn from the analysis of the results from this study: we find that the inclusion of attitudinal variables increases by a modest, but not trivial, amount the model's ability to predict observed choice. In particular, all else equal, pro-environment and pro-transit attitudes are found to contribute to explaining the choice of households who do not own a car, while a pro-driving attitude is found to have a positive effect on the choice of owning more vehicles than expected. Thus, the study highlights the importance of including individual attitudes in future surveys that collect information on household vehicle ownership and travel behavior. Doing so would improve the ability to correctly predict individuals' choices (including heterogeneity in choice processes across individuals), which can better support the evaluation of planning policies. Further, this study confirms the importance of residential location and of the characteristics of land use in affecting vehicle ownership and VMT. Specifically, the estimation results from the models that control for residential neighborhood characteristics highlight not only how VO and VMT vary for households across different regions, from a small town to a large city served by rail transit, but also how the influence of specific variables on VO and VMT differs by land-use type. For instance, the presence of more children in the household contributes to greater VMT, and the beta coefficient for the children variable is roughly the same across all lower-density neighborhoods (LDNs), whether in a small town or large metro area. However, for higher-density neighborhoods (HDNs), households living in smaller towns have greater increases in VMT compared to those living in large cities with rail, when the number of children under 16 increases. The presence of richer public transportation and the greater practicality of active transportation in densely-populated portions of large metropolitan areas may explain this phenomenon. The study provides insights into ways to increase the share of households who have ZVO or less than expected VMT. For example, the results from the study support the principle that policies designed to improve public transit and expand high-density neighborhoods can successfully contribute to reducing vehicle ownership and VMT, although the specific results in terms of reduction of car use also depend on the characteristics of the household. And although bicycling infrastructure was not a basis for the land use segmentation we employed in this study, given that higher-density neighborhoods can shorten trip lengths and thereby make active transportation more competitive with the automobile for short trips, the study suggests that creating a more effective bicycling infrastructure, especially in higher-density neighborhoods, would also be effective in reducing VO and VMT.
Vehicle Ownership And Usage
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Author : Kenneth Train
language : en
Publisher:
Release Date : 1982
Vehicle Ownership And Usage written by Kenneth Train and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 1982 with Automobile ownership categories.
A Theoretical And Simulation Based Examination Of Household Vehicle Choice Through An Adoption Perspective
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Author : Jenny Hsing-I. Liu
language : en
Publisher:
Release Date : 2010
A Theoretical And Simulation Based Examination Of Household Vehicle Choice Through An Adoption Perspective written by Jenny Hsing-I. Liu and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 2010 with categories.
In an era of fluctuating energy costs where we observe increasing concerns for environmental protection, energy sources and energy efficiency, it is of great importance to understand the mechanisms underlying consumer vehicle choices. This dissertation develops a theoretical model of vehicle choice by embedding the disaggregate indirect utility function model of household choice in the aggregate framework of the threshold model of adoption/diffusion. This approach incorporates multiple sources of heterogeneity including household income levels, household structure, comfort/quality levels and attitudes towards environmental awareness. Then, we examine the diffusion of vehicle adoption through dynamic processes such as learning-by-doing (Arrow 1962). In addition, the simulation model based on this theoretical model enables forecasts particularly suited for examining both household level adoption as well as overall diffusion of different vehicle technologies with relatively few calibrated parameters, especially in dynamic economies such as China or India. First, this dissertation starts out with the threshold model of diffusion introduced by David (1969) and Sunding and Zilberman (2001), applying the theoretical foundation commonly used in analyzing modern irrigation technology adoption to household vehicle adoption. Households are assumed to be heterogeneous and utility-maximizing through a discrete vehicle choice and a continuous choices of miles traveled, and they adopt the technology that provides the highest utility given the optimal number of miles chosen for that particular technology. Then, the theoretical model is extended to include both parameters of vehicle comfort/quality and environmental awareness in the choice process. Another extension of the theoretical model includes household heterogeneity through the inclusion of household structures where each household structure may have their own preference set for vehicle comfort/quality. On the aggregate level, the aggregate flow demand of vehicles at time t is derived and determined to be a combination of these effects: the population growth rate (Population Effect), the shift of income distribution within the population (Income Distribution Effect) and the movement of the critical income levels for each type of vehicle (affected by characteristics of each vehicle technology as well as preferences of households including the Variable Cost Effect and Fixed Cost Effect). Next, we develop a computer simulation model with the theoretical household vehicle choice threshold model as foundation. Utilizing a CES utility functional form as the starting point, we calibrate the simulation model using data from various sources, including data of income distribution, vehicle attributes and pricing, vehicle sales data in the U.S. and environmental awareness factors. The final calibrated specification yields an R^2 equal to 0.9595, indicating the simulated results explains approximately 95.95% of the variance in historical vehicle sales data. Using this simulation model, we forecast the influence of various factors on vehicle adoption patterns and optimal miles traveled by households. We find that changes in the fixed cost of vehicles (influenced through government policies regarding rebates or through learning-by-doing) and shifts in income distribution (including both income distribution shifts and shape changes) present particularly dominant effects on vehicle adoption compared to changes in energy price, environmental awareness or vehicle comfort/quality. The main conclusion here is that as parameters are changing, households are not only changing what type of vehicle they prefer to purchase, they also adjust how much they would like to travel. The theoretical model and the simulation model culminate in Chapter 5 where three very different case studies illustrating potential scenarios in emerging markets, ageing economies and public transportation are presented. Case Study I presents the scenarios of rapidly growing economies with rapidly changing population dynamics such as China or India. The results from this case study illustrate the potential trend towards the adoption of bigger, better (more comfortable) and newer vehicles which are less fuel-efficient and more polluting as the economy experiences high income growth and increases in inequality. The extended scenarios presented in Case Study I incorporates the increasing trend of transportation infrastructure construction. Two effects are hypothesized in this extension: increasing comfort levels due to better roadways and networks of roadways, and decreasing comfort levels due to increasing congestion or pollution caused by the increasing stock of vehicles and miles traveled. The other extension in this portion proposes increasing environmental awareness in a developing economy as it is growing, possibly due to the Environmental Kuznets Curve. Both increasing overall comfort levels and increasing environmental awareness lead to the high rates of adoption of energy-efficient vehicles such as the new hybrid vehicle or the new compact vehicle. Case Study II of Chapter 5 examines the ageing economies of Japan and Europe. The population dynamics are also shifting in these regions, although at a slower rate, towards a larger percentage of childless households and senior households. The substitution towards energy-efficient vehicles is driven by a combination of increased environmental concern, increasing energy prices, decreasing cost of new hybrid vehicle technology as well as increasing income levels. The effects caused by the larger percentage of childless households and senior households depend on the magnitude of each as well as on the income distribution shape within each household structure. Case Study III takes the simulation model one step further by introducing public transportation as an alternative travel mode. Public transportation is unique because it entails zero private fixed cost but with the tradeoff of higher variable cost per mile traveled compared to driving a private vehicle. In addition, public transportation provides lower levels of comfort/quality/convenience as well as higher utility from environmental awareness. Unsurprisingly, we find that public transportation ridership benefits from high energy price increases and low public transit fares. We also observe that increasing public transit fares not only decreases the overall number of households who ride public transit, but also induces them to ride less. This case study is extended to incorporate the income distribution shifts in economies such as China. We find that public transportation usage declines and new SUV adoption rapidly increases as the population experiences income increases, demonstrating the dominant effect of the income distribution shift on the adoption of vehicle technologies.
Automotive Fuel Economy Contractors Coordination Meeting Summary Report
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Author :
language : en
Publisher:
Release Date : 1978
Automotive Fuel Economy Contractors Coordination Meeting Summary Report written by and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 1978 with Automobiles categories.
Automotive Fuel Economy Contractors Coordination Meeting December 11 13 1978
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Author : United States. Office of Passenger Vehicle Research. Technology Assessment Division
language : en
Publisher:
Release Date : 1979
Automotive Fuel Economy Contractors Coordination Meeting December 11 13 1978 written by United States. Office of Passenger Vehicle Research. Technology Assessment Division and has been published by this book supported file pdf, txt, epub, kindle and other format this book has been release on 1979 with Automobiles categories.
Dimensions Of Automobile Demand
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Author : David A. Hensher
language : en
Publisher: Elsevier
Release Date : 2013-10-22
Dimensions Of Automobile Demand written by David A. Hensher and has been published by Elsevier this book supported file pdf, txt, epub, kindle and other format this book has been release on 2013-10-22 with Business & Economics categories.
This unique book is the first attempt to fully integrate automobile ownership (by fleet size and vehicle type) and vehicle use in an intertemporal setting which recognises the durable nature of automobiles using extensive longitudinal panel data on each household (over 5 years). The book presents: the theoretical and econometric development of a joint discrete-continuous choice longitudinal model system of household and automobile ownership and use, bringing together 9 years of research;the application of the model system for the period 1981-1985 in Australia;the forecasting of the model system up to 2020; particular emphasis on the development and application of a longitudinal data base which is unique to the topic - to capture the dynamic (intertemporal) impacts of technological change, life-style change, fuel prices etc. The book not only extends the reader's knowledge of the dimensions of automobile demand but it also adds important new ideas on handling dynamics of choice, as well as new empirical evidence on elasticities of demand for vehicles and vehicle kilometres. Energy and transport planning specialists will find the book essential reading.