Obtaining Travel Intensity Profiles from Household Travel Survey Data

1998 ◽  
Vol 1625 (1) ◽  
pp. 95-101 ◽  
Author(s):  
S.M. Roddis ◽  
A.J. Richardson ◽  
C.D. Mcpherson
Keyword(s):  
Road Traffic ◽  
Demographic Data ◽  
Driver Behavior ◽  
Spatiotemporal Variations ◽  
Comprehensive Understanding ◽  
Travel Survey ◽  
Household Travel Survey ◽  
Using Data ◽  
Household Travel ◽  
Household Travel Surveys

Innovative ways to examine the spatiotemporal variations in road traffic, by using data from the Victorian Activity and Travel Survey (VATS), are presented. The approach is shown to offer significant advantages over traditional methods of analysis, such as observational surveys or roadside traffic counts. By linking the complete vehicle travel paths reported in VATS with the detailed demographic data of the respondents, a comprehensive understanding of travel and driver behavior is developed. The general methodology described is shown to be applicable to any travel data obtained from household travel surveys, especially where the origins and destinations of the recorded trips have been geocoded and stored in a geographic information system.

Understanding Trip Misreporting Behavior Using Global Positioning System-Assisted Household Travel Survey

2014 ◽  
pp. 91-103
Author(s):  
Xia Jin ◽  
Hamidreza Asgari ◽  
Md Sakoat Hossan
Keyword(s):  
Global Positioning System ◽  
Econometric Models ◽  
Positioning System ◽  
Indicator Variable ◽  
Travel Information ◽  
Travel Survey ◽  
Household Travel Survey ◽  
Global Positioning ◽  
Household Travel ◽  
Household Travel Surveys

Trip misreporting has been a persistent and well-known problem with household travel surveys. Global Positioning System (GPS)-based prompted-recall method provides the opportunity to capture reliable and accurate travel information from the respondents. By comparing the GPS sample with the diary sample, this chapter investigates the pattern and magnitude of trip misreporting behavior, with a focus on shopping and discretionary tours within 15-minutes trip distance. Econometric models are developed to account for trip misreporting in tour frequency models by introducing a sample-indicator variable. The interaction effects of the sample-indicator variable with various personal and household variables are tested, which reflect the influences of these personal and household attributes on trip misreporting behavior. A number of personal and household characteristics showed significant impacts on misreporting, including driver license status, race, person type, household type, household income, and number of household vehicles.

scholarly journals Inferring proxy response in household travel surveys with unknown completer using a group-based choice model

2019 ◽  
Author(s):  
Takuya Maruyama ◽  
Kenta Hosotani ◽  
Tomoki Kawano
Keyword(s):  
Response Bias ◽  
Choice Model ◽  
Middle Aged ◽  
Social Surveys ◽  
Travel Survey ◽  
Household Travel Survey ◽  
Proposed Model ◽  
Household Travel ◽  
Household Travel Surveys ◽  
Response Biases

Abstract A proxy response is often accepted for household travel surveys to reduce the survey cost and increase the sample size, but proxy-response biases may be introduced into the sample data. To investigate and correct the bias, completer information for the survey is important, but such information is not always available in practice. This study proposes a novel model that can be applicable in situations where completer information is unavailable. The method introduces group-decision modeling in analyzing the response choices of the household travel survey, where the survey response is considered to be a task allocation among household members. The proposed model can infer the probability of proxy response and the proxy-response bias of trip-related records without completer information. The potential of the proposed model was confirmed by application to a household travel survey in Japan. The inferred probability of the proxy response and the inferred bias without completer data demonstrated surprisingly similar results to the existing study with actual proxy-response data. Specifically, the model inferred a high probability of proxy response in young adults and a low proxy probability in middle-aged females, and the model inferred the proxy-response bias that female proxy respondents in the middle-aged group report lower trip rates than self-respondents. This method will be valuable not only in travel surveys, but also in the general research and practice of social surveys.

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.

Does Investing in Rail Transit Benefit the Poor? A Comparative Study of Rail and Bus Travel by Low-Income Households in the California Household Travel Survey

2018 ◽  
Vol 2672 (6) ◽  
pp. 11-20
Author(s):  
Ryland Lu
Keyword(s):  
Low Income ◽  
Household Income ◽  
Bus Rapid Transit ◽  
Rail Transit ◽  
Rapid Transit ◽  
Travel Survey ◽  
Household Travel Survey ◽  
The Poor ◽  
Household Travel ◽  
Low Income Households

This paper addresses academic discourse that critiques urban rail transit projects for their regressive impacts on the poor and proposes bus funding as a more equitable investment for urban transit agencies. The author analyzed data from the 2012 California Household Travel Survey on transit trips in Los Angeles County. The author cross-tabulated data on the modal breakdown of transit trips by household income category and on the breakdown of household income associated with trips by bus and rail transit modes. The author also comparatively evaluated the speed of trips (as a ratio of miles per hour) taken by rail and by bus by low-income households in the county. The author found convincing evidence that, on average, trips low-income households made by rail transit covered a greater distance per hour than trips taken by bus transit, but that trips made on the county’s bus rapid transit services with dedicated rights-of-way had a higher mean speed than those taken by rail. Moreover, the mode and income cross-tabulations indicate that rail transit projects only partially serve low-income households’ travel needs. To the extent that equitable transit planning entails minimizing the disparities in access, both rail and bus rapid transit projects can advance social justice if they are targeted at corridors where they can serve travel demand by low-income, transit dependent households.

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