Matching Items (12)
Filtering by
- Genre: Masters Thesis
Description
Vehicle type choice is a significant determinant of fuel consumption and energy sustainability; larger, heavier vehicles consume more fuel, and expel twice as many pollutants, than their smaller, lighter counterparts. Over the course of the past few decades, vehicle type choice has seen a vast shift, due to many households making more trips in larger vehicles with lower fuel economy. During the 1990s, SUVs were the fastest growing segment of the automotive industry, comprising 7% of the total light vehicle market in 1990, and 25% in 2005. More recently, due to rising oil prices, greater awareness to environmental sensitivity, the desire to reduce dependence on foreign oil, and the availability of new vehicle technologies, many households are considering the use of newer vehicles with better fuel economy, such as hybrids and electric vehicles, over the use of the SUV or low fuel economy vehicles they may already own. The goal of this research is to examine how vehicle miles traveled, fuel consumption and emissions may be reduced through shifts in vehicle type choice behavior. Using the 2009 National Household Travel Survey data it is possible to develop a model to estimate household travel demand and total fuel consumption. If given a vehicle choice shift scenario, using the model it would be possible to calculate the potential fuel consumption savings that would result from such a shift. In this way, it is possible to estimate fuel consumption reductions that would take place under a wide variety of scenarios.
ContributorsChristian, Keith (Author) / Pendyala, Ram M. (Thesis advisor) / Chester, Mikhail (Committee member) / Kaloush, Kamil (Committee member) / Ahn, Soyoung (Committee member) / Arizona State University (Publisher)
Created2013
Description
It has been identified in the literature that there exists a "spatial mismatch" between geographical concentrations of lower-income or minority people who have relatively lower rates of car ownership, lower skills or educational attainment and who mainly rely on public transit for their travel, and low-skilled jobs for which they more easily qualify. Given this situation, various types of transportation projects have been constructed to improve public transit services and, alongside other goals, improve the connection between low-skilled workers and jobs. As indicators of performance, measures of job accessibility are commonly used in to gauge how such improvements have facilitated job access. Following this approach, this study investigates the impact of the Phoenix Metro Light Rail on job accessibility for the transit users, by calculating job accessibility before and after the opening of the system. Moreover, it also investigates the demographic profile of those who have benefited from improvements in job accessibility----both by income and by ethnicity. Job accessibility is measured using the cumulative opportunity approach which quantifies the job accessibility within different travel time limits, such as 30 and 45 minutes. ArcGIS is used for data processing and results visualization. Results show that the Phoenix light rail has improved job accessibility of the traffic analysis zones that are along the light rail line and Hispanic and lower-income groups have benefited more than their counterparts.
ContributorsLiu, Liyuan (Author) / Golub, Aaron (Thesis advisor) / Wentz, Elizabeth (Committee member) / Kuby, Michael (Committee member) / Arizona State University (Publisher)
Created2014
Description
Contrary to many previous travel demand forecasts there is increasing evidence that vehicle travel in developed countries may be peaking. The underlying causes of this peaking are still under much debate and there has been a mobilization of research, largely focused at the national scale, to study the explanatory drivers but research focused at the metropolitan scale, where transportation policy and planning are frequently decided, is relatively thin. Additionally, a majority of this research has focused on changes within the activity system without considering the impact transportation infrastructure has on overall travel demand. Using Los Angeles County California, we investigate Peak Car and whether the saturation of automobile infrastructure, in addition to societal and economic factors, may be a suppressing factor. After peaking in 2002, vehicle travel in Los Angeles County in 2010 was estimated at 78 billion and was 20.3 billion shy of projections made in 2002. The extent to which infrastructure saturation may contribute to Peak Car is evaluated by analyzing social and economic factors that may have impacted personal automobile usage over the last decade. This includes changing fuel prices, fuel economy, population growth, increased utilization of alternate transportation modes, changes in driver demographics , travel time and income levels. Summation of all assessed factors reveals there is at least some portion of the 20 billion VMT that is unexplained in all but the worst case scenario. We hypothesize that the unexplained remaining VMT may be explained by infrastructure supply constraints that result in suppression of travel. This finding has impacts on how we see the role of hard infrastructure systems in urban growth and we explore these impacts in the research.
ContributorsFraser, Andrew (Author) / Chester, Mikhail V (Thesis advisor) / Pendyala, Ram M. (Committee member) / Seager, Thomas P (Committee member) / Arizona State University (Publisher)
Created2014
Description
To guide the timetabling and vehicle assignment of urban bus systems, a group of optimization models were developed for scenarios from simple to complex. The model took the interaction of prospective passengers and bus companies into consideration to achieve the maximum financial benefit as well as social satisfaction. The model was verified by a series of case studies and simulation from which some interesting conclusions were drawn.
ContributorsHuang, Shiyang (Author) / Askin, Ronald G. (Thesis advisor) / Mirchandani, Pitu (Committee member) / McCarville, Daniel R. (Committee member) / Arizona State University (Publisher)
Created2014
Description
It has been identified in the literature that there exists a link between the built environment and non-motorized transport. This study aims to contribute to existing literature on the effects of the built environment on cycling, examining the case of the whole State of California. Physical built environment features are classified into six groups as: 1) local density, 2) diversity of land use, 3) road connectivity, 4) bike route length, 5) green space, 6) job accessibility. Cycling trips in one week for all children, school children, adults and employed-adults are investigated separately. The regression analysis shows that cycling trips is significantly associated with some features of built environment when many socio-demographic factors are taken into account. Street intersections, bike route length tend to increase the use of bicycle. These effects are well-aligned with literature. Moreover, both local and regional job accessibility variables are statistically significant in two adults' models. However, residential density always has a significant negatively effect on cycling trips, which is still need further research to confirm. Also, there is a gap in literature on how green space affects cycling, but the results of this study is still too unclear to make it up. By elasticity analysis, this study concludes that street intersections is the most powerful predictor on cycling trips. From another perspective, the effects of built environment on cycling at workplace (or school) are distinguished from at home. This study implies that a wide range of measures are available for planners to control vehicle travel by improving cycling-level in California.
ContributorsWang, Kailai, M.U.E.P (Author) / Salon, Deborah (Thesis advisor) / Rey, Sergio (Committee member) / Li, Wenwen (Committee member) / Arizona State University (Publisher)
Created2015
Description
Winter storms decrease the safety of roadways as it brings ice and snow to the roads and increases accidents, delays, and travel time. Not only are personal vehicles affected, but public transportation, commercial transportation, and emergency vehicles are affected as well. Portland, Oregon, and Seattle, Washington, both suffer from mild, but sometimes extreme, storms that affect the entire city. Taking a closer look at the number of crashes reported by the City of Portland and the City of Seattle, it is seen that there is an increase in percent of crashes with reported road conditions of snow and ice. Both cities appear to have nearly the same reported crash percentages. Recommendations in combating the issue of increased accidents and the disruption of the city itself include looking into communication between the climate research institution and city planners that could help with planning for better mitigation during storms, a street or gas tax, although an impact study is important to keep in mind to make sure no part of the population is at risk; and engineering revolutions such as Solar Roadways that could benefit all cities.
ContributorsHoots, Danielle (Author) / Crewe, Katherine (Thesis advisor) / Golub, Aaron (Committee member) / Brazel, Anthony (Committee member) / Arizona State University (Publisher)
Created2015
Description
In the U.S., high-speed passenger rail has recently become an active political topic, with multiple corridors currently being considered through federal and state level initiatives. One frequently cited benefit of high-speed rail proposals is that they offer a transition to a more sustainable transportation system with reduced greenhouse gas emissions and fossil energy consumption. This study investigates the feasibility of high-speed rail development as a long-term greenhouse gas emission mitigation strategy while considering major uncertainties in the technological and operational characteristics of intercity travel. First, I develop a general model for evaluating the emissions impact of intercity travel modes. This model incorporates aspects of life-cycle assessment and technological forecasting. The model is then used to compare future scenarios of energy and greenhouse gas emissions associated with the development of high-speed rail and other intercity travel technologies. Three specific rail corridors are evaluated and policy guidelines are developed regarding the emissions impacts of these investments. The results suggest prioritizing high-speed rail investments on short, dense corridors with fewer stops. Likewise, less emphasis should be placed on larger investments that require long construction times due to risks associated with payback of embedded emissions as competing technology improves.
ContributorsBurgess, Edward (Author) / Williams, Eric (Thesis advisor) / Fink, Jonathan (Thesis advisor) / Yaro, Robert (Committee member) / Arizona State University (Publisher)
Created2011
Description
Public-Private Partnerships (P3) in North America have become a trend in the past two decades and are gaining attention in the transportation industry with some large scale projects being delivered by this approach. This is due to the need for alternative funding sources for public projects and for improved efficiency of these projects in order to save time and money. Several research studies have been done, including mature markets in Europe and Australia, on the cost and schedule performance of transportation projects but no similar study has been conducted in North America. This study focuses on cost and schedule performance of twelve P3 transportation projects during their construction phase, costing over $100 million each, consisting of roads and bridges only with no signature tunnels. The P3 approach applied in this study is the Design-Build-Finance-Operate-Maintain (DBFOM) model and the results obtained are compared with similar research studies on North American Design-Build (DB) and Design-Bid-Build (DBB) projects. The schedule performance for P3 projects in this study was found to be -0.23 percent versus estimated as compared to the 4.34 percent for the DBB projects and 11.04 percent for the DB projects in the Shrestha study, indicating P3 projects are completed in less time than other methods. The cost performance in this study was 0.81 percent for the P3 projects while in the Shrestha study the average cost increase for the four DB projects was found to be 1.49 percent while for the DBB projects it was 12.71 percent, again indicating P3 projects reduce cost compared to other delivery approaches. The limited number of projects available for this study does not allow us to draw an explicit conclusion on the performance of P3s in North America but paves the way for future studies to explore more data as it becomes available. However, the results in this study show that P3 projects have good cost and schedule adherence to the contract requirements. This study gives us an initial comparison of P3 performance with the more traditional approach and shows us the empirical benefits and limitations of the P3 approach in the highway construction industry.
ContributorsBansal, Ankita (Author) / Chasey, Allan (Thesis advisor) / Gibson, Edd (Committee member) / Pendyala, Ram (Committee member) / Arizona State University (Publisher)
Created2012
Description
Measuring the success of a transportation project as it is envisioned in the Regional Transportation Plan (RTP) and is detailed in an Environmental Impact Statement (EIS) is not part of any current planning process, for a post construction analysis may have political consequences for the project participants, would incur additional costs, and may be difficult to define in terms of scope. With local, state and federal budgets shrinking, funding sources are demanding that the performance of a project be evaluated and project stakeholders be held accountable. The Transportation Research Board (TRB) developed a framework that allows transportation agencies to customize their reporting so that a project's performance can be measured. In the case of the Red Mountain Freeway, the selected performance measure allows for comparing the population forecasts, the traffic volumes, and the project costs defined in the final EIS to actual population growth, actual average annual daily traffic (ADT), and actual project costs obtained from census data, the City of Mesa, and contractor bids, respectively. The results show that population projections for both Maricopa County and the City of Mesa are within less than half a percent of the actual annual population growth. The traffic analysis proved more difficult due to inconsistencies within the EIS documents, variations in the local arterials used to produce traffic volume, and in the projection time-spans. The comparison for the total increase in traffic volume generated a difference of 11.34 percent and 89.30 percent. An adjusted traffic volume equal to all local arterials and US 60 resulted in a difference of 40 percent between the projected and actual ADT values. As for the project cost comparison, not only were the costs within the individual documents inconsistent, but they were underestimated by as much as 75 percent. Evaluating the goals as described in an EIS document using the performance measure guidelines provided by the TRB may provide the tool that can help promote conflict resolution for political issues that arise, streamline the planning process, and measure the performance of the transportation system, so that lessons learned can be applied to future projects.
ContributorsKizior, Angelika (Author) / Golub, Aaron (Thesis advisor) / Kuby, Michael (Committee member) / Wentz, Elizabeth (Committee member) / Arizona State University (Publisher)
Created2012
Description
In 2004 the Czech Republic, Estonia, Hungary, Latvia, Lithuania, Poland, Slovakia, and Slovenia joined the European Union (EU) as part of the EU's greatest enlargement to date. These countries were followed by Bulgaria and Romania in 2007. One benefit of joining the EU was the freedom for residents in the new EU member states to migrate to western European nations, notably the United Kingdom (UK). A result of this new freedom was an increased need for air travel. The intersection of the expansion of the EU with the introduction of low-cost airline service was the topic addressed in this study. Yearly traffic statistics obtained from the UK Civil Aviation Authority were used to formulate a trend line of passenger volume growth from 1990 to 2003. Through a time series regression analysis, a confidence interval was calculated that established that, beginning with the year 2004, passenger volumes exceeded the probable margin of error, despite flat population growth. Low-cost carriers responded to these market conditions through the introduction of new flights across the region. These carriers modeled themselves after Southwest Airlines, a strategy that appeared to be more effective at meeting the needs of the post-accession travel boom. The result was a dramatic rise in both passenger volumes and low-cost airline routes in an east-west direction across the continent.
ContributorsKurant, Jonathan (Author) / Niemczyk, Mary (Thesis advisor) / Gibbs, Robert (Committee member) / Ulrich, Jon W. (Committee member) / Arizona State University (Publisher)
Created2012