<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?tc=NN%3AKhjm" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. National Academy of Sciences. All rights reserved.</copyright><docs>http://blogs.law.harvard.edu/tech/rss</docs><managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor><webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster><image><title>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Factors Associated with Proportions and Miles of Bicycle Rides for Transportation and Recreation in Six Small US Cities</title><link>http://pubsindex.trb.org/view/881649</link><description><![CDATA[The level of utilitarian bicycling is low in the United States compared to some European countries with similar living standards and auto ownership. Differences in the physical and social environments in these countries may explain this phenomenon. Previous research has established a potential association between environmental factors and transportation-oriented bicycling. However, empirical knowledge about the influence of physical-environment and social-environment factors on bicycle rides for transportation and recreation is limited. This study uses data from an online survey conducted in 2006 in six small cities in the western United States. For the subsample of respondents who bicycled within the last year, a binary logit model reveals variables related to the proportion of bicycling for transportation compared with that for recreation.  Factors associated with miles of bicycling for transportation and recreational purposes are identified using linear regressions. The results show residential preference for bicycling has positive influences on both the proportion and miles of transportation bicycling. Physical-environment factors influence transportation bicycling as well as recreational bicycling. Longer distances to destinations are negatively associated with the proportion and miles of bicycle rides for transportation but contribute to miles of recreational bicycling. Transit access correlates positively with the proportion of bicycling for transportation. Perceived bicycling safety is associated with bicycling miles for both purposes. Social-environment factors influence proportions and miles of bicycling for both purposes, after accounting for individual factors and physical-environment factors.]]></description><pubDate>Mon, 30 Mar 2009 10:01:37 GMT</pubDate><guid>http://pubsindex.trb.org/view/881649</guid></item><item><title>SOME ISSUES IN BENEFIT-COST ANALYSIS FOR AIRPORT DEVELOPMENT</title><link>http://pubsindex.trb.org/view/574916</link><description><![CDATA[A number of recent Executive Office mandates have outlined the need for U.S. government agencies, including the Federal Aviation Administration, to conduct benefit-cost analyses for policy decisions.  Policy decisions concerning local airspace system infrastructure could result in national airspace benefits.  If the benefit-cost analyses are to be conducted properly, there is a need to account for these benefits.  A method for conducting simulations is developed within a benefit-cost framework to examine the social welfare implications when localities act unilaterally without internalizing potential national airspace system benefits. Rates of return, compensating variation, and equivalent variation are simulated for a hypothetical economy, and social welfare as measured by these techniques improves when localities account for national airspace system benefits.  The equivalent variation method enables policy makers to distinguish some equity implications from efficiency improvements that may occur simultaneously when localities move to account for national airspace system benefits in their aviation infrastructure decisions.  Other issues in conducting benefit-cost analyses for aviation infrastructure projects are discussed, and suggestions concerning how to attain efficient outcomes in compliance with institutional guidelines are made.]]></description><pubDate>Tue, 24 Jun 1997 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/574916</guid></item><item><title>BUS TRANSIT SERVICE COVERAGE FOR MAXIMUM PROFIT AND SOCIAL WELFARE</title><link>http://pubsindex.trb.org/view/415612</link><description><![CDATA[A framework for finding the optimal bus transit service coverage in an urban corridor is presented.  The service variables considered are a combination of route length, route spacing, headway, and fare.  The criterion for optimality is either operator profit or social welfare maximization.  The social welfare, a sum of user and operator surplus, is optimized with both unconstrained subsidy and breakeven constraints.  The equations for the optimal design variables that maximize operator profit and social welfare are derived analytically for a rectangular transit corridor with elastic demand, uniformly distributed passenger trip density, and many-to-one travel patterns.  The equations provide considerable insight into the optimality conditions and interrelations among variables.  These equations are also incorporated within an efficient algorithm that computes optimal values for the decision variables for a more realistic model with vehicle capacity constraints.  The numerical results show that at the optimum the operator profit and welfare functions are rather shallow, thus facilitating the tailoring of design variables to the actual street network and particular operating schedule without substantial decreases in profit or welfare.  The social welfare function is relatively flat near the optimum for a relatively large range of subsidies. This result implies that for a given set of input data the breakeven constraint may be an economically preferable objective because it eliminates subsidy, whereas it reduces social welfare only marginally.  The sensitivities of the design variables to some important exogenous factors are also presented.  The presented methodology is also applicable to the problem of optimal service coverage of feeder bus systems serving rapid rail line stations.]]></description><pubDate>Wed, 29 Mar 1995 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/415612</guid></item><item><title>WOMEN AND NONMOTORIZED TRANSPORT: CONNECTION IN AFRICA BETWEEN TRANSPORTATION AND ECONOMIC DEVELOPMENT</title><link>http://pubsindex.trb.org/view/414841</link><description><![CDATA[Transportation is a vital element of every healthy economy and is crucial to any strategy that addresses poverty.  Africa, a region struggling to alleviate rampant poverty, will have its success dictated largely by development of its transportation sector.  In Africa, as in the rest of the world, a planning process that does not adequately assess the transport needs of its users is rendered far less effective than one based on a more comprehensive and inclusive analysis.  Women, responsible for most transportation demand in Africa, have been mainly ignored by the current process.  Both rural and urban women carry out a variety of tasks that often require trips of considerable distance.  Most of these women, members of Africa's impoverished majority, cannot afford motorized transportation. Chores requiring transportation are carried out using carts, shoulder poles, and bicycles.  However, transportation planners, development professionals, and policy makers continue to address mobility needs with projects and policies that are based on motorization.  If the intended outcome of transportation planning in Africa is economic development and an increased standard of living, alternatives to a transportation system based on motorization must be a primary part of any policy and planning effort.  Women traditionally have been responsible for almost all household production and transport labor associated with agricultural production.  They hold a primary transport role in both urban and rural areas.  Adequately assessing and addressing the nonmotorized transport needs of low-income women are crucial to bridging the connection between transportation planning and policies, transport technologies, and economic development in Africa.]]></description><pubDate>Thu, 12 Jan 1995 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/414841</guid></item><item><title>FIVE YEARS OF HIGHWAY RESEARCH' A SOCIOLOGICAL PERSPECTIVE</title><link>http://pubsindex.trb.org/view/133870</link><description><![CDATA[BEFORE AND AFTER STUDIES ARE BEING MADE INTO THE ECONOMIC AND SOCIAL IMPACT OF HIGHWAY IMPROVEMENT IN PENNSYLVANIA. HIGHWAY-COMMUNITY RELATIONSHIPS ARE BEING STUDIED UTILIZING POPULATION DATA, LEVEL OF LIVING, ATTITUDES, COMMUNITY ORGANIZATION AND HIGHWAY USE. THE IMPORTANCE OF UNDER- STANDING THE HIGHWAY-COMMUNITY RELATIONSHIP IS ACCENTUATED BY THE MAGNITUDE OF PROPOSED INTERCHANGE CONSTRUCTION. ONE OBJECTIVE OF SOCIOLOGICAL ANALYSIS IS TO IDENTIFY THE SOCIAL FORCES THAT EXPLAIN VARIATION IN THE ACCEPTANCE OF PLANNING AND ZONING MEASURES CONDUCIVE TO HIGHWAY PROTECTION AT INTERCHANGE SITED.]]></description><pubDate>Mon, 12 Dec 1994 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/133870</guid></item></channel></rss>