Vehicle miles of travel (VMT) is a key indicator of travel demand in the United States. Since 1995 total VMT and VMT per capita has fluctuated, with notable declines in the late 2000s and accelerated increases in the last 7 years. Since 1995, the National Household Travel Survey (NHTS) has tracked the household share of total VMT to shed light on the demographic and behavioral data behind personal vehicle travel. The household share of VMT, while still a majority, has declined every NHTS year since at least 1995. Meanwhile, household VMT has stagnated around 2.25 trillion miles since the 2001 survey. With such unprecedented travel demand changes, the current transportation technology revolution, and the climate of uncertainty, it is critical to understand why household VMT is changing and how this might affect future roadway demand. This thesis examines demographic, socioeconomic and behavioral factors that influence VMT, including both factors with existing research and some untraditional factors, using new data and methodologies.

<p> The purpose of this study is to investigate the McMaster commuter distribution. The total analysis is carried out in two subanalyses. The first analysis examines the effect that different variables have on the mean trip length of various commuter groups. The variables examined in the first analysis are: residential tenure, occupation, duration of service or study, parking permit ownership and part-time versus full-time status of students. In general the first analysis is concerned with the mean trip length of on campus Faculty, Staff, and Students. The first analysis verified that residential tenure is an important variable in that students who commute from the homes of parents average a considerably greater mean trip length than students who commute from rented accommodation.</p> <p> The second analysis employs a disaggregate singly-constrained spatial interaction model to distribute trips between McMaster and student residential locations. The second analysis shows that: (i) the production-constrained model fits considerably better with observed data when the sample is partitioned into student renter and stay at home groups than when the sample is not partitioned. The attractiveness factors were varied between the two groups. Renters were considered to be attracted to renter occupied dwellings in a zone while students commuting from the homes of parents were considered to be attracted to the number of owner occupied dwellings in a zone. (ii) straight line distance as a surrogate for travel cost yields a better fit for the renter group while automobile travel-time facilitates a better fit for the stay at home group. Auto travel time yields a better fit for peripheral trips because of the tendency for these trips to be made by car. Given the understanding that student renters are predominantly bus users who have chosen to locate close to the campus, euclidean distance is apparently more reflective of the travel impedance experienced by this group. Future research should attempt to qualitatively link measures of travel cost with the client group they are attempting to model.</p> / Thesis / Bachelor of Arts (BA)

Transportation analysts have monitored with interest the emergence of trip chaining, or multi-purpose trip making, which is becoming a common method of travel for many households. As of 2001, 61% of all working age adults trip chained. From a policy perspective, this warrants attention as these 61% of adults who trip chain generate 68% of average daily vehicle miles traveled (VMT). In addition, most trip chaining is accomplished by automobile and generally alone or with other family members. Trip chaining research has focused predominantly on travel by workers and findings suggest that one reason for its increase is that workers are scheduling non-work activities into their work commute, largely to support household needs (primarily childcare but also for shopping and personal business). Since the 1990s, significant federal funding has supported programs to improve air quality through reduced emissions. These include employer-based programs that seek to reduce VMT through ride sharing and the use of transit, along with incentives for doing so. The success of these programs is based on the flexibility of the commuter to change his/her work mode. As indicated above, however, trip chaining is typically associated with decreased flexibility and almost in direct conflict with programs that encourage alternative commute modes. This research identifies household, demographic, work, and activity setting factors that influence trip chaining in order to understand the related policy implications for employer-based programs that seek to reduce VMT through encouraging alternative commute modes. Using the 2001 National Household Travel Survey, a market segmentation identified trip chaining influencers. These were primarily the presence of children under the age of 16, worker status, more than one household adult, a high vehicle-to-worker ratio, and educational attainment above the high school level. The findings indicate that while between 30 and 42% of workers commute in the traditional manner, employer-based programs can achieve greater returns if increased focus is placed on improving employer amenities. In addition, further VMT reduction can be achieved through new programs that target the household instead of the employer, as evidenced by the TravelSmart program in Australia and SmartTrips program in Portland, OR. / text

Thesis (Ph. D.)--University of Texas at Austin, 2008. / Vita. Includes bibliographical references.

Existing travel patterns in Windhoek are influenced by the past land use policy of restricted urban development in the former townships ofKatutura and Khomasdal. Thus residents in these townships are faced with longer distances to reach quality urban servtces. This thesis examined the impact on travel demand of changes in land use policies aimed at stimulating growth in the two areas using the HLFM computer model. The results showed that, policy induced land use changes may stimulate population and employment growth in the neglected areas, but with no effects on the present travel patterns. The model needs to be refined to fit the peculiarity of the study area. Nevertheless, information provided in the thesis could be used in assessing areas where development trends will go if any ofthe land use policy tested in the study is adopted. / Geography / M.A. (Geography)

Thesis (MA (Geography and Environmental Studies))--University of Stellenbosch, 2006. / The retail sector provides geographers with a major area of analysis where they can apply their specialist knowledge to solve and explain real-world problems. Over the years there have been significant changes in the locations where South Africans shop. Retail shops are moving from city centres (CBDs) to more accessible and attractive locations on the city’s edge. This phenomenon is also evident in the retail structure of Stellenbosch. Stellenbosch Square is a multi-million-rand shopping centre that has been erected on the edge of Stellenbosch. The retail buying patterns of the Paradyskloof neighbourhood (in Stellenbosch) was analysed and placed in context with Stellenbosch Square. Paradyskloof is situated between Stellenbosch Square and Die Boord shopping centre, which is situated more closely to the CBD. The null hypothesis states that: “The buying patterns of the residents of Paradyskloof did not change significantly after the building of Stellenbosch Square, a shopping centre situated between Stellenbosch and the Somerset West shopping centre.” The overarching aim is to describe and explain the extent of the current retail buying patterns of the Paradyskloof population and compare them to the predicted results of the Flowmap 7.2 origin-constrained gravity model with regards to Stellenbosch Square shopping centre. The Paradyskloof retail buying patterns was determined by a random distributed questionnare survey. The modelled results are compared to the actual buying patterns and the findings are placed in context. Various types of data (primary and secondary) were collected. The origin-constrained gravity model was calibrated with the mean trip lengths (MTL). The modelled results predicted that all of the Paradyskloof residents shop at Stellenbosch Square. To determine the actual buying patterns, 250 questionnaires were spatially distributed with the aid of a random sampling of erven within the Paradyskloof neighbourhood. The survey indicated that only 44% of the respondents shop at Stellenbosch Square. Some of the reasons for why some of the residents still shop closer to the CBD are: high mobility, high number of scholars, multi-functional trips, banking and postal services etc. The rationale behind Stellenbosch Square and the role it plays within the Stellenbosch retail market has also been provided.

Existing travel patterns in Windhoek are influenced by the past land use policy of restricted urban development in the former townships ofKatutura and Khomasdal. Thus residents in these townships are faced with longer distances to reach quality urban servtces. This thesis examined the impact on travel demand of changes in land use policies aimed at stimulating growth in the two areas using the HLFM computer model. The results showed that, policy induced land use changes may stimulate population and employment growth in the neglected areas, but with no effects on the present travel patterns. The model needs to be refined to fit the peculiarity of the study area. Nevertheless, information provided in the thesis could be used in assessing areas where development trends will go if any ofthe land use policy tested in the study is adopted. / Geography / M.A. (Geography)