Table 1 - uploaded by Todd Litman
Content may be subject to copyright.
Source publication
A description of the occurence of generated traffic, its types, impacts and its incorporation into transport planning and modeling is presented. Generated traffic is the additional vehicle travel at a particular time and location due to a transportation improvement. The congestion-reduction benefit resulting from increased road capacity is reduced...
Context in source publication
Context 1
... Generated traffic can be considered from two perspectives. Project planners are primarily concerned with the traffic generated on the expanded road segment, since this affects the project's congestion reduction benefits. Others may be concerned with changes in total vehicle travel (induced travel) which affects overall benefits and costs. Table 1 describes various types of generated traffic. In the short term, most generated traffic consists of trips diverted from other routes, times and modes, called Triple Convergence (Downs 1992). Over the long term an increasing portion is induced travel. In some situations, adding roadway capacity can reduce the network's overall efficiency, a phenomena called Braess's Paradox (Youn, Jeong and Gastner ...
Similar publications
There are large discrepancies in the transport sector along gender lines in travel patterns and means of transportation used, but also in attitudes and norms among citizens, planners and decision-makers, with women generally more positive towards measures involving the lowering CO2 emissions. At the same time, the number of women involved in transp...
This paper describes the concept of generalised bus transit travel cost and analyses its components. Based upon this analysis a model to assist in determining the non-monetary portion of generalised travel costs of bus transit commuters for application in urban transport planning is formulated. Emphasis is placed on the calculation of generalised t...
In the Slovak republic, there is an increase of building roundabouts in both urban and non-build-up areas. The construction of roundabouts in urban areas brings mainly calming of traffic intensity. A roundabout in non-build-up areas could be built only within certain conditions. In this paper, we have been studying a small roundabout location and i...
The classical planning process in public transport planning focuses on the two criteria operating costs and quality for passengers. Quality mostly considers quantities like average travel time and number of transfers. Since public transport often suffers from delays caused by random disturbances, we are interested in adding a third dimension: robus...
This paper presents an analytical framework for evaluating the performance of dedicated bus lanes. It assumes that under a designated travel demand, the traffic volume on a corridor changes with the modal shifts. The modal shift affects the operations of both bus traffic and car traffic and eventually, an equilibrium bus share ratio that maximizes...
Citations
... Furthermore, the expansion that takes place as transportation patterns and spatial development become more focused on automobiles, meaning that significant car usage is necessary to reach employment, stores, and other activities, illustrates the long-term effects of induced travel. Regardless of the accuracy of the expected traffic increases, any road improvement will inevitably lead to a 10% increase in current traffic in the short term and a 20% increase in the long term [18]. Research and transportation modeling has shown that expanding road capacity is just a short-term remedy for reducing traffic congestion and addressing the environmental problems linked to traffic. ...
Constructing ring roads is a traditional approach to alleviating traffic congestion in urban areas and enhancing road capacity. However, this solution is frequently inefficient in the long run. This study investigates different strategies for managing traffic congestion in urban areas and evaluates their efficacy. The text examines three situations where various methods were employed to address traffic congestion issues. These strategies are categorized into three distinct categories. The initial concept encompasses substantial engineering interventions, such as the establishment of ring roads, the creation of new roadways, and the enlargement of preexisting roads. Many cities are implementing push-and-pull strategies to optimize existing capacities and promote environmentally friendly transportation alternatives, thereby reducing car usage. These strategies include promoting public transportation, cycling, and walking, as well as modifying urban land use patterns to minimize the need for people to travel. These methods are successful in delivering long-lasting transportation solutions. Nevertheless, more than push-pull strategies are needed to adequately address traffic congestion, necessitating extensive engineering interventions to expand road capacity, particularly in cases of severe traffic in urban areas. The integration of these methods is categorized as the third principle. The utilization of ring roads also gives rise to numerous novel challenges, particularly in metropolitan areas. The predominant issue lies in the unregulated expansion of houses (urban sprawl) and inadequate public transportation. The problems identified of significant magnitude include Interconnectivity between different regions, the point where ring roads intersect, accessibility to housing, settlement amenities, and social challenges. The study determined that the third concept to tackle traffic congestion could be the most efficient approach for constructing ring roads in urban areas. To address the difficulties involved in the construction and development of circular roads, it would be beneficial to establish an organization that facilitates coordination among all stakeholders involved in the development of ring roads right from the outset. Urban Planning Directorates at the governorate level are responsible for carrying out this work in urban cities. In addition, rigorous enforcement of laws is also crucial for achieving desired goal.
... Perhaps unsurprisingly, younger individuals and those who have a high level of comfort with new technologies and identify as early adopters of them also tend to hold positive attitudes regarding emergent transportation innovations like AVs [5,11]. While some market segments may not require much enticement to adopt AVs, others might turn to AVs to support their community mobility and address unmet travel needs, such as those with disabilities or older adults with age-related declines that limit their viable transportation options [12][13][14]. There remains significant reticence about AV technology among many people with disabilities [15] and older adults [16], even though their quality of life might stand to benefit greatly from the adoption of AV technology once it becomes available. ...
Future adoption of shared automated vehicles (SAVs) should lead to several societal benefits, but both automated vehicles (AVs) and ridesharing must overcome their barriers to acceptance. Previous research has investigated age differences in ridesharing usage and factors influencing the acceptability and acceptance of AVs. Further complicating our understanding of SAV acceptance, much of the public lack accurate knowledge and/or actual experience regarding AVs. In this study, we employed a 3 (age group) × 4 (video condition) longitudinal mixed experimental design to investigate age differences in anticipated SAV acceptance after viewing different types of introductory videos related to AVs (educational, experiential, or both) or currently available ridesharing provided by transportation network companies (control). Younger, middle-aged, and older adults were randomly assigned to watch (1) an educational video about SAV technologies and potential benefits, (2) an experiential video showing an SAV navigating traffic, (3) both the experiential and educational videos or (4) a control video explaining how current ridesharing services work. Attitudes toward SAVs (intent to use, trust/reliability, perceived usefulness, perceived ease of use, safety, desire for control, cost, authority, media, and social influence) were measured before and after viewing the video(s). Significant differences in how SAV attitudes changed were found between the educational and experiential video conditions relative to the control video and between different age groups. Findings suggest that educational and/or experiential videos delivered in an online format can have modest but significant improvements to their viewers’ attitudes toward SAVs—particularly those of older adults.
... Densely occupied during working hours, becomes deserted in the evening, with an abandoned and uninviting atmosphere. Moreover, automobile-oriented planning has left these areas separated from others and lacking human scale, contributing to the distortion of planning decisions in transport planning (Litman, Colman, 2001). This article aims to understand the reason behind this situation and find the existing examples of successful sustainable transformations of commercial land uses that could be used as catalysts for other emerging areas. ...
Rapid urbanization and population growth require new human-oriented adaptations in cities. Functional zoning, largely applied in the past century, has left current urban development with many difficulties, including space consumption and car dependency. The article examines a specific type of monofunctional land use - commercial areas, as they struggle the most with past planning mistakes. These spatially separated sites demand instant transformations in order to meet global urban challenges. With background information on the development process of commercial land uses and a literature review of existing sustainable approaches, the theoretical framework is created, with respect to economic, environmental, and social fields. Subsequently, the toolbox of good urban practices is being formed as a template for sustainable urban design followed by a discussion of potential implementation methods
... 46) In this quote, the norms and assumptions about population growth and how it translates to increased travel (also by car, it might be added) illustrate how they function as underlying premises for the road construction argument. Still, the tendency for road constructions to result in increased car travel, so-called induced travel (Goodwin, 1997;Goodwin & Noland, 2003;Litman, 2001), is known by the Transport Administration, which is evident in the discussion of whether the construction fulfils the target of reduced effect on the climate: ...
... Furthermore, it similarly assumes that increasing public transport travel will decrease car usage and emissions, albeit focusing more on aggregated behaviours of transport users than on the physical structures of the transport system. However, the assumed causal relationships between increasing public transport trips and decreasing car traffic are far-reaching, and there is an imminent risk of induced travel demand (Banister et al., 2013, p. 271;Goodwin, 1996;Litman, 2001) leading to increased overall transport work. ...
... The first is the discourse's reliance on forecasts and planning according to prognosticated growth Johansson et al., 2016;Pettersson et al., 2021). Second, and relatedly, the discourse is viewed to emphasise the provision of infrastructure based on these forecasts to combat congestion (Givoni & Banister, 2013a;Goodwin, 1996Goodwin, , 1997Hickman et al., 2012;Litman, 2001;Pettersson et al., 2021;Schwanen et al., 2011). These two aspects represent the predict and provide approach that Owens (1995) famously described. ...
Transport policies in Western Europe are increasingly framed in terms of sustainable mobility. This is a response to an
urgent need to tackle adverse consequences of the transport system and implies changes in discourses related to
transport. Exploring sustainable mobility is a fruitful way of studying discursive development in a policy field historically
connected to priorities radically different from sustainability. More precisely, what reasons are provided in favour of
sustainable mobility in contemporary transport policies? What underlying norms and assumptions does the notion of
sustainable mobility rely upon? And what subjects are emphasised in the discourse?
The thesis argues that these questions can be answered by studying the social construction of sustainable mobility
in the transport policy field. The thesis contributes to the emerging field of critical transport studies by empirically
investigating a concrete sustainable mobility discourse. This is done through an in-depth case study of a Swedish
national sustainable transport policy, the Urban Environment Agreement. The case allows for a study of how power and
conflicts permeate planning and policy for sustainability.
The thesis advances a discourse-analytical perspective that is hitherto lacking in transport research and develops a
novel framework building on critical discourse analysis and critical realism. This framework is subsequently deployed to
empirically map discursive patterns of statements related to sustainable mobility, to determine how these patterns
interrelate, and to interpret the broader implications of the findings.
The central claim of the thesis is that sustainable mobility needs to be understood as a product of naturalised
representations of growth. Arguably, societal norms and assumptions about forms of growth govern how sustainable
mobility is conceived and acted upon through policies. This constructs the continuous increase of mobility as a
naturally occurring phenomenon and excludes alternatives to high-mobility society.
Two dominant constructions of sustainable mobility are identified in the discourse: ‘sustainable mobility as a
necessity’, building on ideas of managing growth, and ‘sustainable mobility as progress’, connected to ideas of
promoting growth. The author proposes that a third way of constructing sustainable mobility, ‘as restriction’, in the sense
of limiting growth, is silenced in the discourse. Although there are differences among these constructions, the discourse
contains several naturalised representations that characterise the discourse overall. While growth is constructed as
inevitable, sustainability is constructed as an imperative. As a result, a transition to sustainable mobility is constructed
as a salvation, justified by several logics of sustainable mobility. These logics discursively link contradictory notions of
growth and sustainability. The thesis develops a wheel of growth metaphor to capture such key elements and linkages
of the discourse.
Finally, the discourse in focus is contrasted against central features of the more ‘traditional’ transport policy discourse.
This shows that the sustainable mobility discourse of the Urban Environment Agreement policy partly challenges the
traditional focus on automobility. At the same time, the present discourse reproduces assumptions of ‘predict and
provide’, travel time minimisation, and the emphasis on economic growth.
The conclusions of the thesis contribute to the ongoing discussion among policy makers, academics, and social
movements about how to respond to the societal challenge of a transition towards a more sustainable and just transport
system.
... Tis additional peak-period vehicle trafc is infuenced by roadway improvements that reduce user costs. Ignoring these factors can distort planning decisions, highlighting the importance of considering them in order to efectively address trafc congestion [70]. Zhu et al. [52] propose an intelligent approach to predict and prevent urban trafc congestion through real-time data analysis, considering factors such as trafc fow, road network topology, and weather conditions. ...
Road accidents are a significant negative outcome of transportation systems, causing injuries, fatalities, traffic congestion, and economic losses. As cities expand and the number of vehicles on the road increases, traffic accidents (TAs) have become a significant problem. Studies have shown that urban development plays a more significant role in transportation safety than previously thought. Low-income countries have higher fatality rates than high-income countries, according to the Permanent International Association of Road Congress (PIARC) and the World Health Organization (WHO). Predicting and preventing the occurrence of accidents and congestion is necessary worldwide, especially in developing countries where fatality rates are higher. The objective of this study is to examine and make a comparative analysis in low-income and high-income countries of the existing literature on the global challenge of car accidents and use its prediction techniques to enhance road safety and reduce traffic congestion. The study evaluates various approaches such as logistic regression, decision tree, random forest, deep neural network, support vector machine, random forest, K-nearest neighbors, Naïve Bayes, empirical Bayes, geospatial analysis methods, and UIMA, NSGA-II, and MOPS algorithms. The research identifies current challenges, prevention ideas, and future directions for preventing accidents and congestion on the road network. Integrating GIS-based spatial statistical methods and temporal data and utilizing advanced optimization algorithms and machine learning methods can result in accurate prediction models that can help identify accident hotspots and reduce congestions and enhance traffic safety and mitigate their occurrence. Effectively preventing urban traffic congestion requires the integration of spatial data into precise accident prediction models. By employing spatial analysis, road safety planning can be enhanced, high-risk areas can be identified, interventions can be evaluated, and resources can be optimally allocated to facilitate effective road safety measures and decision-making, especially in settings with limited resources. Therefore, it is crucial to consider ML and spatial analysis techniques and advanced optimization algorithms to enhance traffic flow control, in road safety research and transport planning efforts.
... Furthermore, it is important to understand that the solutions may differ significantly from what occurs in the short run. However, how we handle the short term will ultimately affect how things turn out in the long run (Litman & Colman, 2001;Levin et. al., 2012). ...
The purpose of this research paper is to examine the effect of artificial intelligence on employment in Africa. To accomplish this, the study employs a convenience sampling technique across 42 countries out of 54 African countries from 2012 to 2021 and utilizes a two-step system known as the Generalized Method of Moments (GMM) to estimate the impact of artificial intelligence on employment. In the course of the research, two models are specified to determine the influence of artificial intelligence on employment and examine its impact in the absence of a human development index. To analyze the research data, descriptive statistics and regression analysis are employed. The findings suggest that artificial intelligence has a strong positive impact on employment, while revenue demonstrates a moderate positive effect. On the other hand, political stability appears to have a negative impact. The paper makes a valuable and timely contribution to the existing literature on the subject of artificial intelligence's impact on employment in Africa. The paper concludes by providing suggestions on how to effectively harness AI's creative effects to counteract its negative consequences and utilize AI to reduce corruption and create sustainable employment for African economies.
... However, PLANET is a macroeconomic model, which does not take into account induced travel, being the additional traffic that will be created by the expansion of road infrastructure itself. Indeed, both theoretical considerations (Duranton & Turner, 2011) and empirical research (Hymel, 2019;Litman & Colman, 2001) indicate that, in an economically dynamic region (such as the Brussels metropolitan region), adding road capacity to routes that experience heavy traffic loads leads to road infrastructure saturation again in the long run (order of magnitude: 10 years). This effect should not only be expected on the R0, but at least partly on the nearby local road network as well. ...
In April 2021, the Flemish government published their plans for the redevelopment of the R0, the larger ring road around Brussels. These plans include a social cost-benefit analysis (SCBA) and an environmental impact assessment report (EIA) in which the pros and cons of various plan alternatives are weighed against each other. The current paper is a critical analysis of both official documents, and assesses to what extent recent academic insights regarding induced travel are being dealt with in the planning process for this motorway redevelopment project. Drawing upon a literature review, it is concluded that the existing body of knowledge on induced travel is largely ignored by the planning documents scrutinised, which suggests that the SCBA overestimates the economic benefits of the project, while the EIA underestimates the environmental impacts. While a road pricing scheme would potentially support the achievement of the stated planning objectives, it is not included in any of the proposed plan alternatives.
... Traffic evaporation can be thought of as the opposite of induced traffic, i.e. the observed rise in traffic volumes following road capacity expansion. Although induced traffic has been more thoroughly studied than traffic evaporation (Bucsky and Juhász, 2022;Goodwin, 1996;Litman and Colman, 2001), the latter currently seems a more pressing topic of study given the urgent need to transition to transportation systems which rely less on private car use. Regarding the mechanisms which may explain traffic evaporation, one may consider three broad possible explanations, including 1) trip rerouting beyond the area of measurement; 2) modal shift; and 3) trip suppression (Cairns et al., 2002;Melia and Calvert, 2021). ...
Traffic evaporation – i.e. the opposite of induced traffic – is acknowledged as a well-established phenomenon which presents important implications for local urbanism and mobility policies, but there continue to be few academic studies which explore this issue in detail. This paper explores relative levels of traffic evaporation following the implementation of multiple tactical urbanism interventions on 11 streets in Barcelona in the context of the COVID-19 pandemic. Based on the analysis of publicly available traffic count data, the findings provide empirical support for the existence of significant levels of traffic evaporation following road space reduction. On average, traffic levels on streets with interventions diminished by -14.8% relative to streets in the rest of the city. In the wider vicinity of intervention streets, traffic levels also decreased slightly on average (-0.9%) compared to the rest of the city, except on immediately adjacent parallel streets to those affected by interventions, which reported a small relative traffic increase (+0.7%). Overall, these findings provide further support for street redesign policies which entail the reduction of road space for motor vehicles, and suggest that fears of traffic congestion following such schemes may often be unfounded. From a methodological standpoint, this study also offers a transparent method of evaluating traffic evaporation which could be replicated in future studies.
... A better understanding of individuals' route switch behavior is required to take the best possible interventions to alleviate roadway traffic congestion (Dubey et al., 2013). Traffic congestion cannot be reduced by constructing new transport infrastructure (e.g., new roads) or improving existing roads because these additional road space spurs new traffic (induced traffic) and diverts traffic from parallel routes (diverted traffic; Litman, 2001). According to the induced travel theory, new or improved roads may generate induced trips through route switch from existing routes to new routes (Fulton et al., 2000). ...
A better understanding of individuals’ route switch behavior is required to take the best possible interventions to alleviate roadway traffic congestion. The impact of different transport infrastructure, including new roads, highways, and motorways, on reducing traffic congestion and travel time savings was reported in the literature. However, the effect of flyovers on travel route switch behavior remains unexplored, particularly in developing countries. Therefore, this study investigates individuals’ route switch behavior due to the construction of flyovers in Bangladesh. An intercept survey was conducted to collect data from flyover users in Dhaka. A chi-square test was used for categorical variables and one-way ANOVA was performed for continuous variables to compare participants’ socio-economic and travel characteristics with their route switch behavior. A multiple response set was used to determine why participants were not using the same or alternative travel route for regular trip purposes. Using a binary logit model, the study found a significant association between flyover users’ socio-economic and travel characteristics, and their travel route switch behavior. Flyover users who changed their route traveled more kilometers and generated more trips compared to flyover users who did not change their routes. Flyover users were also switched travel routes to save their travel time. Transport planners and practitioners should consider individuals’ route switch behavior when planning for new transport infrastructure to reduce traffic congestion, particularly in large cities such as Dhaka, Bangladesh. Future studies should also explore individuals’ route switch behavior in other urban settings.
... Many researchers have investigated VoT for a region, based on parameters related to the trip, trip-maker, trip purpose, self-selection and interview location (Wardman, 2004;Hanssen, 2012;Litman, 2018b;Athira et al., 2016;Fosgerau et al., 2007). Land use affects the spatial access and transport mobility of commuters, increasing the divide between the motorised (fast modes) and non-motorised (slow modes) travel modes (Lyons and Urry, 2005;Kenyon et al., 2002) which in turn has effect on the VoT (Whitelegg, 1993;Litman, 2001). Even though land-use interaction with trip entities like trip attraction-distribution; mode-choice, destination-choice and route choice are well documented in the literature (Sorratini and Smith, 2000;Veldhuisen et al., 2000;Bhat et al., 2004;Litman, 2018a), estimation of VoT based on land-use parameters is not focussed in earlier studies (Litman, 2018a;Litman, 2018b). ...
The Value of Travel Time (VoT) refers to the cost of time spent on transport and forms the basis of performance evaluation of different policies and scenarios in transportation planning and engineering. It takes into account various factors like trip information, traveller information and household information. This study develops mode choice models to further estimate the value of travel time in context of Land Use (LU) pattern for different zones of National Capital Territory (NCT) of Delhi, the capital of India. The entire region of Delhi was sub-divided into 17 land-use based zones and LU data, demographic data and trip data were collected through a Revealed Preference (RP) survey. The LU intensity parameters used for study are population-density and employment density of the zones. To account for the LU diversity of each zone, mix area index was calculated to balance different complementary LUs as well as the functional relationship between trip origin zone and destination zone. Discrete mode-choice model based on mixed logistic regression were developed for zones to account for the effects of LU pattern on VoT. The VoT so estimated from the study depict fluctuating values for different travel modes in different zones with varying LU patterns. The study showed that larger tracts of land dedicated to residential LU leads to lowering value of estimated VoT. This effect is more pronounced in regions with higher population densities.
