How do local actions affect VMT? A critical review of the empirical evidence

A joint count-continuous model of travel behavior with selection based on a multinomial probit residential density choice model

“…The net impact on overall VMT patterns will depend on the aggregation across the effects on individual travel dimensions. However, most earlier studies on the effect of BE measures on travel, while considering residential self-selection, focus directly (and solely) on the effect on vehicle miles of travel (see Zhang et al, 2012, Salon et al, 2012, which are but a few recent examples). There have also been studies that consider residential self-selection and focus on BE effects on specific travel dimensions, such as auto ownership, vehicle type, trip frequencies, bicycle ownership, activity durations, and mode choice, though these have been relatively few and have focused on each dimension individually (see Bhat andKrizek, 2012 for detailed reviews).…”

Tracking daily travel; Assessing discrepancies between GPS-derived and self-reported travel patterns

“…The need for program and policy evaluation has become increasingly apparent as the planning sector has prioritized integrative approaches such as smart growth, new urbanism, and transit-oriented development geared towards encouraging decreased automobile use and increased physical activity which could be associated with reductions in rates of asthma, obesity and heart disease. Unfortunately, available insights on the influence of these local land use and development policies on travel and activity behavior are based on cross-sectional studies and few longitudinal evaluation studies exist to guide policy (Salon et al, 2012). We have demonstrated the usefulness and reliability of a seven-day trip log instrument which can reduce the burden of reporting trip-level information on traditional travel surveys while providing a tool which can be used in future evaluation studies to collect substantial multi-day, policy-relevant, day-level travel data for all travel modes.…”

Can compact rail transit corridors transform the automobile city? Planning for more sustainable travel in Los Angeles

“…The role of built environment A substantial body of literature has examined the relationship between built environment factors and household private vehicle usage (Brownstone and Golob, 2009;Cervero and Murakami, 2010;Ewing and Cervero, 2010;Salon et al, 2012). The evidence suggests that household vehicle distance travelled is a function of both built environment and socioeconomic characteristics and that destination accessibility generally has the strongest association with vehicle distance travelled compared to other built environment features relating to design (street connectivity), diversity (land use mix), and density (Ewing and Cervero, 2010).…”