We examine why American driving fell between 2004 and 2014, and consider how planners should respond. We weigh two competing explanations: that the driving downturn was caused by “Peak Car”— a voluntary shift away from driving, and that it was caused by economic hardship. We analyze an array of aggregate data on travel, incomes, debt, public opinion and Internet access. These data are imperfect, as they lack the precision of microdata, but they are available annually for the years before during, and after driving’s decline. We find little evidence supporting Peak Car.

The objectives of this study are to develop a methodology for assessing the robustness of transportation infrastructure facilities and assess the effect of damage to such facilities on travel demand and the facilities users’ welfare. The robustness of transportation facilities is related to two types of damage: a) longitudinal deterioration in facility engineering quality; and b) sudden shock due to unexpected extreme events. This study focuses on the first determinant and its economic implications.

Adverse weather conditions have a significant impact on the safety, mobility, and efficiency of highway networks. Annually, 24 percent of all crashes, more than 7,400 roadway fatalities, and over 673,000 crash related injuries were caused by adverse weather conditions between 1995 and 2005. These safety and mobility factors make it important to develop new and more effective methods to address road conditions during adverse weather conditions.

Adverse weather conditions have a significant impact on the safety, mobility, and efficiency of highway networks. Annually, 24 percent of all crashes, more than 7,400 roadway fatalities, and over 673,000 crash related injuries were caused by adverse weather conditions between 1995 and 2005 [1]. In addition, weather contributed to 23 percent of all non-reoccurring delay and approximately 544 million vehicle hours of delay each year [2].

Travel times can be collected from a large number of potential sources. Conventionally, fixed detectors such as inductive loops embedded in the roadway have been used to measure vehicle flows and estimate speeds. Recent technological advances and the widespread deployment of Global Positioning Systems (GPS) in consumer devices make mobile data sources a promising and potentially cost-effective way to monitor the congestion in a transportation system.

This research project builds on the work and goals of the New York City Department of Transportation NYCDOT) in its long standing efforts to promote the safety of pedestrians, as described in the Vision Zero Initiative and the NYCDOT’s 2016 Strategic Plan. As part of the Vision Zero Initiative, in 2015, NYCDOT installed over 400 Leading Pedestrian Intervals, and completed 60 safety projects in Vision Zero Priority Locations.

The main objective of this study is the assessment of the Construction Impact Analysis (CIA) and Work Zone Impact and Strategy Estimator (WISE) tools, and determining the feasibility of their customization with respect to New York City Departme nt of Transportation (NYCDOT) and New York State Department of Transportation (NYSDOT)’s needs and requirements, cost of adoption and modification, and related issues.

The purpose of this guide is to provide some elementary guidance to beginning traffic engineers in the NYCDOT Signal Timing Division on the standards of signal timing in NYC. The guide is intended to provide an understanding of the influence of traffic signal design on traffic operations, and is a primer on traffic signal timing, phasing, and coordination.

Extreme weather events and their consequences are posing a threat to large urban areas such as New York City. Evacuations are often needed and public transit can play an important role to move people before, during and after such events. Public rail transit is a valuable resource given relatively less attention. The research objective is to identify how public transit’s potential for evacuation varies geographically in NYC, focusing on subways, bus connectivity and evacuation centers. Methods use data analyses for U.S. Census block groups.

Unmanned aircraft systems (UAS) and unmanned ground systems (UGS) have the potential to change the way a number of transportation-related operations are conducted. Nowadays, an opportunity arises to leverage various innovative technological capabilities to explore their use and value in real wor1d operating environments. Specifically, UAS, also called drones and UGS appear to have significant potential in several transportation areas which are examined in this report.