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Transportation access is an important indicator of the quality of life and if it is inequitable, it will limit the work, leisure, and other essential opportunities for people and worsen the access for the disadvantaged groups. In the U.S., increased auto-dependency and the lack of other feasible alternative transportation modes exacerbate the negative impacts of this inequity, especially for the people without automobiles. The transportation equity in terms of the number of feasible transportation mode alternatives to serve a trip (i.e. mobility option equity) has not been extensively evaluated in the literature. Existing studies mainly analyzed the access to transportation infrastructures (e.g., bus stops, bike lanes, shared bike stations) based on the proximity at the zonal level. However, having access to a certain trip mode based on proximity does not necessarily add to the mobility option equity. First, mismatch may exist between the infrastructure and an individual’s travel demand. For example, if someone lives closely to a bus station but the bus route that can be accessed does not align with this person’s trip destination, they will not be able to use bus as a feasible mode for this trip. Second, existing accessibility-based studies often lack consideration of the trip feasibility (in terms of cost, quality, and safety) of using transportation infrastructures at the route level. For example, if a walking trip route is generated without considering the existence of sidewalks, the individual might have to walk on a unsafe busy road. In this case they will not be able to walk to satisfy their travel demand. Therefore, better transportation equity metrics concerning the feasibility of using transportation infrastructures to serve individuals’ travel demands are needed. To address this gap, this thesis defined the “travel-demand-relevant access” (mobility-need-relevant access) metric to evaluate transportation access in the context of individual travel demands and route-level infrastructure constraints and developed a framework to use GPS data to quantify the proposed metric for transportation equity analysis. Assessing which transportation modes are feasible alternatives to serve a trip, requires trip-level disaggregated travel demand data and detailed transportation infrastructure information. The recent development of information and communication technologies and open data efforts provide unprecedented opportunities for such trip-level analysis. With these developments it is now possible to evaluate the feasibility of a mode both the cost- and quality-based measures. The cost-based method estimates the monetary and time cost of using each mobility option and compares it with prominent trip mode (car) to examine “forced car use” concerning the travel demand. The quality-based method comprises accessibility and mobility-based performance measures to evaluate the feasibility of a certain trip mode regarding the ease of use and safety with relation to the infrastructure characteristics. The mobility options/alternatives deemed feasible with these two methods were used in the equity analysis, where the travel-demand-relevant access on the spatial and sociodemographic level was evaluated. The proposed framework was applied to the Indianapolis Metropolitan Planning Area (MPA) as a case study. The key insights of this study can be listed as (1) it is important to consider travel-demand-relevant access to evaluate transportation equity because we found that 40% of the trips that were identified as accessible by public transit are not feasible when travel-demand-relevant access is considered; (2) suburban areas on average have 12% less mobility options available compared with the urban core which forces high car ownership in these areas; amd (3) people with non-college educational attainment, households with more crowded rooms, and larger families are the negatively impacted disadvantaged groups while census block groups with high composition of white middle-class suburban families have the lowest number of options (1.5 on average) available. The suburban populations with a low number of mobility options (with a vehicle) are not necessarily at a disadvantage in terms of mobility option equity, since suburban areas are by design made to be car dependent. However, the lower number of feasible mobility options in these areas possesses a risk for the future if the consequences are not evaluated carefully. In terms of urban migration, if out-migration from the urban core to suburban areas keeps increasing as the pandemic trend suggests, the forced car ownership in suburban areas could increase and create/worsen transport deserts. This increase in vehicle ownership contradicts equity and environmental goals regarding transportation. If we observe an increase in the suburban to urban core migration trend, it can force disadvantaged groups to move into suburban areas because of gentrification and increasing prices. These disadvantaged groups could suffer from the limited amount of mobility options in suburban areas, since their access to opportunities would decrease.

“Guiding Principles for Beneficial Electrification of Transportation: A Framework for Transportation Electrification in Illinois” is the result of a collaborative effort spearheaded by Dr. Elizabeth A. Kocs building on collaborative workshops spanning six months of meetings and discussion sessions with numerous local, regional and national stakeholders and respective representatives. This Report represents the discussions as a whole and is an amalgamation of everything that UIC and Dr. Kocs have seen from the workshops it hosted as well as recent events since the conclusion of the workshops that may provide additional insight and guidance on the topic of beneficial electrification of transportation. The goal of the report is to provide proactive, innovative and sustainable solutions to address climate change, fossil fuel usage, community and economic development, and efficiency issues. The content of the report also demonstrates the potential of transportation electrification to create manufacturing and supply chain jobs, increase involvement in trades, open opportunities for BIPOC communities, reduce sick days taken from school and work, and so much more.

This research analyzes over 60,000 awarded highway contracts from 18 states throughout the United States. Analysis was performed on the state and aggregate level. The contracts were awarded from the years 2008 through 2018. Statistical analysis utilizing Pearson's Correlation and Ordinary Least Squares regression for each sample was performed to identify each variables relationship between the budget and awarded values.The research examined effects of economic indicators, contractor descriptors and yearly/seasonal adjustments These variables included DBE Participation Goal, Number of Bidders, Project Dollar Value, Project Duration, Unemployment Rate, S&P 500 Index, Volatility Index, quarter, and year of project award. The results were examined by using a combination of simple statistical summaries and econometric coefficients called a cost vector. Summary statistics observed Bid Difference at 8.5% below the Engineer's Estimate. The study observed DBE Participation Goals averaged 3.74% of the value of contracts, with an observed average of 4.5 bidders per contract. The research determined that 55% of observed states had a positive significant correlation with DBE Participation Goal and Bid Difference. This correlation translated to nearly $80 million in additional cost. In addition, the research determined that all 19 groups in this study had a negative significant correlation with the Number of Bidders. The correlation translated to a savings of nearly $500 million.

Fault Lines Exposed intends to understand inequality across Australian cities and towns. Social and economic change in Australia has resulted in the emergence of disparities in advantage and disadvantage between metropolitan communities and regional localities, towns and cities. In 1999 the book Community Opportunity and Vulnerability (Baum et al.) considered the disparities that existed between communities using 1996 census data. This new book, available both online and in print, uses up-to-date data to reanalyse the patterns and consider the important policy issues that arise from the patterns identified. Fault Lines Exposed provides insight into advantage and disadvantage at an aggregate community or locality level. Such insight is necessary if we are to better understand what is happening in society. It helps us plan effective solutions to problems that impact not only on individuals and families but also on communities. Each of the chapters outlines the main findings from the typology of advantage and disadvantage. The book concludes with a strong policy orientation, addressing possible options and raising more policy questions. Fault Lines Exposed will be essential reading for academics, researchers, students, policy makers and other professionals working in the areas of geography, sociology, economics and social work. “We had escaped our societies. Nobody was watching us. We could be free, we could behave as we liked. We had found the meaning of our existence. The real meaning of existence was there all the time of course, in the simple pattern of the island which we had annexed as our own primitive milieu, but after a time we could not see it for the mired footprints of our own excesses.” George Johnston, Clean Straw for Nothing “They had a larger-than-life, a mythical quality. They drank more than other people, they wrote more, they got sick more, they got well more, they cursed more and they blessed more, and they helped a great deal more. They were an inspiration. They had guts. They were real, tough, honest. They were the kind of people you meet less and less.” Leonard Cohen, on George Johnston and Charmian Clift

Transport authorities have decisions to make about the deployment of public transport vehicle resources on urban bus networks. Spreading out services improves coverage but can dilute service frequency. Concentrating resources can improve frequency but also acts to increase walk access distance which raises concerns over equity. This thesis explores the trade-offs between service concentration, service coverage and resourcing in urban bus networks and their effect on ridership through applying theoretical network modelling and empirical analysis of Melbourne’s bus network. Results suggest investing in service frequency instead of area coverage can increase ridership, but there are limits to service concentration.

The purpose of this dissertation is to study the effectiveness of public policies in generating fuel savings and emissions reductions. I focus on applying various empirical methods to analyze consumer responses to policy changes on both extensive and intensive margins. This dissertation consists of two chapters.In the first chapter, I compare the effectiveness of fuel taxes and product taxes on reducing gasoline consumption of new car buyers. I employ a unified data source for vehicle choice and subsequent vehicle use to estimate a random effects logit demand model that explicitly accounts for vehicle use heterogeneity. My demand estimation suggests that new car buyers fully value the fuel-saving benefits from improved vehicle fuel efficiency when they initially purchase their cars. My policy simulations indicate that high-mileage drivers are more responsive to a change in fuel taxes than to a change in product taxes, even as low-mileage drivers are more responsive to product taxes. By capturing such heterogeneous consumer response to policies, I show that a counterfactual increase of the fuel tax is more effective than a revenue-equivalent product tax in reducing the total gasoline consumption of new car buyers. Further, when accounting for its effects on consumer response on both extensive and intensive margins, a change in fuel taxes has a clear advantage over a change in product taxes in reducing the consumption of gasoline even when the magnitude of tax increase is small. More importantly, a model not accounting for vehicle use heterogeneity understates the fuel saving effects of both policies and misleads us about the relative effectiveness when comparing different policies. The second chapter explores how changes in the marginal cost of driving affect consumers decisions about passenger vehicle utilization, as measured by average daily miles traveled per vehicle. This intensive margin of consumer response has important implications for the effectiveness of usage-based policies, such as the fuel tax and the mileage tax, that designed to address externalities of driving. I estimate the elasticity of driving with respect to fuel cost per mile using a large panel data that covers 351 towns and cities in Massachusetts over 24 quarters. While most researchers in this literature apply fixed effects estimators to examine the elasticity of driving, I use a factor model econometric setup to account for unobserved common factors and regional heterogeneity. Residual diagnostics confirm that the factor model setup does a better job of removing the cross-section dependence than fixed effects estimators do. Given low consumer responsiveness to changes in the marginal cost of driving engendered by current usage-based policies, rights-based approaches like congestion charges might be better alternatives to influence vehicle utilization and vehicle ownership.

My dissertation consists of three chapters. In the first chapter, I analyze theeffect of the merger between American Airlines (AA) & US Airways (US) on market price and product quality. I use two complementary methodologies: difference-in-differences (DID) and merger simulation. Contrary to other results in the airline literature, the DID analysis shows that, overall, price has decreased as a result of themerger. While divestitures required as part of the merger had a strong price-reducing effect, the overall decrease involves non-divestiture markets as well. Interestingly, the decrease appears only in large airport-pair markets, whereas prices rose considerably in smaller ones. Effects on quality are mixed. The DID analysis shows that the merger reduced flight cancellations, increased flight delays, and had no effect on flight frequency or capacity overall. Using merger simulation, I find that the change in ownership leads to a 3% increase in price. The structural model performs betterin predicting the post-merger price if I allow the model to deviate from the Bertrand-Nash conduct. A 10% cost reduction due to the merger is able to predict the post-merger price quite well. When I incorporate a conduct parameter into the model, the required percentage of cost savings is lower. Given the divestiture and the subsequententry of low-cost carriers (LCCs), tacit collusion may break down. Thus both cost savings and reduced cooperation could explain a reduction in the price in the post-merger period.In my second chapter, I analyze possible reasons why airline prices are higher inthe smaller markets compared to larger markets. In the literature, most of the studies ignore the fact that the smaller markets are different compared to larger markets in terms of the nature of competition. I find that a combination of lower competition, and lack of entry from low cost carriers (LCCs) are the reasons behind higher prices in the smaller city-pair markets. I show that price is substantially higher in a market with a fewer number of firms controlling for several other factors. My paper estimates the modified critical number of firms to be 5 and the critical value of the HHI to be .6.In my third chapter, I study the effect of announcement of investment in research & development (R&D) on the value of a firm in the pharmaceutical industry. Three types of R&D by the pharmaceutical firms are considered for the analysis: acquisition of other smaller firms, internal investment in R&D, and collaborative investment in R&D. This chapter finds that few target specific characteristics and financial charac-teristics of the acquiring firm are important drivers of the abnormal returns around the announcement period.

Contemporary research indicates that the era of autonomous vehicles (AVs) is not only inevitable but may be reached sooner than expected; however, not enough research has been done to address road infrastructure readiness for supporting AV operations. Highway agencies at all levels of governments seek to identify the needed infrastructure changes to facilitate the successful integration of AVs into the existing roadway system. Given multiple sources of uncertainty particularly the market penetration of AVs, agencies find it difficult to justify the substantial investments needed to make these infrastructure changes using traditional value engineering approaches. It is needed to account for these uncertainties by doing a phased retrofitting of road infrastructure to keep up with the AV market penetration. This way, the agency can expand, defer, or scale back the investments at a future time. This dissertation develops a real options analysis (ROA) framework to address these issues while capturing the monetary value of investment timing flexibility. Using key stakeholder feedback, an extensive literature review, and discussions with experts, the needed AV-motivated changes in road infrastructure were identified across two stages of AV operations; the transition phase and the fully-autonomous phase. For a project-level case study of a 66-mile stretch of Indiana’s four-six lane Interstate corridor, two potential scenarios of infrastructure retrofitting were established and evaluated using the net present value (NPV) and ROA approaches. The results show that the NPV approach can lead to decisions at the start of the evaluation period but does not address the uncertainty associated with AV market penetration. In contrast, ROA was found to address uncertainty by incorporating investment timing flexibility and capturing its monetary value. Using the dissertation’s framework, agencies can identify and analyze a wide range of possible scenarios of AV-oriented infrastructure retrofitting to enhance readiness, at both the project and network levels.

On a railway yard, pole mounted luminaires illuminate the track at night for the safety of employees working to provide uninterrupted rail services. The operation of traditional high intensity discharge lamps incurs significant electricity costs. Each time the bulbs require replacement, there are auxiliary expenses involved in risk management (e.g. electrically isolating the track). By upgrading to more energy efficient lighting with longer rated life, the operational expenditure may be reduced. However, the capital cost of investing in the technology is customarily greater. An evaluation tool was developed to analyse the financial viability of installing alternative lighting technology at railway yards. With the input of financial and technical parameters, the most economical lighting solution can be determined. The total cost of ownership was calculated for each alternative luminaire type, as the sum of capital and operational expenditure. Light technical parameters that affected operational costs were wattage and rated life. Wattage directly influenced electricity expenses. Rated life indicated the regularity of maintenance costs required for bulb replacement. The constant values applied included light operating hours, electricity tariffs, and labour rate. In the calculation of operational expenditure for each successive year, the expected change in maintenance and electricity costs was taken into account. The evaluation tool was applied to a railway yard with one- hundred mercury vapour lamps. The financial outcome of replacing the existing lamps with LED luminaires was assessed. The financial outcome of investing in LED technology is severely affected by an increase in luminaire price and installation time. In the case that the luminaire selected was six times more expensive, the investment would not have been profitable. The project would also not be financially feasible if the time of installation exceeded 120 minutes per luminaire. In calculating the cost-benefits of a luminaire type, installation time is the most sensitive variable, due to the high labour and vehicle rates associated.

The thesis reviews the development of corporate road systems in Eastern Australia, nd the performance of these roads in relation to the development principles and practice of sustainable transport

Due to rapid environmental changes and urbanization, the urban mobility infrastructure is faced with the challenge to improve and modernize its functioning, while taking the role of a main pillar in supporting the evolution of society. In this sense, it is of utmost importance to think of directions in which uncertain drivers can evolve, while taking also into account the influence of indubitable factors like demographic changes or social needs. The interaction between such a myriad of factors gives birth to a lot of possible future scenarios, out of which this report details just three. They try to o er a wide-angle overview of the changes in the road and rail infrastructure, the energy distribution network, tolling or parking. Along the technological developments, the attitude of the citizens and the degree of political involvement are shaping the evolution in these scenarios, therefore these aspects are also described. Although there is an omnipresent need for improving urban infrastructure, the future will demand different skills from cities in developed economies than from those in developing ones. Those in the rst category will need to implement new technologies in the already existing infrastructure and, in the case of economic difficulties, reach this goal with minimum expenses. Cities in developing countries need to develop in a sustainable way and balance a low public environmental awareness with effective measures in order to bridge the gap between them and economically mature societies. A modern future urban mobility infrastructure will imply less congestion, faster travel time and massive use of eco-friendly means of transportation. The business idea described attempts to help municipalities reach this state of development by implementing an innovative, dynamic and fair system for administrating toll and parking fees.

Growing participation is a key challenge for the viability of sustainability initiatives, many of which require enactment at a local community level in order to be effective. This paper undertakes a review of technology assisted carpooling in order to understand the challenge of designing participation and consider how mobile social software and interface design can be brought to bear. It was found that while persuasive technology and social networking approaches have roles to play, critical factors in the design of carpooling are convenience, ease of use and fit with contingent circumstances, all of which require a use-centred approach to designing a technological system and building participation. Moreover, the reach of technology platform-based global approaches may be limited if they do not cater to local needs. An approach that focuses on iteratively designing technology to support and grow mobile social ridesharing networks in particular locales is proposed. The paper contributes an understanding of HCI approaches in the context of other designing participation approaches.